ELECTRONIC ENGINE

CONTROL
DESCRIPTION AND OPERATION
MEFI-4

PART NO. 1519772 2200 SRM 1016

 SAFETY PRECAUTIONS
MAINTENANCE AND REPAIR
• When lifting parts or assemblies, make sure all slings, chains, or cables are correctly
fastened, and that the load being lifted is balanced. Make sure the crane, cables, and
chains have the capacity to support the weight of the load.

• Do not lift heavy parts by hand, use a lifting mechanism.

• Wear safety glasses.

• DISCONNECT THE BATTERY CONNECTOR before doing any maintenance or repair

on electric lift trucks. Disconnect the battery ground cable on internal combustion lift
trucks.

• Always use correct blocks to prevent the unit from rolling or falling. See HOW TO PUT
THE LIFT TRUCK ON BLOCKS in the Operating Manual or the Periodic Mainte-
nance section.

• Keep the unit clean and the working area clean and orderly.

• Use the correct tools for the job.

• Keep the tools clean and in good condition.

• Always use HYSTER APPROVED parts when making repairs. Replacement parts
must meet or exceed the specifications of the original equipment manufacturer.

• Make sure all nuts, bolts, snap rings, and other fastening devices are removed before
using force to remove parts.

• Always fasten a DO NOT OPERATE tag to the controls of the unit when making repairs,
or if the unit needs repairs.

• Be sure to follow the WARNING and CAUTION notes in the instructions.

• Gasoline, Liquid Petroleum Gas (LPG), Compressed Natural Gas (CNG), and Diesel fuel
are flammable. Be sure to follow the necessary safety precautions when handling these
fuels and when working on these fuel systems.

• Batteries generate flammable gas when they are being charged. Keep fire and sparks
away from the area. Make sure the area is well ventilated.

NOTE: The following symbols and words indicate safety information in this
manual:

WARNING
Indicates a condition that can cause immediate death or injury!

CAUTION
Indicates a condition that can cause property damage!
Electronic Engine Control Table of Contents

TABLE OF CONTENTS

General ............................................................................................................................................................... 1
Description and Operation ................................................................................................................................ 1
General ........................................................................................................................................................... 1
Electronic Control Module (ECM) ................................................................................................................ 1
Diagnostic Connector ................................................................................................................................ 1
How ECM Begins Operation..................................................................................................................... 3
Electronic Engine Control ............................................................................................................................. 6
What ECM Does ........................................................................................................................................ 6
Distributor ................................................................................................................................................. 7
Ignition Module ......................................................................................................................................... 8
When Engine Is Being Started ................................................................................................................. 9
When Engine Is Running.......................................................................................................................... 10
Electronic Control Module (ECM) with Ignition Module Distributor, Corrections ............................... 10
Fuel Control ................................................................................................................................................... 11
Throttle Body Injection (TBI) ................................................................................................................... 12
Fuel Injectors............................................................................................................................................. 13
Fuel Pressure Regulator ........................................................................................................................... 13
Throttle Position Sensor (TPS) ................................................................................................................. 13
Idle Air Control (IAC)................................................................................................................................ 14
GM 4.3L Engine Governor System........................................................................................................... 14
GM 3.0L Engine Governor System........................................................................................................... 15
Vacuum Ports............................................................................................................................................. 16
Fuel Pump ................................................................................................................................................. 16
ECM Sensors and Controllers....................................................................................................................... 19
Manifold Absolute Pressure (MAP) .......................................................................................................... 19
Engine Coolant Temperature (ECT) Sensor ............................................................................................ 19

This section is for the following models:

©2004 HYSTER COMPANY i

"THE
QUALITY
KEEPERS"

HYSTER
APPROVED
PARTS
2200 SRM 1016 Description and Operation

General
This section includes description and operation of Engines that have an LPG fuel system use a Micro-
the electronic engine control system and its compo- processor Spark Timing System (MSTS) or a Carbu-
nents. Repair and troubleshooting procedures for rated Engine Management System (CEMS). They do
the system used in the GM 3.0L and 4.3L engines not have an electronically controlled fuel injection
are in the section Electronic Engine Control system.
Troubleshooting and Repair.

Description and Operation

GENERAL • Idle Air Control (IAC)
• Fuel pump relay
When a carburetor and distributor are used for fuel • A serial data link for troubleshooting
supply and ignition control, a single adjustment can-
not be made to give the best adjustment for all oper- Each ECM has a specific program for the model of
ating speeds and conditions. The use of microproces- lift truck in which it is installed. A replacement
sors has enabled development of electronic systems ECM must have the same part number so that the
that can better control engines that use gasoline dur- lift truck will operate correctly.
ing all operating conditions.

An electronic engine control continuously makes ad-

justments to control spark timing and fuel mixture to
the engine. This control provides the following ben-
efits:
• Engine is easier to start and operate during chang-
ing conditions.
• An electronic governor is installed for finer engine
speed control.
• Electronic monitoring of engine operation as an aid
to troubleshooting.

ELECTRONIC CONTROL MODULE (ECM) 1. ECM 3. J2 CONNECTOR

2. J1 CONNECTOR
The ECM is a small computer that controls the igni-
tion timing, governor, and fuel supply in a gasoline Figure 1. ECM
engine. See Figure 1. An Electronically Erasable
Programmable Read-Only Memory (EEPROM) is in- Diagnostic Connector
stalled in the ECM. This EEPROM is programmed
The diagnostic connector is connected through a
with information for the best operation of the engine
wiring harness to the ECM. See Figure 4. The
according to fuel, temperature, load, and other con-
diagnostic connector is an important link for trou-
ditions. The ECM receives signals from sensors on
bleshooting the operation of the ECM and the
the engine and electronically controls the following
electronic engine control system. The diagnostic
systems and components for best fuel use and engine
connector is found in the engine compartment. See
performance:
Figure 2 and Figure 3. The use of the diagnostic
• A fuel injection system
connector is described in the Electronic Engine
• Electronic Spark Timing (EST)
Control Troubleshooting and Repair section for
• An electronic governor
these engines.
• Check Engine light

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Description and Operation 2200 SRM 1016

Figure 2. Electronic Engine Control Components Arrangement (GM 3.0L Engine)

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2200 SRM 1016 Description and Operation

Legend for Figure 2

A. TOP VIEW B. SIDE VIEW
1. THROTTLE BODY INJECTION (TBI) UNIT 10. FUEL PUMP RELAY
2. FUEL INJECTOR 11. DIAGNOSTIC CONNECTOR
3. FUEL INJECTOR FUSE 12. FUEL PUMP FUSE
4. ECM FUSE (IGNITION) 13. ECM FUSE (B+)
5. STARTER FUSE 14. MANIFOLD ABSOLUTE PRESSURE (MAP)
6. ENGINE COOLANT TEMPERATURE (ECT) 15. THROTTLE POSITION SENSOR (TPS)
SENSOR 16. IDLE AIR CONTROL (IAC)
7. DISTRIBUTOR 17. IGNITION COIL
8. ELECTRONIC CONTROL MODULE (ECM) 18. OIL PRESSURE SWITCH
9. GOVERNOR MOTOR

How ECM Begins Operation The ECM makes the checks in a few milliseconds and
determines correct air and fuel ratio for starting the
When ignition switch is turned to ON, the ECM does engine. The range of this air and fuel ratio is 1.8:1 at
the following functions (see Figure 5): 40 C ( 40 F) to 17:1 at 150 C (302 F) as indicated
• Measures atmospheric pressure (BARO signal) by the signal from the Engine Coolant Temperature
from MAP sensor. Sensor (ECT). The ECM controls the amount of fuel
• Checks signal from ECT sensor. sent to the engine by changing the pulse times (how
• Energizes fuel pump relay for approximately 2 sec- long the fuel injector is energized and de-energized).
onds.
• Checks that Throttle Position Sensor (TPS) indi- When the engine starts, frequency of pulses from the
cates that throttle is less than 80% open. If throttle ignition module increases and indicates to the ECM
is more than 80% open, the ECM determines that that the engine is running. The ECM takes control
engine is flooded with fuel and delivers less fuel to of the ignition timing, and the EEPROM within the
the engine. ECM follows its program to give ignition timing and
• Distributor System: Checks starting mode from fuel control for best engine operation. When engine is
ignition module. When starter is engaged, the ig- operating, the ECM continuously checks the signals
nition module sends electronic pulses to the ECM. from the Manifold Absolute Pressure (MAP), Engine
The frequency of the pulses indicates to the ECM Coolant Temperature (ECT) Sensor, Throttle Posi-
that engine is being started. The ignition mod- tion Sensor (TPS), and engine speed sensors to make
ule also electronically energizes (ON) and de-ener- timing and fuel adjustments for the engine operating
gizes (OFF) the primary circuit of the ignition coil conditions.
to create a spark at the spark plugs.

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Description and Operation 2200 SRM 1016

Figure 3. Electronic Engine Control Components Arrangement (GM 4.3L Engine)

4
2200 SRM 1016 Description and Operation

Legend for Figure 3

A. TOP VIEW B. VIEW FROM TRANSMISSION
1. ENGINE COOLANT 6. IDLE AIR CONTROL (IAC) 14. MANIFOLD ABSOLUTE
TEMPERATURE (ECT) 7. DIAGNOSTIC CONNECTOR PRESSURE (MAP) SENSOR
SENSOR 8. IGNITION COIL 15. FUEL PUMP RELAY
2. FUEL PUMP FUSE 9. TYPE EST DISTRIBUTOR 16. OIL PRESSURE SWITCH
3. ECM (B+) FUSE 10. FUEL PRESSURE TEST PORT 17. OIL PRESSURE SENDER
4. THROTTLE POSITION 11. FUEL FILTER 18. COOLANT TEMPERATURE
SENSOR (TPS) 12. THROTTLE BODY INJECTOR GAUGE SENSOR
5. ELECTRONIC CONTROL 13. FUEL INJECTORS 19. GOVERNOR MOTOR
MODULE (ECM)
Legend for Figure 4
A. GROUND
B. FAULT ANALYSIS TERMINAL
E. CHECK MALFUNCTION INDICATOR LIGHT
F. +12 VOLTS
G. SERIAL DATA FOR SCAN TOOL TESTER

Figure 4. Diagnostic Connector

Figure 5. Electronic Engine Control System

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Description and Operation 2200 SRM 1016

ELECTRONIC ENGINE CONTROL • Manifold Absolute Pressure (MAP) sensor. This

sensor is a pressure transducer that measures at-
What ECM Does mospheric pressure before the engine is started,
and the ECM uses this pressure as a reference.
The ECM receives signals from the following compo- This sensor then measures changes in pressure in
nents (see Figure 6): the intake manifold during engine operation.

1. ELECTRONIC CONTROL MODULE (ECM) 7. FUEL INJECTOR (ONE FOR 3.0L, TWO FOR
2. THROTTLE POSITION SENSOR (TPS) 4.3L)
3. ENGINE COOLANT TEMPERATURE (ECT) 8. GOVERNOR MOTOR (GM 4.3L SHOWN)
SENSOR 9. GOVERNOR MOTOR CONTROLLER
4. MANIFOLD ABSOLUTE PRESSURE (MAP) 10. DISTRIBUTOR
SENSOR 11. SPARK PLUG (GM 4.3L SHOWN)
5. FUEL PUMP RELAY 12. IGNITION COIL
6. FUEL PUMP

Figure 6. Electronic Engine Control System (V6, 4.3L Engine)

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2200 SRM 1016 Description and Operation

• Engine Coolant Temperature (ECT) Sensor.

This sensor is a thermistor (resistor that is cal-
ibrated to change its value as its temperature
changes) that monitors the engine coolant temper-
ature.
• Throttle Position Sensor (TPS). This sensor in-
dicates the position of the throttle that is set by
the operator and the governor to a speed that is
below the governed speed and is used with indica-
tions from other sensors to determine the correct
engine operation.
• Fuel Pump. When the key switch is first turned
to ON, the ECM energizes the fuel pump relay for
2 seconds. This action quickly raises fuel pressure
to the fuel injectors. If engine is not cranked or
started within 2 seconds, the ECM de-energizes the
fuel pump relay; and fuel pump turns off. When en-
gine is cranked by the starter, the ECM energizes
the fuel pump relay to operate the fuel pump.
• Ignition Module. This component is a small
electronic module within the distributor. See Fig-
ure 7. This ignition module is a signal converter
that senses the operation of the distributor. A
sensor coil in the distributor senses the rotation 1. CAP 8. IGNITION MODULE
of the timer core and the ignition module senses 2. ROTOR 9. ALIGNMENT PIN
the speed of rotation. A square wave generator in 3. SHAFT/TIMER 10. HOUSING
the ignition module converts the pulses from the CORE 11. WASHER
sensor coil to a square wave signal that is sent to 4. RETAINER 12. SEAL
5. SHIELD 13. DRIVE GEAR
the ECM. If the signals from the ignition module to 6. COIL 14. ROLL PIN
the ECM indicate the crankshaft is rotating at less 7. POLE PIECE 15. GASKET
than 400 rpm, the ECM determines the engine is
being cranked by the starter. The ignition module Figure 7. Distributor Parts (GM 4.3L Shown)
controls the ignition for an engine being started.
The Electronic Spark Timing (EST) function from Distributor
the ECM is de-energized. If the signals from the
ignition module to the ECM indicate the crank- A timer core (permanent magnet) on the shaft of the
shaft is rotating at greater than 400 rpm, the ECM distributor has external teeth that align sometimes
determines the engine is running and the EST with an equal number of teeth on the pole piece. See
from the ECM controls the ignition. Figure 8. When the teeth of the timer core rotate
• Electronic Governor. The ECM senses the en- past the teeth of the pole piece, there is a decrease
gine speed from the ignition module and operates in the air gap between the timer core and the pole
the governor motor on the throttle body to control piece. The magnetic field increases. When teeth are
the engine speed. The governor motor overrides not aligned, the magnetic field decreases between the
the throttle position set by the operator to control timer core and the pole piece. As the timer core ro-
the engine speed within the limits set in the ECM. tates, the magnetic field increases and decreases in
a cycle.

7
Description and Operation 2200 SRM 1016

signal from the magnetic pulse generator and igni-

tion module as one of the signals to control the EST.
The pole piece has the same number of teeth as the
engine has cylinders so that a spark voltage is cor-
rectly sent to each spark plug as the shaft in the dis-
tributor rotates.

Ignition Module
NOTE: The ignition module controls spark timing
only when:
• The engine is being started.
• A module problem has occurred.
• An EST or bypass wiring problem is present.
• The ECM fails.
The ECM controls the spark timing during engine
operation. The ignition module will also control the
spark timing if there are some failures in the signals
to the ECM. This backup mode of operation will often
permit operation of the engine so that lift truck can
be moved to an area for repair. The result of failures
in signals to the ECM is described in the paragraphs
under Electronic Control Module (ECM) with Igni-
tion Module Distributor, Corrections.

1. TIMER CORE 4. SENSING COIL The ignition module is a solid-state electronic device
2. RETAINER 5. POLE PIECE AND that operates like a fast switch except that it does
3. SHIELD PERMANENT not have any moving or mechanical parts. See Fig-
MAGNET
ure 9 and Figure 10. Small electrical pulses from the
Figure 8. Distributor Pulse Generating Parts sensing coil of the pulse generator go to the ignition
module.
When a coil is near a changing magnetic field, a volt-
age is generated in the coil. This principle is called The ECM must always know the speed at which the
magnetic induction. A sensing coil is installed over engine is operating. Engine speed signal is generated
the permanent magnet. As the magnetic field near by the ignition module. The signal converter changes
the pole piece changes, a small voltage is generated the signal voltage from the sensing coil to a square
in the sensing coil. wave reference signal for the ECM. This square wave
reference signal for engine speed is called REF HI.
The principle of magnetic induction also controls the The ECM must also have a reference to compare with
polarity of the voltage generated in the coil. An in- REF HI. An additional wire between the ECM and
creasing magnetic field will generate a voltage in the the ignition module is called REF LO (GROUND).
coil that is the opposite polarity of a magnetic field The REF HI and REF LO connections give the EEP-
that is decreasing. This signal pulse causes the inte- ROM in the ECM the necessary information about
grated circuits in the ignition module to generate a engine speed.
square wave signal.
The other two wires between the ECM and the dis-
The ignition module and magnetic pulse generator tributor control the EST and are called EST and BY-
control the primary circuit to the ignition coil when PASS.
engine is started. The ECM receives the square wave

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2200 SRM 1016 Description and Operation

When Engine Is Being Started sensing coil changes to negative (the square wave
voltage is decreasing), the transistor turns off. When
When the engine is cranked by the starter, the the transistor is on, current flows through the pri-
electronic relay is in the de-energized position. See mary winding of the ignition coil. When the transis-
Figure 9. The sensing coil is connected through the tor turns off, the current flow through the primary
square wave generator to the base of the transistor. winding stops. The changing magnetic field in the
primary winding generates a high voltage in the sec-
When the sensing coil applies a positive voltage (the
ondary winding of the ignition coil. This high voltage
square wave voltage is increasing) to the transistor,
generates a spark at the spark plug.
the transistor turns on. When the voltage from the

1. IGNITION MODULE 5. ELECTRONIC CONTROL MODULE (ECM)

2. ELECTRONIC RELAY 6. BATTERY (+) TO COIL
3. SQUARE WAVE GENERATOR 7. TO IGNITION COIL ( )
4. SENSING COIL 8. TRANSISTOR

Figure 9. Ignition Module When Engine Is Being Started

9
Description and Operation 2200 SRM 1016

When Engine Is Running The EST wire is not grounded and is now connected
to base of the transistor. The sensing coil is discon-
When engine speed is greater than approximately nected from the base of the transistor.
400 rpm, the ECM determines the engine is running
and applies 5 volts on the BYPASS wire to the igni- The ignition module and ignition timing are now con-
tion module. See Figure 10. This voltage energizes trolled by the EST signal from the ECM. This oper-
the electronic relay and makes the following changes: ating mode is the EST mode.

1. IGNITION MODULE 5. ELECTRONIC CONTROL MODULE (ECM)

2. ELECTRONIC RELAY 6. BATTERY (+) TO COIL
3. SQUARE WAVE GENERATOR 7. TO IGNITION COIL ( )
4. SENSING COIL 8. TRANSISTOR

Figure 10. Ignition Module When Engine Is Running

Electronic Control Module (ECM) with The ECM does a check of system components of the
Ignition Module Distributor, Corrections EST circuit. A set of normal operating limits are part
of the EEPROM program. If a sensor sends a signal
Operation of the ECM was described in earlier para- that is outside the limits of the EEPROM program,
graphs. See the description in What ECM Does. The the ECM will not use the information. The ECM uses
following paragraphs describe the corrections made a standard value from its program and continues to
by the ECM in an engine with an ignition module dis- operate the ignition module.
tributor.

10
2200 SRM 1016 Description and Operation

The following examples are the action of the ECM if FUEL CONTROL
it detects a problem:
MAP Sensor Signal Voltage Is Too High or The fuel control system is controlled by the ECM. The
Too Low. The ECM will use a MAP value from its purpose of the fuel control system is to deliver fuel to
EEPROM program and use this value to calculate engine for the most efficient operation in all operat-
ignition timing and fuel injection. ing modes. The Starting Mode and the Run Mode
ECT Signal Voltage Is Too High or Too Low. are described in the paragraphs under How ECM Be-
If coolant sensor sends a signal voltage that is out- gins Operation. When the ECM is in the Run Mode,
side the range programmed by the ECM, the ECM the ratio of the air and fuel mixture is controlled for
uses a value from the EEPROM program for spark best operating conditions.
and fuel calculation.
Clear Flood Mode. If the engine floods, it can be
Open Circuit in EST Wire. Normally, the sig-
cleared by opening the throttle to 100% (wide open)
nal from the ECM to the ignition module rises
during cranking. The ECM then shuts down the fuel
and falls as voltage from the sensing coil rises and
injectors so no fuel is delivered. The ECM holds this
falls. If EST circuit is open, the electronic relay
injector rate as long as the throttle stays at 100% and
in the ignition module is not at ground potential.
the engine speed is below 300 rpm. If the throttle
The engine starts but will not continue to run. If
position becomes less than 100%, the ECM returns
the EST circuit becomes open during engine oper-
to the starting mode.
ation, the engine stops.
Short Circuit (Grounded Circuit) in EST Acceleration Mode occurs when the ECM senses
Wire. When the engine is being rotated by the rapid changes in the throttle position and manifold
starter, the ECM normally detects 0 volts in the pressure. The ECM sends additional fuel to the en-
EST circuit because the circuit is at ground poten- gine.
tial in the ignition module. The ECM would not
detect a problem until the engine began to run. Deceleration Mode occurs when the ECM senses
The ECM could not operate in the EST mode and rapid changes in throttle position and manifold pres-
the engine will not operate. If the EST circuit has sure. The ECM reduces fuel to engine. If decelera-
a short circuit (grounded circuit) when the engine tion is very fast, the ECM can stop the fuel supply
is running, the engine stops. completely for short periods.
Open Circuit or Short Circuit in BYPASS Cir-
cuit. The ECM may not detect a problem until the Voltage Correction Mode. When battery voltage
engine began to run. The ECM could not operate is low, the ECM can make adjustments for a weak
in the EST mode, and the engine may operate with spark from the distributor. The ON time for fuel in-
reduced power or stop running. If this problem oc- jectors can be increased, the engine idle can be in-
curs when engine is running, the engine will only creased, and the ignition dwell time can be increased.
operate in starting mode with the ignition module.
Fuel Shutoff Mode. When the ignition switch is
Open Circuit or Short Circuit in REF HI Cir-
turned to OFF, the ECM stops the pulses to the fuel
cuit. The ECM would not detect that the engine
injectors. This procedure stops a condition called
is operating. The ECM will not operate the fuel
dieseling in a gasoline engine. Also, no fuel is sent
injector, and the engine will not operate.
to the engine if there are no reference pulses from
Open Circuit or Short Circuit in REF LO Cir-
the distributor. This condition indicates that engine
cuit. The ECM may not have a good comparison
is not running.
for operation. The ECM may not operate in the
EST mode, and the engine may not operate cor- If the ECM senses that engine speed is above the
rectly. maximum set (rev limit) in the EEPROM, fuel to
engine is stopped until engine rpm drops below the
maximum set (rev limit). This action normally oc-
curs if the governor is not operating correctly.

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Description and Operation 2200 SRM 1016

Throttle Body Injection (TBI) • Throttle position sensor

• Idle air control valve
This system is similar to a carburetor system because
it has a throttle body installed on an inlet manifold.
There are two injectors in the GM 4.3L throttle body
that mixes the air and fuel. See Figure 11.

1. FUEL INJECTOR (2)

2. FUEL PRESSURE REGULATOR
3. THROTTLE POSITION SENSOR
4. IDLE AIR CONTROL VALVE
5. GOVERNOR MOTOR AND THROTTLE DRIVE
ASSEMBLY
6. VACUUM PORTS

Figure 11. GM 4.3L Throttle Body Injection

(TBI) Unit

NOTE: In the GM 3.0L engine, there is only one in-

jector. See Figure 12.

The fuel injection system is controlled by the ECM.

The basic function of the fuel injection system is to
control fuel delivery for the most efficient operation
of the engine. Fuel is sent to the Throttle Body In-
jection (TBI) unit by the fuel pump. The ECM senses
the operation of the engine from signals from its sen-
sors and controls the air/fuel ratio to engine by con-
trolling the operation of the fuel injectors and spark
timing. The ECM controls the air/fuel ratio for the
best operating conditions of the engine. All modes of
engine operation are controlled by the ECM and con-
ditions set in its EEPROM.

The following paragraphs describe the TBI fuel injec-

tion system designed by General Motors®. See Fig-
ure 11 and Figure 12. The TBI has the following as-
semblies:
• Fuel injectors
• Fuel pressure regulator

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2200 SRM 1016 Description and Operation

• Governor motor and throttle drive assembly the diaphragm. Fuel pressure from the fuel pump
• Vacuum ports on one side of the diaphragm acts against the force
from the calibrated spring on the other side of the
diaphragm. The system operates at a pressure of 72
±3 kPa (10.5 ±0.8 psi).

Throttle Position Sensor (TPS)

The TPS is fastened to the side of the throttle body.
See Figure 13. The function of the TPS is to sense
the throttle position and send a signal to the ECM.
This information permits the ECM to generate the
correct pulses to the fuel injectors for fuel control. If
the Throttle Position Sensor indicates a fully opened
throttle to the ECM, the ECM then increases the
pulse width to the fuel injectors. An increased pulse
width increases fuel flow.

The TPS electrical circuit has a 5-volt supply line and

a ground path line, both from the ECM. A third wire
is used as a signal line to the ECM. By monitoring the
voltage on this signal line, the ECM calculates throt-
1. FUEL INJECTOR tle position. As the throttle plate angle is changed
2. FUEL INLET (accelerator pedal moved), the signal voltage of the
3. THROTTLE POSITION SENSOR (TPS) TPS also changes. At a closed throttle position, the
4. FUEL OUTLET signal of the TPS is below 0.5 volt. As the throttle
5. IDLE AIR CONTROL VALVE plate opens, the signal voltage increases, so that at
6. FUEL PRESSURE REGULATOR
wide open throttle, it is approximately 4.5 volts for
Figure 12. GM 3.0L Throttle Body Injection the 3.0 liter engine and 3.5 volts for the 4.3-liter en-
(TBI) Unit gine.

Fuel Injectors
NOTE: The 3.0L engine has one fuel injector while
the 4.3L engine has two fuel injectors.

The fuel injectors are solenoids controlled by the

ECM. The ECM energizes a solenoid that lifts a
normally closed ball valve from its seat. The fuel
is under pressure and is injected in a cone spray
pattern into the bore of the throttle body above the
throttle plate. The fuel that is not used by the fuel
injector flows through the pressure regulator and
returns to the fuel tank.

Fuel Pressure Regulator

The fuel pressure regulator is part of the fuel me- 1. THROTTLE BODY ASSEMBLY
tering assembly of the TBI. The function of the fuel 2. THROTTLE POSITION SENSOR
pressure regulator is to keep fuel pressure at the 3. SCREW
4. THROTTLE SHAFT
fuel injectors during all operating modes. An air
chamber and a fuel chamber are separated by a Figure 13. Throttle Position Sensor
diaphragm-operated relief valve and a calibrated
spring. Fuel pressure at the fuel injectors is con-
trolled by the difference in pressure on each side of

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Description and Operation 2200 SRM 1016

Idle Air Control (IAC) GM 4.3L Engine Governor System

The idle speed of the engine is controlled by the ECM The components of the governor system are the ECM,
through the Idle Air Control valve (IAC). The IAC governor control module, and governor throttle drive
valve has a linear DC step motor that moves a pintle assembly. See Figure 15. The governor prevents en-
valve to control the idle air system. See Figure 14. gine speeds above the specification when operating
The shaft of the pintle valve moves through 256 with light loads and permits throttle to open for full
steps. The step motor moves the pintle one step power for heavy loads.
for each count that it receives from the ECM. Each
voltage pulse from the ECM to move the pintle valve
is a count.

This movement of the pintle valve controls the air-

flow around the throttle plates. This airflow controls
engine idle speed at all operating temperatures. A
minimum idle is set at the factory with a setscrew.
This minimum setting is for engine idle at sea level
and normal operating conditions. A heavier load
from the alternator, hydraulic pumps, and other ac-
cessories will cause the ECM to set a higher number
of counts on the pintle valve.

The number of counts that indicates position of the

pintle valve can be seen when the SCAN Tool is con-
nected for troubleshooting.

Figure 15. GM 4.3L Engine Governor System

A control cable connects the accelerator pedal to the

throttle lever cam. See Figure 16. The throttle lever
cam is not connected directly to the throttle shaft.
The throttle lever cam is connected to its own shaft
that has a throttle drive lever. This throttle drive
lever engages a fixed lever on the throttle shaft. This
split arrangement permits the throttle lever cam to
close the throttle plates, but not to open them di-
rectly. The throttle lever cam only gives a limit to
the maximum opening of the throttle plates. When
the engine speed increases to its maximum rpm, the
governor motor controls the actual position of the
throttle plates from signals from the ECM. The ECM
senses the engine speed and load and controls the en-
1. THROTTLE BODY 3. PINTLE VALVE gine speed within the specifications.
2. LINEAR DC STEP 4. AIRFLOW
MOTOR A network of engine sensors (Throttle Position Sen-
sor, Engine Coolant Temperature Sensor, Manifold
Figure 14. Idle Air Control Valve Absolute Pressure Sensor, and distributor reference
pulses) sends data about operating conditions to the
ECM. The ECM uses the data to determine whether
or not governed operation is needed.

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2200 SRM 1016 Description and Operation

When the engine speed is less than approximately GM 3.0L Engine Governor System
2500 rpm (depending upon the software installed),
the governor motor is not energized; and a return The governor motor is an electric DC motor that is
spring keeps the governor motor lever at its parked actuated and controlled by the ECM through the gov-
position (Figure 16). The throttle plates can move ernor control module (governor motor driver circuit).
with the position of the throttle lever cam, and no See Figure 17. The governor prevents engine speeds
governor action is used. above specifications when operating with light loads
and permits the throttle to open for full power for
When the engine speed increases toward approxi- heavy loads.
mately 2500 rpm (depending upon the software in-
stalled), the ECM sends signals to the governor con- The components of the governor system are the ECM,
trol module to energize the governor motor. The gov- the governor control module, and the governor motor
ernor control lever moves from its parked position assembly and cables. The cables and drum allow the
to control the opening of the throttle plates. If the throttle control to be split. This split arrangement
engine load increases and the engine rpm decreases, allows the governor motor drum to close the throt-
the governor motor moves the governor control lever tle plate, yet open them indirectly. The first drum
to permit the throttle plates to open further. If the is turned by the accelerator pedal. A spring located
governor system is not operating correctly, the ECM inside the drum pushes on the second drum. This
stops fuel to the engine at engine speeds greater than action allows the operator to open the throttle when
2900 rpm (depending upon the software installed). under heavy load, but the motor will rotate the drum
against the spring to close the throttle plate under
light load/high rpm. Using engine speed and load,
the governor controls the actual position of the throt-
tle plate, within that range of possible opening.

1. THROTTLE DRIVE ASSEMBLY COVER PLATE 3. THROTTLE LEVER CAM

2. DC GOVERNOR MOTOR 4. THROTTLE DRIVE LEVER

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Description and Operation 2200 SRM 1016

5. GOVERNOR MOTOR LEVER

6. SHAFT TO THROTTLE PLATES
7. THROTTLE DRIVE ASSEMBLY HOUSING

Figure 16. Governor Motor and Throttle Drive Assembly (V6, 4.3L Engine)

The engine sensors, such as the TPS, MAP Sensor, Legend for Figure 17
and crankshaft reference pulses (rpm) give constant
1. SENSOR INPUTS
information on engine operating conditions to the
2. KEY SWITCH
ECM. The ECM uses the information on throttle 3. GOVERNOR CONTROL MODULE
plate position and engine rpm to determine whether 4. GOVERNOR
or not governed operation is needed. 5. THROTTLE CABLES
6. TBI UNIT
At low engine speeds, below calibration rpm, the gov- 7. THROTTLE (MONOTROL) PEDAL
ernor drive motor is not energized. At higher en- 8. ELECTRONIC CONTROL MODULE (ECM)
gine speeds above calibration rpm where the gover-
nor is needed, the ECM sends a signal to the governor Vacuum Ports
control module to increase current flow to the gov- The TBI has vacuum ports to provide a source of vac-
ernor motor. The governor motor rotates the drum, uum for the MAP sensor and PCV valve that require
and this causes the throttle plate to rotate toward a vacuum source to operate.
the closed position. Control of the throttle plate is
determined by the TPS and engine speed signals to Fuel Pump
the ECM. When engine load increases and rpm de-
creases, the electrical current to the motor is reduced The fuel injection system must have fuel pressure to
by the ECM through the governor control module, operate correctly. A check for the correct fuel pres-
thus allowing the throttle plate to open farther. sure is often the first test when troubleshooting a fuel
injection system. A test port is installed in the fuel
pressure line for this purpose. A typical fuel system
is shown in Figure 18.

Figure 17. GM 3.0L Engine Governor System

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2200 SRM 1016 Description and Operation

Figure 18. Typical Fuel Supply System

17
Description and Operation 2200 SRM 1016

Legend for Figure 18

1. FUEL INJECTOR 5. FUEL RETURN LINE 10. CHECK PORT FOR FUEL
2. FUEL PRESSURE 6. FUEL FILTER PRESSURE
REGULATOR 7. FUEL PUMP 11. BAFFLE
3. THROTTLE BODY 8. SCREEN
4. FUEL PRESSURE LINE 9. FUEL TANK

A small turbine pump connected to an electric motor 28 kPa (4 psi), the oil pressure switch closes a cir-
is installed in the fuel tank below the liquid level. See cuit to operate the fuel pump. If the fuel pump relay
Figure 19. The fuel pressure regulator on the throt- is not operating correctly, a long cranking time for a
tle body keeps the fuel pressure at a constant 72 kPa cold engine will be the result. The oil pressure switch
(10.5 psi). Fuel that is not used by the throttle body will energize the fuel pump when the engine oil pres-
is returned to the fuel tank. A screen is connected sure increases to approximately 28 kPa (4 psi).
to the fuel pump to prevent large particles from en-
tering fuel system. Baffles are installed in fuel tank
to make sure that fuel is always available to the fuel
pump during normal operation of the lift truck.

A fuel filter must be used in series with the fuel pump

to prevent any dirt from entering the fuel injectors in
the throttle body. The orifices in the fuel injectors are
very small in diameter, and a particle of dirt can stop
the operation. A liquid level sender for the fuel gauge
is often fastened to the support for the fuel pump.

A fuse and fuel pump relay switch for the fuel pump
are mounted in the engine compartment. See Fig-
ure 2 and Figure 3. When the key switch is first
turned to ON, the ECM energizes the fuel pump re-
lay for 2 seconds. This action quickly raises the fuel
pressure to the fuel injectors. If the engine is not
started within 2 seconds, the ECM de-energizes the
fuel pump relay; and the fuel pump turns off. When
the engine is cranked by the starter, the ECM ener-
gizes the fuel pump relay again so that the fuel pump
operates.

This ECM control also prevents the fuel pump from

operating if the ignition switch is turned to ON and
the engine is not running.

When the engine is running or being cranked by the

starter, the ECM receives reference pulses from the 1. OUTLET FUEL 4. FLEXIBLE
EST distributor or the DIS module. The ECM then LINE COUPLING
2. RETURN FUEL 5. FUEL PUMP AND
energizes the fuel injectors. LINE AND FUEL MOTOR
PUMP SUPPORT 6. SCREEN
The fuel pump can also be energized by the oil pres- 3. CLAMP (2)
sure switch. When the engine is being cranked by
the starter and engine oil pressure is approximately Figure 19. Fuel Pump

18
2200 SRM 1016 Description and Operation

ECM SENSORS AND CONTROLLERS Engine Coolant Temperature (ECT) Sensor

Manifold Absolute Pressure (MAP) NOTE: If the connection between the ECT sensor and
the ECM is open during starting or operation of the
The Manifold Absolute Pressure (MAP) sensor is a engine, the ECM determines that the engine is cold
pressure transducer that measures changes in the and adjusts the air and fuel mixture to the full 1.5:1
pressure in the intake manifold. See Figure 20. ratio. This condition will set DTC Code 14 and uses
The pressure changes are a result of engine load a default value.
and speed changes. The MAP sensor converts these
pressure changes to a signal voltage to the ECM. The Engine Coolant Temperature (ECT) Sensor is a
resistor that changes its resistance value when the
The ECM sends a 5-volt reference signal to the MAP temperature changes (thermistor). See Figure 21.
sensor. When the pressure in the intake manifold This sensor is installed in the engine coolant sys-
changes, the electrical resistance in the MAP sensor tem. A low coolant temperature makes the thermis-
also changes. The change in the voltage signal from tor have a high resistance [101,000 ohms at 40 C
the MAP sensor enables the ECM to sense the pres- ( 40 F)]. A higher coolant temperature makes the
sure in the intake manifold. thermistor have a lower resistance [70 ohms at 130 C
(266 F)].
A closed throttle causes a low pressure (high engine
vacuum) in the intake manifold. This low pressure The ECT sensor uses a thermistor to control the sig-
causes a low-voltage signal from the MAP sensor to nal voltage to the ECM. The ECM applies a 5-volt
the ECM. A fully opened throttle causes a higher reference voltage to the ECT sensor. The measured
pressure (low engine vacuum) in the intake manifold. voltage will be high when the engine coolant is cold.
This higher pressure causes a higher voltage signal The measured voltage will be lower when the engine
from the MAP sensor to the ECM. These pressure coolant is at operating temperature. The ECM will
changes indicate the load on the engine and send adjust the range of the air and fuel ratio between
a signal to the ECM. The ECM then calculates the 1.5:1 at 36 C ( 33 F) and 14.7:1 at 94 C (201 F)
spark timing and fuel requirements for best engine from the ECT sensor signal. The ECM will also ad-
performance. just the ignition timing for more spark advance when
the engine coolant is cold and less spark advance
The MAP sensor also measures the barometric pres- when the engine coolant is hot. An engine at operat-
sure when the key switch is turned to ON and be- ing temperature normally needs less spark advance.
fore the engine is started. The ECM remembers the
barometric pressure (BARO signal) after the engine
is running. This method enables the ECM to adjust
the ignition timing automatically for different alti-
tudes and atmospheric conditions.

1. TEMPERATURE SENSOR
2. ELECTRICAL CONNECTOR
3. LOCK TAB

Figure 21. Engine Coolant Temperature (ECT)

Sensor

1. SENSOR
2. ELECTRICAL CONNECTOR

Figure 20. Manifold Absolute Pressure (MAP)

Sensor

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 TECHNICAL PUBLICATIONS

2200 SRM 1016 10/04 (7/02) Printed in U.S.A.