Engine Control Module (ECM) : PGMFI Training Modules OBD-II Training Modules
Engine Control Module (ECM) : PGMFI Training Modules OBD-II Training Modules
Engine Control Module (ECM) : PGMFI Training Modules OBD-II Training Modules
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Image 6-3 Input/Output Terminal Gauge A control module receives analog input
signals from the sensors and then con-
trols several load devices such as fuel
injectors, IAC valve, and solenoid
valves. The incoming signals have very
low current flow, however, the load de-
Many of the signals used by the control modules are based on a 5-volt reference
signal as shown in Illustration 6-1. Most of the 5-volt reference inputs produce a
voltage from about .5v to 4.5v, which represents its range of input.
In addition to 5-volt reference inputs the control module also receives signals
from these types of sensors.
Illustration 6-2 is a graph drawn from an actual Honda ignition timing data table.
This Honda had 14 ignition timing tables as shown by the 14 graphs. The
ECM/PCM picked a timing table based on MAP voltage. Each table was a grid
with RPM on one axis and ignition timing on the other axis.
In summary the ECM/PCM had 14 different ignition timing profiles. The profiles
were chosen based on engine load. Note that the ignition timing advance is not
infinitely changed; it is changed at specific RPMs and by a set amount.
The control modules used by Honda are very reliable. It is very rare to have an
ECM/PCM failure; however, there are a few service issues to be aware of.
An ECM/PCM that has been water damaged should be replaced. Initially the ef-
fects of water damage may not be obvious. Typically the circuit board of a water
damaged ECM/PCM will develop a chalky residue in time. This residue is a form
of corrosion and will eventually damage solder joints. Image 6-5 shows this
chalky residue.
If you suspect a module has been subjected to water, pull the top and bottom cov-
ers and look for signs of water damage. In addition to moisture still present and
the chalky residue; look for rust on the inside of the covers.
The biggest problem with water damaged ECMs is that they can develop prob-
lems later. When this happens it is often
Image 6-6 Damaged ECM/PCM difficult to diagnose. Most commercial
module rebuilders will not repair an
ECM/PCM that has been water dam-
aged.
Before replacing a ECM/PCM with a hard failure, the loads and external circuits
should be checked for excessive current first. Failure to do this could result in
damaging the replacement ECM/PCM with excessive current. Simply look at a
schematic and identify all the loads the ECM/PCM controls. Identify the load
grounds in the ECM/PCM connector. With the ECM/PCM disconnected and the
key on engine off (KOEO) ground each load individually and check for excessive
loads.
Various load devices are directly controlled by the ECM/PCM. Some of the com-
ponents that are controlled are the fuel injectors, the IAC valve, various solenoids,
and the igniter trigger. These components are supplied with positive voltage and
the ECM/PCM activates the devices by grounding them.
For example when the ECM/PCM’s processor activates a fuel injector, it triggers
a transistor, which in turn grounds the injector. The ground(s) that the ECM/PCM
uses is actually external of the module. One or more of the ECM/PCM wire(s) is a
ground wire(s). If there is excessive voltage drop across ECM/PCM grounds, the
voltage applied to the load devices will be reduced by this amount. The reduced
voltage applied to the loads can cause a malfunction or failure.
These ECM/PCM grounds typically attach to the powertrain. Some models used
one of the thermostat bolts as the grounding point for the module grounds. These
grounds would often drop too much voltage and cause problems.
Caution should be used when changing out ECM/PCM units, to make sure the
correct unit is being used. While this is more of a problem when using a used
module, a new module could be ordered incorrectly, too.
New features were added almost yearly and did not necessarily coincide with the
body changes. For instance Honda added the vehicle speed sensor (VSS) input to
the 88 Accord ECM. If the 1988 Accord ECM was installed into a 1987 Accord,
which is the same generation and engine, it would set a VSS diagnostic trouble
code (DTC) since no VSS signal would be present.
If a car starts setting new DTCs right after swapping out a ECM/PCM, suspect
that the module is not compatible with the car.