Participant s Handout

SVEL29B 10/01
V 1.0
Aftersales Training
Petrol Engine
Management
Part 2
Topic Page
Table of Contents
OBD Update . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
On Board Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
OBD systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Telltale lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Trouble codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Cyclic test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
M isfire detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
E - Gas throttle body system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Catalytic convertor with twin O 2 sensors . . . . . . . . . . . . . . . . . . . . . . 24
Short term/long term fuel trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Management system overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Engine / engine-management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Ignition systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Exhaust gas re-circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
4
OBD Update
Introduction
With the introduction of the Mini
People Carrier Agila for MY 2000 ,
Opel was obliged to implement the
On Board Diagnosis system into the
engine management system. The
application of the On Board
Diagnosis system is mandatory for
newly type-approved passenger
cars (with a petrol engine) up to a
weight of 2500 kg s as of 01-01-
2000, and of newly sold cars as of
01-01-2001.
This means that for the Model Year
2001 Opel must incorporate OBD
into all of its (petrol) engine
management systems.
All Powertrain Control Modules used
in these Opel vehicles are Flash
programmable.
This chapter serves as an update
and review of the handout. As of
MY 2001 all newly sold Opel
vehicles are equipped with engine
management systems that comply
with the OBD regulations. where
engine management systems use
different strategies for instance for
fuel injection and ignition, the OBD-
strategies of the used engine
management systems are also
different.
The following is an overview of Opel/
Vauxhall vehicles equipped with
O BD.
Model Year 2000 Agila Z 10 XE Motronic ME 1.5.5
Agila Z 12 XE Motronic ME 1.5.5
Model Year 2001 Corsa-C Z 10 XE Motronic ME 1.5.5
Corsa-C Z 12 XE Motronic ME 1.5.5
Corsa-C Z 14 XE HSFI 2.1
Astra-G Z 12 XE Motronic ME 1.5.5
Astra-G Z 14 XE HSFI 2.1
Astra-G Z 16 SE HSFI 2.1
Astra-G Z 16 XE HSFI 2.1
Astra-G Z 18 XE Simtec MS 71
Astra-G Z 20 LET Motronic ME 1.5.5
Astra-G Z 22 SE GMPT E-15
Vectra-B Z 16 XE HSFI 2.1
Vectra-B Z 18 XE Simtec MS 71
Vectra-B Z 22 SE GMPT E 15
Vectra-B Y 26 XE Motronic M 3.1.1
Zafira Z 16 XE HSFI 2.1
Zafira Z 18 XE Simtec MS 71
Zafira Z 22 SE GMPT E 15
O mega-B Z 22 XE Simtec MS 71
O mega-B Y 26 XE Motronic M 3.1.1
O mega-B Y 32 XE Motronic M 3.1.1
O mega-B Y 57 XE PCM 32 U
VX 220 Z 22 SE GMPT E-15
5
History of On Board Diagnosis
(OBD)
On Board Diagnosis was introduced
in the early 80s using flash codes.
In 1988, California State (USA)
required all manufacturers to provide
a system, that could identify a fault
in an Electronic Control Unit (ECU),
or the components connected to
this ECU. This was the introduction
of the OBD l.
For Opel, OBD was introduced in
1985 on the C13LZ in the Corsa A.
This system stores a DTC if an
electrical defect is detected on a
component or a reduced
functionality of this component has
been recognised. The system is
capable of recognising DTC s,
storing DTCs as well as displaying
the DTC and its status.
In Model Year 1996, OBD
standardisation was introduced for
all cars in regards to the indication
of DTCs on certain components.
Furthermore the communication
protocol between diagnostic tester
and ECU was standardised as well
as a 16-pin diagnostic link.
At the same time these standards
were set for OBD ll and in 1996 all
car manufacturers were required to
meet these standards.
In MY 2001, the term ECU has now
been superceeded by the
abbreviation PCM = Powertrain
Control Module.
On Board Diagnosis
6
OBD ll is required to monitor and
perform diagnostic tests on vehicle
emission systems.
If the emissions were to rise above
1-1 times the FTP (Federal Test
Procedure) standards, then a
malfunction indicator lamp (MIL)
must be illuminated. The DTCs
were also standardised as of Model
Year 1996.
The next step was to create a
system that not only reduces the
emissions, but also checks emission
relevant components, for a given
period. The OBD provides an in-
service conformity so the cars can
be monitored for a period of 5 years
or 80000 km. As of Jan. 2005 even
100.000 km.
How this in-field conformity is going
to take place is, has not been
decided yet.
OBD systems
HC CO NO
x
HC+NO
x
EWG 1992 2,72 0,97
EG 1996 2,2 0,5
EURO III 2000 0,2 2,3 0,15
EURO IV 2005 0,1 1,0 0,08
Emission output in g/km
7
Engine Telltales
It is vital that the after-sales
organisation stress the importance
of the engine telltales to the
customer. Correct operation of the
emission control system must be
guaranteed for 5 years/80000 km
(Euro3) and in the future, 5 years/
100000km (Euro IV). Future
legislation may mean that the
vehicle manufacturer could be held
responsible for certain failures within
these periods.
Malfunction Indicator Light
(MIL)
When deviations are recognised,
compared to the fixed values, a
corresponding DTC will be stored in
the PCM memory.
When an emission related DTC
is recognised once, twice or
three times, the M alfunction
Indicator Lamp will be activated.
(MIL Steady ON or flashing)
The M alfunction Indicator Lamp
informs the driver about
emission relevant failures,
exceeding of emission standards
or possible catalyst damage.
When fault exists the MIL operates
in two modes:
Mode 1
When the ignition is switched ON
and during cranking the MIL
illuminates as a function control.
Once the engine is running (at idle)
the MIL extinguishes, assuming no
MIL request is sent from the PCM.
When an emission related failure
has been detected for the first,
second or third time, the MIL will be
illuminated and a DTC stored in the
PCM .
Mode 2
When a DTC type A misfire is
detected the MIL blinks as long as
the fault exists. Reducing the engine
load will stop the MIL flashing but it
will remain ON.
In both cases the driver is advised
to visit an Opel/Vauxhall service
centre.
In normal operation the MIL control
indicator lights up when the ignition
is switched on and remains
illuminated during starting. It then
goes out when the engine has
started.
Depending on the system, the MIL
will be switched off if the fault does
not re-appear within a certain
number of warm-up or drive cycles.
Engine Electronics Telltale (EET).
The EET illuminates when a system
or component failure is recognised
by the PCM. The EET has five
functions:
Non-emission related engine
electronics failure.
Immobiliser fault warning.
Pre-warning of DTC' s without
M IL illumination.
Low grade MTA fault
CAN Auto-trans fault
Non-emission related engine
electronics failure.
Continuous illumination of the EET
informs the driver of an engine
management failure and the
emergency program takes over.
This program allows the vehicle to
be driven but at reduced
performance and with higher fuel
consumption. Although switching
the engine OFF and ON again may
re-set the telltale, repeated
illumination indicates that the driver
should seek assistance from an
Opel/Vauxhall service centre.
Immobiliser fault warning.
When the ignition is switched ON, a
flashing Engine Electronics Lamp
indicates that an immobiliser fault is
present.
Telltale lamp
8
Pre-warning of DTC's without
MIL illumination
Where a system requires a fault to
be registered more than once
before the MIL is illuminated, it is
possible for DTC' s to be present
without MIL illumination. In these
cases the EET can highlight pending
fault conditions.
When DTC' s are pending the EET
will remain illuminated as long as the
ignition is switched ON and the
engine is not running. This allows a
quick decision to be made on the
need to carry out further checks for
DTC' s. The MIL will still extinguish
after 4 seconds.
Note: It is not normally possible for
the MIL and EET to be illuminated
at the same time.
Low grade MTA Fault
Usually related to a poor selection
problem i.e. clutch temperature too
high.
CAN Auto-Transmission Fault
Now used as the sole telltale for all
auto-transmissions which have a
controlled area-network bus
messaging system in use.
9
Consequences for the Aftersales
organisation
The sophisticated nature of the
PCM' s fitted to the latest generation
of Opel/Vauxhall vehicles has a
number of implications for the owner
and aftersales organisation. It is
possible that unnecessary problems
may occur if certain procedures are
not followed.
The PCM' s all incorporate a learning
processor. Where the power supply
has been disconnected from the
PCM the following procedures
should be adhered to when re-
connecting the supply to allow the
learning process to be initialised:
Motronic ME 1.5.5.
After the power is re-connected,
switch the ignition ON and wait for
20 seconds before attempting to
start the engine. Failure to follow
this procedure will result in the
engine failing to start (cranks OK). In
some cases the engine will start but
the idle speed may fluctuate wildly.
GMPT E - 15
After the power is re-connected,
switch the ignition ON and OFF three
times before attempting to start the
engine. Failure to follow this
procedure will result in the engine
failing to start even though it cranks
O K .
HSFI 2.1
No special procedures but the ignition
must be OFF when disconnecting
and re-connecting the power supply.
EOBD terms
European On Board Diagnosis
system (EOBD)
A diagnostic system built into the
engine management PCM that is
able to detect and store emission
related failures. The system must be
capable of indicating the probable
cause of the fault.
Malfunction Indicator Lamp
(MIL) Emissions Telltale
Check light in instrument panel that
indicates the presence of system
faults.
Engine Electronics Lamp
(EET)
Check light in instrument panel that
indicates faults in the engine
electronics or immobiliser systems
not normally associated with
emission sensitive faults.
Diagnostic Trouble Code
(DTC)
Alpha-numerical codes indicating
fault area. Normally only visible using
(TECH 2).
Warm-up cycle.
Period of operation between engine
start and when the coolant
temperature reaches 71
o
C, during
which the temperature has
increased by at least 2O
o
C.
Driving cycle.
A vehicle operation phase that
includes engine start, acceleration
(driving), deceleration and engine
shut-off.
System readiness code.
Indicates that a complete on board
diagnostic test has been carried out
since erasing the DTC' s.
Freeze frame.
Historical record of conditions at the
time a DTC was recorded. The
record is stored for the highest
priority DTC and the data can be
viewed using TECH 2.
Diagnostic error.
Error which can be detected by all
diagnostic routines which have to
be executed at least once per
emission test cycle.
Comprehensive component
error.
General errors that can be detected
for all sensors, actuators and
components not covered by other
diagnostic functions.
CAN communication error.
Errors detected in CAN
communication systems.
1 0
The Malfunction Indicator Lamp
(MIL) control confirms to legislative
requirements.
The MIL will be illuminated if:
The level of misfire is sufficient to
result in catalytic converter
damage under the current
operating conditions.
Note: in this case the M IL will flash
only as long as the fault is present.
More information about the MIL
operation is covered later.
The self-test of the PCM has
failed.
Ignition is switched on( position
lll) with the engine not running
(lamp check)
An emission related fault occurs
in two or three consecutive
trips.
MIL (Malfunction Indicator Lamp)
1 1
EOBD uses an additional telltale for
non emission-related defects, called
the Engine Electronics Telltale
(formerly known as the Service
Vehicle Soon SVS lamp)
This telltale illuminates when a
defect arises which is not not not not not emissions
related.
Engine Electronic Teltale
1 2
The chart below is an example of
how the internal logic determines if
a readiness code is set.
Diagnostic Trouble Code Types
When a Service Readiness Test is
not passed a matching DTC is
stored. All DTCs are related to a
certain diagnostic test. The PCM
determines the DTC to be stored
based on the failure of a diagnostic
test. Diagnostic tests must fail in
one, two or three consecutive trips
before the MIL illuminates! This
depends on the system and the
importance of the sub system that
is diagnosed.
Freeze-Frame.
The Diagnostic memory in the
PCM records certain vehicle
operating conditions when an
emission related Diagnostic
Trouble Code (DTC) is stored as
a history DTC. The PCM only
stores one Freeze Frame
record. Freeze Frame data is
stored for the first failed test that
sets the DTC and may also
illuminate the M IL.
Failure Record.
Where DTC is stored the PCM
stores a DTC Failure Record
too. This is an extensive data-list
that consists of a large amount
of parameters (appr.12) that are
derived from the available
parameters from the PCM data
list. The Failure record is extra
information that is used in case
of a problem.
Trouble codes
1 3
There are five main types of trouble
code types:
1. Type A - has the potential to
damage the catalyst if the PCM
does not intervene.
2. Type B and E - result in
increased emissions likely to
exceed required standards.
3. Type C - related to the engine
electronic system only.
4. Type D (or Cnl) - related to the
engine electronic system only, no
warning lamp.
Note: None of the above applies to
Agila with Motronic ME 1.5.5.
The characteristics of each DTC
type are slightly different in the
manner that data is stored and how
warnings are given:
Type A
Emission related.
First failure trip illuminates MIL.
Stores a Failure record that is
updated each drive cycle the test
fails.
Stores a DTC on the first trip with
a failed test.
Stores a Freeze frame on the first
trip with a failed test.
Type B
Emission related.
Second consecutive failure trip
illuminates the M IL.
Stores a Failure record that is
updated each drive cycle the test
fails.
Stores a DTC on the second
consecutive trip with a failed test.
Stores a Freeze frame on the
second consecutive trip with a
failed test.
Type C
Not emission related.
First failure trip illuminates EET/
SVS lamp.
Stores a Failure record that is
updated each drive cycle the test
fails.
Stores a DTC on the first trip with
a failed test.
No Freeze frame.
Type D (or Cnl)
Same as Type C, but no warning
lamp illumination.
Type E
Emission related.
Third consecutive failure trip
illuminates the M IL.
Stores a Failure record that is
updated each drive cycle the test
fails.
Stores a DTC on the first trip with
a failed test.
Stores a Freeze frame on the first
trip with a failed test.
DTC type DTC type DTC type DTC type DTC type Definition Definition Definition Definition Definition
A MIL ON and DTC stored at first fail report
B MIL ON at second consecutive trip, DTC stored at the
first trip
C Engine Electronics ON and DTC stored at the first fail
E MIL ON at third consecutive trip, DTC stored at the first
trip
D(Cnl) Engine Electronics DTC stored ( No lamp ON)
1 4
Test cycle for EUR0 III
European Type approval
Engine Type approval testing is
carried out on a dynamometer. The
test consists of selected drive cycles
whilst the exhaust gas is being
analysed. The manufacturer has to
prove that this test can be run
through twice without the vehicle
exceeding the prescribed emissions.
The test consist of the following
steps;
Step 1 (urban cycle, to be run 4x
in a row)
Effective running time: 195
seconds
Distance travelled: 1.013km
Average speed: 19 km/h
Step 2 (sub urban cycle, to be run
1x)
Effective running time: 400
seconds
Distance travelled: 6.955km
Maximum speed: 120 km/h
Average speed: 62.6 km/h
The graph below shows typical Euro
drive cycle test (urban).
The Euro 4 test begins to measure
emissions as soon as the engine
starts.
Note: The Euro 3 method starts to
measure emissions 40-seconds
after the engine starts running.
Cyclic test
1 5
OBD
For OBD, some systems and
components will be checked once
every drive-cycle. Others are
checked permanently.
Continuous check.
The systems that are checked
continuously, are temperature
dependent and will be checked
immediately after a 20
0
C start. If a
defect on one of these systems
occurs the emission telltale will be
illuminated.
The following systems are checked
continuously.
M isfire detection.
Injection time.
Exhaust emission relevant
components.
Cyclic test
Those systems that are checked
upon once a drive cycle, will only
register the defect if certain speed,
load, temperature conditions have
been achieved. It is not possible to
check the system, by simply
starting the engine and switching it
off again.
The following systems are checked
once a drive cycle:
Working of the oxygen sensors
Working of the catalytic
converter
Note: Under some driving
conditions not all required conditions
are achieved and therefore not all
checks will be carried out.
Warm-up cycle
Warm-up cycle conditions are
fulfilled if the engine temperature
reads a certain temperature. (71
0
C,
with a minimum temperature
increase of 20
0
C ).
If the sensor is damaged the
temperature will be calculated using
back-up values.
Driving cycle
A driving cycle consists of starting
the engine, exceeding the idle
speed (driving), decelerating and
switching OFF the engine.
1 6
Misfire
Misfire is when an ignition
(combustion) in a certain cylinder
does not take place, caused by
either a fuel, ignition or compression
problem. This lack of combustion
results in unburned mixture entering
the catalytic converter. This mixture
can potentially destroy the catalyst,
and is also harmful to the
environment. This incident is
detected by the system to prevent
even higher exhaust emissions.
This graph above is an example
of how the post catalyst
emissions of HC, CO and Nox
are effected as a result of a
combustion miss.
Misfire monitoring is based on the
principle that the crankshaft
rotational velocity fluctuates as each
cylinder contributes power input.
When the engine misfires, the
crankshaft slows down
momentarily. The PCM monitors
crankshaft rotational velocity using
the crankshaft sensor.
To provide a reliable crankshaft
angle measurement, an accurate
reference period has to be
measured. The crankshaft sensor
disc and crankshaft sensors are
subject to production tolerances.
This can result in inaccurate
measurements. The tolerances for
each disc vary and therefore have
to be learned by the PCM which
pre-determined a calculated error.
The calculated error allows the
engine control unit to accurately
compensate for reference period
variations. These system variation
values are stored in the non-volatile
memory after the learning has been
performed. This procedure is called
C CC CCrank A AA AAngle Se Se Se Se Sensing (CASE CASE CASE CASE CASE, CASE
learning). The following PCMs
perform this CASE learning, under
the described circumstances.
HSFI 2.1; CASE learning is
performed under driving
conditions and during a fuel cut-
off period (DFCO).
GMPT E15; CASE learning is
performed using TECH 2,
additional functions.
The PCM GMPT E15 requires
CASE learning if the following
circumstances have taken
place:-
New PCM has been fitted.
DTC.P1336 present (malfunction
crank angle sensing).
PCM has been exchanged
CPS renewal
New crankshaft
When the coolant temperature
reaches 80
0
C, the engine speeds
up from Idle to 4000 rpm. When the
engine speed reaches 4000 rpm the
Deceleration Fuel Cut Off (DFCO) is
initiated and the measurement of
the disc reference period takes
place.
The camshaft sensor is used for
cylinder identification during this
procedure.
OBD requirements concerning
misfire detection.
The ECU is capable of recognising
the severity of misfire. EOBD
requires a system that detects
misfire, which may result in
exceeding of the exhaust emission
limits. The interest for car
manufacturers is that the catalyst is
not damaged. The conditions under
which the exhaust emission limits
are exceeded are registered. When
misfire occurs to such a level that
the exhaust emission limits are
exceeded, the affected cylinder is
identified and a fault is reported. If
the misfire occurs again (one or
three times depending on the
engine management system used)
under the same conditions the MIL
illuminates and the Freeze Frame is
stored.
M isfire detection
1 7
The method used for determining
the severity of misfire is variable
among the engine management
systems used for the Opel/Vauxhall
engines.
Two misfire characteristics are
identified by the PCM:
1. Catalytic converter damaging:
A level of misfire sufficient to
result in a catalytic converter
damage under the current
conditions.
2. Emission threatening:
A level of misfire resulting in
exceeding exhaust emission
limits.
Another approach is to make a
comprehensive map. The map is
made using several engine
parameters such as engine speed,
coolant temperature, engine load
and the decisive one, the calculated
temperature of the TWC. The map
is obtained by applying errors (I.E.
an interrupted injector) in the engine
management system and by
measuring the temperatures in the
catalyst under these circumstances.
There is no common method to
determine the severity of the misfire
or what type of misfire is present.
Every manufacturer of any engine
management system interprets
misfiring in its own way.
The following table shows the
differences.
Note:
In the following circumstances
Misfire detection is not executed
(depending on calibration):
If the engine speed exceeds
6000 RPM.
If the tank contains less than
20% of its total capacity (Only
the Z22SE GMPT E 15).
In the first 5 seconds after the
start.
If the battery voltage drops
below 5 Volts.
Driving on very bad roads*.
*The crankshaft sensor recognises
rough road conditions via internal
evaluation logic.
Thresholds to determine the type of misfire for the different engine
management systems
Misfire M otronic
monitoring ME 1.5.5 HSFI 2.1 GMPT E 15
Type A >9% >5% map
Type B map
Type D 5-9%
Type E 4%
Misfire Monitoring M otronic Simtec
DTC Type B/D/E ME 1.5.5 HSFI 2.1 MS 71 GMPT E-15
Driving cycles
before MIL ON 3 3 3 2
Driving cycles before MIL ON. Misfire monitoring
1 8
Electronic accelerator pedal
E-gas was first introduced on the
Y16XE and Y22XE engines. This
system is designed to assist these
engines in passing the new emission
regulations. The Y16XE and the
Y22XE are D4 emission regulation
compliant. The Z16XE and Z22SE
are Euro IV compliant.
Using the E-gas system allows
better control of the mixture, a
better control of the mixture means
a better control of the emissions.
The main components of the E-gas
system are:
Accelerator module
Throttle body
With the introduction of the E-gas
system the mechanical connection
between the Accelerator and
Throttle body disappeared. This
system is a so-called "Drive by wire"
system. The throttle valve is now
opened and closed by the throttle
positioner.
The signals and components the E-
gas system functions on, are:
Pedal position potentiometer 1
Pedal position potentiometer 2
Throttle potentiometer 1
Throttle potentiometer 2
Throttle positioner
The next signals are indirectly used
on the E-gas system, these signals
are used in the case of a
component/signal breakdown.
Mass Air Flow sensor
Brake light switch
Vehicle speed sensor
E - Gas throttle body system
1 9
Pedal position sensor
The Pedal position sensor consists
two potentiometers. These two
potentiometers both require a
separate power supply and ground,
this is to decrease the chance of
component failure in the event of an
electrical fault.
The pedal position sensor is
connected to the wiring harness by
one connector.
The voltage of both potentiometers
increases with operation. The pedal
position potentiometer 1 operates
between 0 - 5 Volts. The pedal
potentiometer 2 (this potentiometer
checks potentiometer 1) operates
between 0 - 2,5 Volts. The system
is designed so that when its
operating properly the voltage of
both
potentiometers is never equal. The
voltage of potentiometer 1 must
always be greater than the voltage
of potentiometer 2.
2 0
Throttle body
The throttle body contains two
potentiometers and the throttle
positioner. The potentiometers
operate differently to the pedal
position potentiometers.
Two throttle valve potentiometers
are fastened to the throttle body
and are seated on one shaft
together with the throttle valve.
Voltage is supplied to both
potentiometers via one common
positive and negative connection.
The voltage of throttle potentiometer
1 increases as the throttle opens,
the voltage range of the
potentiometer is 0 - 5 Volts. Were
as, throttle potentiometer 2 shows a
decrease in voltage when the
throttle opens. The voltage range of
this potentiometer is 5 - 0 Volts.
As we can see there is one point on
the graph where the voltage of both
potentiometers is equal. At this point
the ECU reads the MAP sensor for
the required information on the
Y16XE, or the mass air flow meter if
fitted.
2 1
PWM signals
Idle speed
Throttle position at idle speed
This graph shows the PWM signal
from the PCM to the throttle
positioner at idle speed. This signal
makes sure that the throttle valve is
closed a little until the programmed
idle speed is reached.
When the pedal position sensor is
operated, the PCM receives a signal
from the pedal position sensor
potentiometers. The PCM
calculates the required output signal
for the throttle positioner. The
movement of the throttle valve is
monitored by the
throttle body potentiometers. In the
event of a fault arising it is possible
for the throttle positioner to be
switched off
When the throttle positioner is
switched off, the valve rests at a
preset position. The throttle valve is
forced into this preset position by a
spring. In this preset position the
throttle valve is partially open,
allowing an engine speed of 1500
RPM. This is to drive the vehicle and
ensure a good engine breaking on
overrun.
The signal which the throttle
positioner receives from the ECU is
a PWM (Pulse Width Modulation)
signal. As mentioned before the
throttle valve is forced into a preset
position when it is switched off or
disconnected (1500 RPM). At this
position the valve opening is greater
than the opening at idle speed (800
RPM). For the engine run at idle
speed the valve must be closed a
little. On acceleration the valve must
first go back to the preset position in
which the spring forces it. After this
position the valve must be opened
to reach the speed the driver
demands.
So first, the valve must be closed a
little, and when accelerating, the
valve must be opened.
The opening and closing of the
throttle valve is carried out by the
throttle positioner that works in two
directions.
Drawing of throttle valve in three
positions with descriptions
2 2
1400 -1500 RPM
Throttle position between
1400 - 1500 RPM
On light acceleration the throttle
valve is approaching the preset
position. The force required to
maintain the throttle valve in this
position is low (low spring pressure).
For this reason the pulses widths
are reduced in comparison to at idle
speed.
On further acceleration the throttle
valve reaches the preset position.
The spring pressure becomes
neutral. For the throttle valve to
open further, the throttle positioner
must force the spring in the
opposite direction.
For this to happen the throttle
positioner needs to work in the
other direction. This is achieved by
changing the PWM signal from
positive to negative.
1500 - 1600 RPM
Throttle position between
1500 - 1600 RPM
This graph shows the PWM signal
after the valve has opened a little
further than the preset position. The
throttle positioner works in the other
direction and the signal changed
from positive to negative.
1600 - RPM
On increased acceleration, the
throttle valve opens further until the
engine reaches the demanded
RPM. The throttle positioner
maintains the throttle valve in this
position (cruise position).
Throttle position above 1600 RPM
This PWM signal maintains the
throttle positioned in this position.
This signal is consistent for all
throttle valve positions above the
preset position, as the spring is a
constant rate type.
2 3
Emergency operation modes
In the event of malfunction with the
E-gas system, one of the four
emergency operation modes will be
activated.
1.Emergency operation
Opening the throttle valve is limited
to approx. 50% by the engine
control unit.
2.Emergency air
In emergency air operation, the
throttle valve servo motor is
switched on and off with without
electricity, thus severely restricting
the operating capacity of the
vehicle. The throttle valve is opened
approx. 33% by spring force. The
accelerator pedal module controls
the engine speed (max. 3000rpm)
by adjusting the fuel injection
quantity.
3.Increased Idle Speed
If the idle speed is increased, the
engine idle speed is maintained at a
constant level (approx. 1500rpm) by
the control unit, irrespective of load.
the accelerator pedal module has
no control over the engine speed.
4. Engine off
The ignition and fuel injection are
switched off in the ' Engine off'
emergency operation mode. It is not
possible to continue driving.
Possible faults and their impact are listed in the following table
Possible defect Emergency Emergency Increased Engine
operation air idle speed off
Pedal sensor 1(driver requirements
potentiometer) X
Pedal sensor 2(monitoring potentiometer) X
Throttle valve potentiometer 1 or 2 X
5 V voltage supply to pedal sensor 2 or throttle
valve potentiometer 1 X
Throttle valve potentiometer 1 or 2 X
Interruption/short-circuit in throttle in throttle
valve motor X
Internal fault in engine control unit, throttle valve
actuation X
Deviation of throttle valve position from actual
pedal sensor value X
Intake pipe pressure sensor X
Pedal sensors 1 and 2 X
5 V voltage supply to pedal sensor 1, throttle
valve potentiometer 2 or intake pipe
pressure sensor X
Internal faults in the engine control unit,
central processing unit X
Crankshaft sensor X
Multiple fault X
2 4
Starting catalytic converter,
Y22XE
The Y22XE engine in the Omega-B
is equipped with an additional
catalytic converter (starting catalytic
converter) which is installed near to
the engine. Compared to the main
catalytic converter(2), the starting
catalytic converter (1) is of a
significantly smaller construction.
Due to the close proximity to the
engine and the smaller construction,
the starting catalytic converter
achieves its operating temperature
significantly faster and is thus more
quickly functional than the main
catalytic converter. This modification
contributes significantly to the
reduction of exhaust gas emissions.
Catalytic convertor with twin O
2
sensors
2 5
Oxygen sensors, Y22XE
The Y22XE engine is equipped with
two heated oxygen sensors.
The first oxygen sensor (1) is
installed directly in front of the
starting catalytic converter and
determines the remaining oxygen
content of the non-purified exhaust
gases.
The second oxygen sensor (2) is
installed behind the main catalytic
converter and determines the
remaining oxygen content of the
purified exhaust gases. The second
oxygen sensor thus monitors the
function of the exhaust gas control
system.
2 6
Short Term and long Term Fuel Trim
data is read with a scan tool and
can be useful information when
diagnosing engine performance
conditions. Short Term/long Term
Fuel Trim data is a reflection of the
PCM changing the pulse width of
the fuel injectors to keep the air/fuel
ratio of the engine as close to the
optimal 14.7:1 as possible. The
important difference between them
is that the Short Term Fuel Trim
indicates current changes of short-
term duration, while long Term Fuel
Trim indicates learned changes over
a long-term period.
Short Term Fuel Trim
Short Term Fuel Trim is part of a
system that helps to make minor,
temporary corrections to the air/fuel
mixture when the system is in
closed loop.
The Short Term Fuel Trim
continuously monitors the output
voltage from the oxygen sensor. It
uses 0.45 volts (450mV) as a
reference point. In Closed loop
operation, 02S signal voltage should
vary constantly, from a high of
approximately 0.9 volts (900 mV) to
a low of approximately 0.1 volts (100
mV). When the PCM reads output
voltage constantly crossing back
and forth across the 0.45 volt
reference mark, it can continuously
adjust fuel delivery to keep the air/
fuel mixture as close as possible to
the ideal 14.7: 1 ratio.
Short Term Fuel Trim numbers are
based on a percentage value. The
scale ranges between -100% and
+100% , with 0% as the baseline.
There is an operating tolerance of
-/+10% .
If the Short Term value climbs
above the +10% tolerance, the
PCM is adjusting for a lean
condition, so more fuel is being
added to the engine. If the Short
Term values fall below the -10%
tolerance, the PCM is adjusting for a
rich condition, so less fuel is being
added.
The Short Term Fuel Trim number is
an indication that the PCM is
compensating for changing fuel
demands.
If the PCM see' s the Short Term
Fuel Trim reading are continuously
indicating a maximum high or low
percentage value, then the PCM will
ask the Long Term Fuel Trim to
apply its ' learned' fuel correction.
This may mean that the Short Term
Fuel Trim goes back to its baseline
settings, but will continue to update
the Long Term Fuel Trim.
Short term/long term fuel trim
2 7
Long Term numbers are also based
on percentage value, with 0% as
the baseline and the operating
tolerance between -15% and
+15% . A block of cells contains
information arranged in
combinations of engine rpm and
engine load for the full range of
vehicle operating conditions. As
conditions change, the PCM
checks the appropriate block for
data to use in calculating correct
injector pulse width. Ideally, each
block value would be 0% . If the
Short Term Fuel Trim is far enough
from 0% , the Long Term Fuel Trim
changes its value and resets the
Short Term to 0% .
Long Term Fuel Trim
Long Term Fuel Trim shows the
PCM "learned" fuel correction. The
long Term Fuel Trim reading shows
how much the PCM has
compensated. Even though the
Short Term Fuel Trim can make a
wide range of fuel corrections
frequently, long Term Fuel Trim can
Indicate a trend In the lean or rich
direction the Short Term is taking.
Long Term Fuel Trim can make a
significant fuel delivery change in
that direction after a longer period of
time.
Long term fuel trim example
Long term fuel trim
No correction
Long term fuel trim
correcting for a slightly lean
exhaust
Long term fuel trim
correcting for a slightly rich
exhaust




% 0 % 2 + % 0 % 1 +
% 1 + % 2 + % 2 + % 3 +
% 4 + % 6 + % 1 + % 0
% 5 + % 2 + % 1 + % 2 +
% 2 - % 1 - % 0 % 0
% 3 - % 2 - % 3 - % 2 -
% 6 - % 4 - % 5 - % 2 -
% 2 - % 3 - % 1 - % 2 -
2 8
Short Term and Long Term Fuel
Trim values can help the technician
identify actual rich and lean
conditions caused by problems
external to the fuel injection system
and related sensors.
Lean
High NOx
Stumble and stalls
Surges
Poor performance
Rich
High HC, CO
Black smoke
Catalytic converter odour
Fouled plugs
Sooty exhaust
Oxygen Sensor
Lean (low 0
2
Volts) Rich (High 0
2
Volts)
Short or Long term fuel trim is high Short or Long term fuel trim is low
(above 128) Possible code set (below 128) Possible code set
Oxygen sensor verifying lean condition Oxygen sensor being ' Tricked' rich
Cause: Fuel system not controlling Cause: not enough air in the exhaust
Check for: Check for:
Low fuel pressure Too much EGR
Vacuum leak, intake manifold leak Oxygen sensor ground loose or dirty
Lean injectors (restricted) no star washer
MAF/MAP Fault Oxygen sensor poisoned
Oxygen sensor being ' Tricked' lean Oxygen sensor verifying rich condition
Cause: Too much air in the exhaust Cause: Fuel system not controlling
Check for: Check for
Secondary air injection High fuel pressure
Cracked or leaking exhaust manifold Restricted fuel return line
Cylinders not firing, sending unburned Leaking injector
Air/fuel into the exhaust Canister purge continuously purging
Restricted air cleaner
Oxygen sensor contaminated
Fuel contaminated oil
MAF/MAP fault
2 9
Fuel trim conversions
Fuel trim diagnostics - EOBD
To meet EOBD requirements, fuel
trim information in the Data List will
be displayed using percentages.
This differs from the way fuel trim
has been traditionally displayed on
the scan tool. Refer to the figure
below for a cross- reference of fuel
trim numbers and percentages
(figure 4-32). Short-term and long-
term fuel trim function the same as
in the past, only their measurement
units will differ. Fuel trim values that
are +10% or -10% are an indication
that the PCM is maintaining proper
fuel control.
Positive percentage conversion:
128 + (1.28 percentage)
Example: to convert +20% to
counts the formula would be 128 +
(1.28 x 20) = 154
Negative percentage
conversion:
128 - (1.28 percentage)
Example: to convert +20% to
counts the formula would be 128 -
(1.28 x 20) = 102
Conversion of fuel trim from percentage to counts
Fuel trim count to percentage conversion chart
3 0
OBD tests
Even though the OBD strategies
are different in several engine
management systems, all have to
meet prescribed tests.
The following exhaust emission
related tests are compulsory for
O BD:
Catalytic converter efficiency
M isfire
Fuel system
Oxygen sensors operation
Secondary air operation
Evaporation system
EGR system
Powertrain control module
(PCM )
Catalytic converter efficiency
monitoring
According to the OBD regulations,
the catalytic converter s efficiency
must be monitored once per drive
cycle. The catalyst oxidises CO and
HC and reduces NOx. The
converter also has the ability to
store excess oxygen and to release
the stored oxygen in order to
improve the oxidation and reduction
performance.
The Oxygen Storage Capacity
(OSC) is a reference for the
catalyst s efficiency to control
emissions. The PCM monitors this
process by using a heated oxygen
sensor (HO
2
S2) that is fitted after
the three-way converter (TWC). This
sensor is called a Monitor Sensor.
Catalyst monitoring; cruising.
To determine the Oxygen Storage
Capacity (OSC) of the Three-Way
Catalytic Converter (TWC), all
components involved must be at
operating temperature and the
vehicle must cruise long enough
to record multiple oxygen samples.
During these tests the PCM
changes the Air/Fuel ratio via
injection pulse width variation. As a
result of this the monitor sensor
(HO
2
S2) output varies too. The time
is measured between the
adaptation of the Air/Fuel ratio and
the output change of the monitor
sensor (HO
2
S2). This value is
compared to the calibrated values in
the Powertrain control module
(PCM ). It is evident that this time
depends on the Oxygen Storage
Capacity (OSC) of the TWC and is a
measure for the effectiveness of the
TWC. If the time measured is too
short the PCM sets a DTC.
3 1
Z 18 XE DOHC I Petrol Engine
The Z 18 XE DOHC I petrol engine
featured in the Astra-G, Zafira and
Vectra-B is a further advancement
of the Opel/Vauxhall ECOTEC
engine generation and is based on
the X 18 XE1 DOHC petrol engine.
The most significant new features in
the Z 18 XE petrol engine are the
components which have been
modified to satisfy the requirements
of the Euro 4 exhaust emissions
standard.
The main differences between the Z
18 XE and the X 18 XE1 are listed in
the table below.
Management system overview
Base engine: X 18 XE1 Z 18 XE
Crankshaft without increment disc Increment disc on crankshaft
web 8
Vibration damper with increment disc without increment disc
Exhaust manifold conventional exhaust manifold with welded
catalytic converter
Engine management Simtec 70 Simtec 71
system
Throttle body conventional designed for electronic
accelerator pedal
EGR valve available not used
Injectors with air containment with air containment, but
not used
Exhaust emissions 94/12/EU, EU 96 98/96EU, Euro 4 Level B
standard
3 2
Engine Management System,
Simtec 71, Z 18 XE
The Z18XE engine is equipped with
engine management system Simtec
71. The basis for this engine
management system is already
used in the Vectra-B X 18 XE1.
The new features of the Simtec 71
are listed below:
New accelerator pedal module
(electronic accelerator pedal)
Throttle valve module (electronic
accelerator pedal)
New crankshaft pulse pick-up
2nd Oxygen sensor for monitoring
exhaust emission control
Catalytic converter closer to the
engine
Fuel system without return
Z 16 SE OHC 1 Petrol engine
The Z16SE OHC 1 petrol engine
that is featured in the Astra-G is a
further advancement based on the
X16SZR OHC 1 petrol engine. The
cylinder block is adopted from the
Z14XE/Z16XE. The most significant
new features in the Z16SE engine
are the components, which have
been modified to satisfy the
requirements of the Euro 4 exhaust
emission standards.
The most important modifications at
a glance are:
Modified cylinder head, based on
C14SE/C16SE
Optimised cylinder head gasket
Vibration damper without
increment disc
Modified piston to reduce weight
New intake manifold, intake
manifold injection, satisfies the
Euro 4 exhaust emission
standards
Exhaust manifold with welded
catalytic converter
PCM, composite construction
Camshaft sensor
Wiring harness, engine control
unit - composite construction
Intake pipe pressure sensor
Injection valves with conical jet
twist protector
DIS ignition module
EOBD - functionality in the PCM
3 3
Injectors, Z 14 XE, Z 16 XE
The Z 14 XE- and Z 16 XE engines
are equipped with advanced version
of the injectors (2). The injectors of
the Multec S (F) 2nd generation
have a modified fuel injection
pattern, resulting in improved
emission and consumption values.
Furthermore, the new fuel injector
nozzles are equipped with a twist
protector (3). This prevents the fuel
injector nozzle from turning in the
fuel distributor pipe (1). The injector
nozzles in the Z 14 XE and Z 16 XE
no longer have air containment.
Engine Control Unit, Z14XE,
Z16XE, Z18XE
The Engine Control Unit Multec-S
(F) in the Z 14 XE, Z 16 XE and Z 18
XE is a composite design, as in the
X 16 XEL engine of the Astra-G and
Zafira, and is fastened to the
cylinder head with a bracket. The
PCM has 2 separate plug
connections for each compact plug.
With the Z 18 XE, the engine control
unit is fastened to the intake
manifold and is equipped with an
enlarged flash memory.
The principal features of the
composite-design control units are:
Installation in engine
compartment possible
Compact design
Separate wiring harness plugs for
instrument panel and engine
wiring harness connections
marked K and M (K = karosserie
or body harness and M = motor
or engine harness).
Composite PCM's have a compact
design which is insensitive to
vibrations, impacts and
temperature. For these reasons it is
possible to use the PCM in the
engine compartment. The wiring
harnesses can be designed to be
shorter.
This design with separate wiring
harness plugs enables the body
wiring harness to be disconnected
without any problem from the
engine control unit when removing
and installing the engine.
3 4
Engine Management System,
Multec-S (F), Z 14 XE, Z 16 XE
The Z 14 XE- and Z 16 XE engines
are equipped with the advanced
version of the Multec-S (F) engine
management system. The basis for
this engine management system is
already used in the Vectra-B MY
2000.
The new features of the Multec-S
(F) are summarised below and
explained in the subsequent
sections.
New intake pipe pressure sensor
New accelerator pedal module
(electronic accelerator pedal)
Throttle valve module (electronic
accelerator pedal)
Modified fuel injector nozzles
Modified linear exhaust gas
recirculation valve
New crankshaft pulse pick-up
Modified camshaft sensor
2nd Oxygen sensor for monitoring
exhaust emission control
Catalytic converter closer to the
engine
Fuel system without return
Y 26 SE DOHC II Petrol Engine
The Y 26 SE DOHC II petrol engine
that is featured in the Vectra and
Omega is a further advancement of
the Opel ECOTEC engine
generation and is based on the X 25
XE.
The most important modifications at
a glance are:
Electronic accelerator pedal
OBD -Functionality in the engine
control unit
2 starting and 2 main catalytic
converters with 4 oxygen sensors
PCM of composite
design ME 3.1.1
Injectors
Throttle body
Spark plug change interval every
120,000 km
Ignition module
Fuel system without return
Cylinder head gasket
Pistons
3 5
Powertrain Control Module ME
3.1.1, Y 26 SE
The PCM for ME 3.1.1 has a
composite design. It has 2 separate
plug connections for each 64-pin
compact plug. A new
microprocessor is featured.
The principal features of the
composite-design PCM are:
Installation in engine
compartment possible
Compact design
Separate wiring harness plugs for
instrument panel and engine
wiring harness connections
The use of ceramic substrates
makes it particularly compact and
reliable
The PCM have separate wiring
harness plugs for the instrument
panel and engine wiring harnesses.
This design with separate wiring
harness plugs enables the body
wiring harness to be disconnected
more easily problem from the engine
control unit when removing and
installing then engine.
Injectors (EV 6 C), Y 26 SE
The injectors EV 6 C are of a
completely new design. They set
new standards with regard to
function, quality and installation
flexibility due to new functional
features and manufacturing
methods. They are characterised by
very good hot-start processes and
corrosion-resistance.
In addition, they have air
containment. The air containment is
an auxiliary function to further
improve the jet atomisation of the
injector. The necessary air is
branched off upstream of the
throttle valve and supplied to the
injectors. The low pressure in the
intake manifold is utilised as the
drive for the air containment. The air
is supplied to the outlet area of the
nozzle hole disc via a air
containment attachment. The air
moves at very high speed due to
the narrow gap at the air outlet, and
the fuel is finely atomised as the air
is mixed in. The air/fuel mixture flows
to the intake manifold at high
speed.
The injectors are provided with
conical jet nozzles. Individual fuel
jets pass through the openings of
the nozzle hole disc. The fuel jets
together form a conical jet. The
angle containing the fuel quantity is
defined as a the Jet Angle.
Ignition Module, Y26SE
The ignition modules in the Y 26 SE
are arranged directly above the
spark plugs and contain the
following components:
Wiring harness plug from the
engine control unit
One single ignition coil for each
cylinder
Integrated spark plug connector
Service
Observe the safety regulations
when working on high voltage
components.
3 6
Z 20 LET DOHC II Turbo Engine
The Z 20 LET DOHC II turbo engine
that is featured in the Astra-G is a
further advancement of the Opel/
Vauxhall ECOTEC engine
generation and is based on the Y 22
XE and the X 20 XEV. The essential
modifications serve to satisfy the
Euro 4 exhaust emission standard.
The Z 20 LET DOHC-II turbo engine
with balancer shafts in the Astra
Coupe simultaneously fulfils the
requirements of sporty performance
and high comfort. Compared to the
naturally aspirated engine with the
same capacity, the maximum
torque has been increased by 30 %
and the power by 40 % . The
maximum torque of 250 Nm is
available in the entire speed range
between 1950 and 5300 rpm. The
maximum power is 140 kW and is
reached at a nominal speed of 5400
rpm. A very good response can be
achieved even at low speeds due to
selection of a suitable turbocharger.
The vehicle offers a high degree of
fun while driving due to the excellent
flexibility.
The most important components
that have been adopted and
modified are listed in the list below:
Engine block, flywheel,
crankshaft with a stoke of 86 mm
and a ring gear for balancer
shafts adopted from the X 20 XEV
Cylinder head and ignition
cassette, adopted from Y 22 XE
Con-rod, adopted from C 20 LET
with floating piston pin
Temperature controller, heat
exchanger, intake manifold,
ambient pressure sensor,
camshaft gear and camshaft
sensor, adopted from the X 22 XE
PCM, adopted from the Z
12 XE, composite design with
electronic accelerator pedal
Mass air flow meter, adopted
from the X 20 DTL
Exhaust valves, adopted from the
X 30 XE (sodium cooled)
Balancer shaft unit, like X20XEV
Electronic accelerator pedal
EOBD - Functionality in the
engine control unit
Electronic throttle body (ETC)
Turbocharger, integrated in the
exhaust manifold
Intercooler
Piston with recess, CR 8.8 : 1
Air Cleaner
3 7
Engine Management System ME
1.5.5, Z 20 LET
This engine management system
includes an electronic throttle valve
control based on a torque-oriented
function structure. The setting of the
engine torque is determined the
driver demand and is achieved by a
corresponding selection of variables
(throttle valve angle, injection time,
ignition angle, and waste gate
position of the exhaust
turbocharger). The direct ignition is
composed of four individual ignition
coils positioned directly on the spark
plugs in the form of a compact
module strip attached to the
cylinder head .
The fuel system is operated at a fuel
pressure of 3.3 bar relative to the
intake manifold. Injection is
performed sequentially. The mixture
is controlled by an oxygen sensor
that is fitted in the exhaust manifold
before the pre-catalytic converter. A
second oxygen sensor is fitted
behind the main catalytic converter.
This second sensor is used as a
guide for diagnostic purposes
(EO BD).
The knock control system affects
the ignition, injection, charge
pressure and throttle valve position.
It operates adaptively and
specifically for each cylinder.
A combined pressure and
temperature sensor at the output of
the intercooler is used for charge
pressure and mass control. The
signal of the hot film mass air flow
meter fitted behind the air cleaner
assists the charge pressure control
and is used for diagnostic purposes,
such as detecting leaks. Damage to
the turbocharger from running too
fast due to leaks can be prevented
using the charge pressure control
system.
Z 22 XE DOHC II Petrol Engine
The X22XE DOHC II petrol engine is
a new development within the Opel/
Vauxhall ECOTEC engine
generation, and is based on the
Y22XE. The most significant new
features in the Z22XE are the
components, that have been
modified to satisfy the requirements
of the Euro 4 exhaust emissions
standard.
Caution:
Vehicles with manual transmissions
are classified according to the Euro
4 exhaust emission standard and
vehicles with automatic
transmissions are classified
according to the Euro 3 exhaust
emission standard.
The most important modifications at
a glance are:
EOBD -Functionality in the engine
control unit
Electronic accelerator pedal
Catalytic converter coating
Intake manifold, internal diameter
has been enlarged from 34mm to
35 mm
3 8
Power train control module
e.g.
The X 18 XE1 and X20 XEV engines
are equipped with the new Simtec
70 engine management system
based on the familiar Simtec 56.5.
The differences between Simtec
56.5 and the Simtec 70 in the X 18
XE1 and the X 20 XEV at a glance:
Simtec 56.5 Simtec 70 Simtec 70
X 18 XE1 X 20 XEV
Ignition coil DIS Ignition coil (4 DIS
(dual spark ignition individual ignition coils (dual spark ignition
coil) with integrated spark coil)
plug connectors)
Fuel pressure Pressure regulator Pressure regulator Pressure regulator
regulator attached to fuel intergrated into fuel attached to fuel
distributor pipe tank module distributor pipe
Coolant Engine control Engine control Engine control
temperature unit unit, engine cooling unit, engine cooling
sensor module control unit, module control unit,
Sensor signal
for: Temperature gauge Temperature gauge
Engine control Conventional Hybrid Hybrid
unit
Camshaft Inductive sensor Hall sensor Hall sensor
sensor
Crankshaft Hall sensor Inductive sensor Inductive sensor
pulse
pick-up
Throttle body Throttle valve Throttle valve adjuster Throttle valve
with: potentiometer and potentiometer and
idle air controller idle air controller
with bypass duct without bypass duct with bypass duct
Hot film mass External intake air Internal intake air Internal intake air
air flow meter temperature sensor temperature sensor temperature sensor
3 9
Camshaft sensor,
1 Camshaft sensor X 18 XE1
2 Camshaft sensor X 20 XEV
The camshaft sensor (Hall sensor) is
used to detect the camshaft
position and provides the cylinder
recognition required for sequential
injection.
The exhaust camshaft pulley has
two offset segments built in to its
rim.
The camshaft sensor consists of
two Hall elements, with one
element allocated to each segment.
The camshaft sensor is capable of
recognising the camshaft position as
soon as the ignition is "ON", i.e.
before the engine is started. This
allows a ' quick start system' to be
used.
The quick start system determines
the exact fuel quantity to be
allocated to each cylinder right from
the first engine revolution. If the
crankshaft pulse pick-up
malfunctions, a camshaft
emergency program is available
allowing the engine to continue
running.
The segments are located on the
front of the exhaust camshaft pulley
in the X 18 XE1 (illustration G 5083)
and on the rear in the X 20 XEV
exhaust camshaft pulley.
4 0
Camshaft pulleys
A new camshaft sensor has led to
new camshaft pulleys being installed
in the X 20 XEV.
The exhaust camshaft pulley is
marked, as can be seen in the
illustration. The rear side of the
exhaust camshaft pulley has two
180 segments (panels) used by the
camshaft sensor to detect the
camshaft position.
Service
The familiar Special Service Tool
KM -853 can still be used to fix the
camshaft pulleys (camshafts) in
position for maintenance.
1 Intake camshaft
2 Exhaust camshaft
3 Camshaft sensor
4 Exhaust camshaft pulley (rear
side)
4 1
Signal allocation from crankshaft
pulse pick-up and camshaft
sensor
The crankshaft pulse pick-up disc
(increment disc) is a gear wheel with
a total of 58 teeth. The gap
between the teeth is the same
width as two teeth. The signal from
the first tooth profile that occurs (1)
on the pulse pick-up disc after the
tooth gap is 114 CA 1) before TDC
2) for the 1
st
/4
th
cylinder (2)
The signal pattern generated by the
camshaft pulley with the segments
offset by 180 means that TDC for
the 1
st
cylinder occurs 78 CA after
the rising profile (4) and TDC for the
4th cylinder occurs 78 CA after the
falling profile (3).
Ignition sequence: 1-3-4-2
I Signal from crankshaft pulse
pick-up
II Signal from camshaft sensor
1) CA: Crankshaft angle
2) TDC: Top Dead Centre
4 2
Hot Film Mass Air Flow Meter,
Precise measurement of the air
mass is essential for exact metering
of the fuel quantity. In order to
ensure that this requirement is
satisfied, the signal from the hot film
mass air flow meter is corrected by
the electronics.
The integration of the intake air
temperature sensor into the hot film
mass air flow meter has led to a
simplified wiring harness and a
reduction in the number of
components. The sensor installed
is a precise NTC sensor (heat
conductor).
A: Range of air flow mass:
Min. air flow mass 5 Kg/h
Max. air flow mass 470 Kg/h
B46 Circuit symbol for hot film mass
air flow meter.
B:Range of output signal
Min. output signal 0 V
Max. output signal 5V
The hot film mass air flow meter
used in the X 18 XE1 and X 20 XEV
engines is the most important
component for calculation of the
load signal. It is known as a
"thermal load sensor".
The hot film mass air flow meter
uses a dual sensor element. The
first sensor (RT) measures the input
temperature and the second sensor
(Rs) measures the air flow mass.
The interplay between the two
sensors is regulated by a jumper
circuit (R1 and R2) which can de-
couple the measurement of the
input temperature from the
measurement of the airflow mass.
A uniform flow of air to the sensors
is achieved by a honeycomb
element (1) and a grid (2) at the
intake of the mass air flow meter.
4 3
Crankshaft pulse pick-up
The crankshaft pulse pick-up is
responsible for detecting the
crankshaft speed. The crankshaft
pulse pick-up functions on the
inductive measuring principle. The
voltage induced is therefore directly
proportional to the speed of the
increment disc.
In the X 18 XE1, the crankshaft
pulse pick-up is attached to a lug
on the oil pump and uses the
torsional vibration damper
(increment disc) to detect the
rotational speed.
In the X 20 XEV, the crankshaft
pulse pick-up is attached to the
cylinder block and uses a pulse
pick-up (increment disc) bolted onto
the crankshaft to detect the
rotational speed.
The crankshaft pulse pick-up
transmits a signal to the engine
control unit, which uses it to
calculate the crankshaft speed.
1 Crankshaft pulse pick-up
X18 XE1
2 Crankshaft pulse pick-up
X 20 XEV
4 4
For the X 20 XEV the bypass idle
speed control known from the
Simtec 56.5 is used. The X 18 XE1
features an electronic throttle valve
positioner with integrated throttle
valve potentiometer. (see illustration)
The features of the Simtec 70
Both the X 18 XE1 and the
X 20 XEV use the Simtec 70 engine
management system. Both also
feature a hybrid Powertrain Module.
The differences between the two
versions used are:
X 18 XE1:
PCM mounted at the manifold
4 ignition output stages
X 20 XEV:
PCM mounted near the battery
2 ignition output stages (DIS)
The crankshaft sensors are
inductive sensors, the camshaft
sensors are Hall-sensors.
Engine / engine-management
4 5
GMPT E-15 Ignition system
Description
Compression Sense Ignition is a
Direct Ignition System (DIS) with an
electronic detection feature that
uses the different breakdown
voltages between the exhaust and
compression stroke to identify
cylinders for sequential fuel control.
It has no moving parts and does not
require timing adjustments.
A typical package includes one two-
tower inductive coil for each cylinder
pair. an ignition module, and a
crankshaft sensor. Compression
sense replaces the camshaft sensor
by controlling fuel with a signal that
is devised from the different
breakdown voltages in the
simultaneously firing cylinder pairs in
a DIS system. With a DIS one coil
fires two cylinders at the same time
that are 360 degrees apart, one of
the cylinders is on the compression
stroke the other is on the exhaust
stroke.
1 DIS ignition module
2 Control unit
3 Knock sensor
4 Crankshaft sensor
5 Pulse pick
The breakdown voltages for the two
cylinders are different due to the
pressure inside the cylinder. The
compression cylinder' s breakdown
voltage occurs about 10-25 KV. The
exhaust cylinder' s breakdown
voltage occurs about 5 KV and a
little before the compression
cylinder' s breakdown voltage, The
compression sense circuitry
compares the two and can tell
which one is on compression. This
information can be used to send a
pulse that would normally be sent
by the cam sensor. It allows for the
removal of a separate cam sensor,
and reluctor wheel, This system is
used mainly on a DIS but can
possibly be adapted to a coil per
cylinder system.
Ignition systems
Features Benefits
Early and precise electronic Increased fuel economy
spark timing
Elimination of cam sensor Lower system cost
and reluctor wheel
Reduced RFI Less radio interference
4 6
Ignition module, (example
Z 18 XE)
The ignition module is a compact
component and is located between
the two camshafts on the cylinder
head cover, directly above the
spark plugs, and contains the
following components
1 Wiring harness plug from engine
control unit
2 One individual ignition coil for
each cylinder
3 Integrated spark plug connector
Service
The ignition module must only be
removed with the dedicated Special
Service Tool KM-6009, or there is a
risk that the module will be
damaged.
Observe all safety measures when
working with high voltage-bearing
components.
4 7
Throttle Body, X 18 XE1
The X 18 XE1 is equipped with a
new throttle body with an integrated
fully electronic throttle valve adjuster
and an integrated throttle valve
potentiometer.
Idle air control in the X 18 XE1
depends on the position of the
throttle valve in the full intake air
flow and is regulated by the throttle
valve adjuster.
When the accelerator pedal is
actuated, the throttle valve is
mechanically adjusted via the
accelerator Bowden cable.
Service
The throttle body, throttle valve
adjuster and throttle valve
potentiometer can only be replaced
as a assembly.
Following replacement of the
throttle body or the PCM the
adaptation values for the throttle
valve in the EEPROM of the engine
control unit must be deleted using
TECH 2 -see the corresponding
Checking Procedures.
1 Wiring harness plug
2 Throttle valve housing
3 Throttle valve adjuster (B45)
4 Throttle valve potentiometer
4 8
Crankshaft pulse pickup,
Z 14 XE, Z 16 XE and Z 18 XE
The crankshaft pulse pickup (1) is
attached to the cylinder block upper
part in the engines. It is sealed to
the outside with the aid of an O-ring
(2) and picks up the speed directly
at the integrated increment disc on
the 8th crankshaft web.
The function of the pulse pick-up
does not differ from that of
previously used pulse pick-ups. It is
responsible for sensing the speed of
the crankshaft. The measurement
for the crankshaft pulse pick-up is
based on inductive principles. The
crankshaft pulse pick-up transmits a
signal to the engine control unit
which calculates the crankshaft
speed.
4 9
Crankshaft pulse pickup output
voltage varies with engine speed.
Typical values range from
approximately 500 millivolts at
cranking speeds to 100 volts at high
rpm, depending on the application.
When measuring the output from a
magnetic crank sensor, the
voltmeter should be set on an
appropriate AC scale.
4 Cyl. Engine
The output from a crankshaft pulse
pickup in a given engine will vary
based upon the following:
Cranking speed
Air gap of sensor to reluctor
Resistance of sensor windings
Temperature of sensor
Strength of magnet
The engine management systems
use a crankshaft pulse pickup and a
reluctor that is part of the
crankshaft. The design of the
crankshaft reluctor is an important
consideration when diagnosing
these systems. The crankshaft
reluctors have seven notches that
generate the voltage signals sent to
the ignition module for every
revolution of the crankshaft. Six of
the notches are equally spaced at
60-degree intervals around the
crankshaft. The seventh notch is
positioned 10 degrees from the sixth
notch. The signal from the seventh,
or "SYNC," notch synchronises the
coil firing sequence with crankshaft
position
Crank shaft sensor signal
In the four cylinder engines the
ignition module is programmed to
recognise the sync notch, count
notch number 1 and accept notch
2 as the basis for the signal to fire
the 2-3 cylinder pair. Next, the
module counts notches 3 and 4,
then accepts the number 5 notch
signal as the basis for the signal to
fire the 1 - 4 cylinder pair. The
number 6 and 7 notches are then
counted and the process begins
again. Note that the coil pack for
the second cylinder in the firing
order always fires first during start-
up.
5 0
Knock Sensor
The increases in pressure and
temperature caused by the piston
can induce spontaneous ignition of
the non-combusted fuel/air mixture.
This sudden combustion can lead in
turn to an extreme pressure
increase. This undesired combustion
is termed "knocking".
The knock control system in
conjunction with the fully electronic
ignition and fuel injection can be
manipulated by the engine control
unit to maintain the engine in a
knock-free condition.
Principle:
The knock sensor is a piezo-
electronic "microphone".
A piezo ring (3) is situated between
an acceleration mass (1) and the
sensor body (2).
When knocking occurs, the sonic
pressure affects the acceleration
mass.
This produces a voltage, which can
be measured by the sensor
electrodes (4) and further processed
by the engine control unit.
30 Circuit symbol, knock sensor.
5 1
Injectors, Z 18 XE
The injection valves are fitted with 4-
hole nozzles for the Z 18 XE, two
jets for each intake valve. The four-
jet valve with multi-hole metering is
provided with a nozzle hole disc (2
calibrated bores). The holes are
aligned in such a manner that this
produces four injection jets.
Injection nozzles continue to be
used with Z 18 XE that are still
provided with an air containment
but this is not used.
1 Current coil
2 Needle
3 Nozzle hole disc
4 Taper sleeve
5 Valve seat
6 Air duct intake manifold
5 2
Exhaust gas recirculation
This electronically controlled
component enables precise control
of the exhaust gas recirculation,
which reduces emission of nitrogen
oxides. The solenoid valve pintle
position is not dependent on the
vacuum and can therefore can be
opened or closed in all load
conditions. The quantity of exhaust
gas is checked by the control unit.
The control unit measures engine
parameters such as speed, load
condition and temperature via the
sensor input signals and calculates
the required exhaust gas quantity.
The exhaust gas recirculation valve
consists of the following
components:
Solenoid valve:
The valve opening is dependent on
the coil current and is controlled by
a pulse-width modulated (PWM)
signal from the control unit. The
internal coil spring forces the pintle
in the default (closed) position.
Pintle position sensor:
This sensor provides feedback on
the actual pintle position. The pintle
position sensor is required for the
exact position assessment of the
solenoid valve.
Exhaust gas re-circulation
L3312
Copyright by Adam Opel AG, Rsselsheim,
Germany.
Reproduction or translation, in whole or in
parts, is not permitted without the written
authorization of Adam O pel AG. All rights
under the law of copyright are reserved by
Adam Opel AG.
All data published in this brochure
correspond to the indicated status and are
subject to change by Adam Opel AG.
For internal use only.
October 2001
Raytheon Training/Hughes International GmbH
Cityforum im Eichsfeld
Ferdinand-Stuttmann-Strasse 15
D-65428 Rsselsheim, Germany