3

- ~

Syste:m C'D,mponents/Operation

s.'Ys~e.m D,e scriptio n ....."................ • . . " • . . . . " " . . " . . • • • , • . .'., " . . . " . 11

IEI,ectro n ic CO'l"I~ol U n~t (IE.C. U.) ...................".........,.......".."..3

Coolant Tempera:ture Sensor .. , , " , " , " 4

IFuel Pump ~. i jI, Iii Ii iI ~ • t, I~ ~ ! "" • ! • '" II •• II! •• I I, F I " If • ! I~ ! .' I •••• il •• ' Ii i •• I, II I !II 'Ii '! ! If' ! I ,,4,

Ai r Flow S ens01r "~ II • • III i • ~' '" Ii i. '" Ii Ii N ~ I '" II! • • .. • • • I. • ,. II, ~ ii, ill ~ ~ i ... I! !. !I; e ! a II' ~ • '" • • • ~ • • .. I. .6

Intake: Aiiil' Ternoarsture Sensor' .. , ..•...•..•••.... " ..•.. ; •..... , " ..••. 5

Fuell P'fiBS,SUIie Regulator . " .• " .. " ..•.....•... , .• ' , S

FUlel Iinjectors i i ,. Ii Ii iI II' ~ ! I of! ! ! !I' 'I ! ! ! • !' ! •• ;, •• II' • i Ii t I !I II! ! ! .. ! ! '!! ,. ! • I ••••• II ,~ • ,.. ,. iI ii, .6r

T'h rott!e S,lwit,clh ii iI Ij I I, '" ! • "" • ! III " • • • • •• , ~ i .J I! • iI it; E • 'II ! ! !I' •• III i Ii i oIi I II !Ii ,~ ! iI I 17

Fuel IFilter,5, . I 'I' ., " ! ~ ~ ...... iii. ih ,iI i i ... I .. -Ii '! ! ~ ~ • !II •••• Ii • iii i i '" i ii, ill II! Ii a ~ • I '" of! ! I ~ • !' III 'I' • II .'1

Oxygla n Sa nsor Ii ~ ~ iI '" i • ;0 ~ • • ~. ,II • • "... • .. • i :fI i i' "" i i ~ i I ~ !II I' I '" • , '" • • • ~I • • .. • • • il iii ;, !Ii • ~ ... 81

Igniti'Cl,n Sy,s:t:em •••••.. " •.. " •. , ... " .....• '. , .•••• , ••..•...... " • ". . .••.... :9

Iidle' Stabilirzantlon •. " ...•..•.••• , .•••.•• , ••.•• ' ... " ....••..•••••••••.. , , 110

Craln:kID8!se Em~ssio," IControINent.~Lil1e Heating E~ement .. " " 11'1

Evapor,ativ'8' Emiss:ion Svstem .. "_. " , .. ;, , " " " " '2

- • '!w; .. ~

,CheekinlgJAdjusti'n,gl

a ;;

==

.-

Throttle ValrV'9 .. t I I , Ill •••••• Ii ~ I ii' I I !F" , ! '! ! •• , •• Ii • i ill !Ii Ii i it 4 I !I II 011'1 ~ !t ! ! !'" ! '! 1.13:

-

~,

Tn rottl e Swa.ch (Ad~Ulsti ng) ..............."..."....... ~ . . . . . . •. . . . . . • • . . . . .., 4 Th rottle Sw itch (Wi ri n 91 And E. C. U. C~liI:H::k)1 ....•.......•.•.....•..... .•••.... 1 6 Coo la nt T ernpelratu lie' S'e n sQ r ..............."".."......".".....""....."... 17

Alilr ,fIDow Sensorllnta'I(Ii3 A'ir Temperature ,s'fmsor " .. " " ...•...•. " , .1,s

Fuel I n~ectors ,tsp r,av IPattJern, Qu.antity), ...• , " " . . . . . . • . . . . . " 191

Fue!1 In~ectant (Ileak Checking! 'Wiringl Test) ......•..•.. " .... "" .. " .....••.. 20 D ece!le-rat~o'n IF u el Cut .. Off .".......:...........;;...............,.........22

Fulll Threttle E.nrichm,ent .. "" ...•...• , , ....•.. 23

Q'Kygen Sensor System .........• ",. '. , .•..... " .. " " ••.....••..• , .•... 24

FUlellFJump (Pressure, Vol u me, T'8'St. c.uwrent Draw) ••....•••.....•• " ..... " .25

fUlel IFiump (E~ectnical) .•..• ' ... ' •..• " .. ,. , .. , , •.. " " ..... , ......•• , ......•. ' .. 25

F ue i Pr,essure Re g,ulstor ....".........."....,.......,.,.......,...........27

Hesidual Fuel Pressure " " " , •....• " " 27 .

::91 3. ~ 3 :;;

:;i 8 a ::a =.:i =3

!ii.,

Ignirt]on Svst:em i i ill Iii i it ~ I I It II; I I , I .' " " • 'I ! 'l ~ ~ •• ' ••• , • i • II •• ill ii i it Ii i i It ~ I .. II III .2.18

Idle StabBi:zation ,system .. ' ......•.. " . " " " , ,,3'0

Evaporat;iv,e Emissmon System ." ...•........... " ••.....•........... "" .. ,," .34

Basic IEngin,e Adjustmen,ts

Ignition TImingl. Iidle Speed, CO Content " .. 36

s"sle'.u IC:h.s.:k With Volt/Ohmm'otlBr

Systs'M Test Chan. .. ... " ... " ..••.....• , ...•..••• , ' •.. " " " .. , .. , .. , .41

Funcdonin9 Wining Diagram ..••... '. , • , , 42

Special Tools, R'8'bJ,uired " •.•...••. , • , .•• , , ...• " .. " ..••.. " " .• " " ..•. 44

G!o6sary/tCompcment L!ocatic:ltn ••....••..•..••.•.....• , ••••.•.•.......••... ,,45

-

"::I

D:ig'ifant I

l!!!I

/ II

-

. -.~- _... ~ ,.,.-

,RemUJR:lliber Ihe bas,ics:

btri Nb matter how advanced the svstsm, 'to stan and run an engine y,ou need correct spark timing. anc the proeer fueHo"'iair ratio.

Get as much informa1lon as posslble from the' customer. 'G~rthe r es many sym pte rna as pos,s~b~ 61.

Check tile simp!le things, first..

'. Loo,k for spark.

'.' tLislslll 10 r tihe'fu el p'u mp .

• ' Fee~1 the inje·otors operatingl.

Make logl£illl d,eductiDns. not assumptions.

Intermittent Engine P'erf:,um,amce Compllaiililts

I nt~lrmi ttent pe rforma nee 'co m ph:!li nits, can be eeus ed bV any pa rt of '~'he, ei~ec:1 rice I" ign~tion. 0 r fu 611 systems. Therefore ob~a~n as much informati'on as poss~ble from the customer. Find out under wha eonditicrts the probl,e.m occurs, how often" and for what duration. For examp!e: engine coldl?'f durin, warm-up?'. under Iloadl? Iwght ilcc,ele~ti,on?, hi'ghwa,y driving?, oll1liy in hot weathe,r? ,olilly' at high ailtitUide ~ etc ..... If possible'. road 'test, 'tine vltilhicle' to dl.lplmcate the ,condirtion.,

When trlolJbllleshoa:tJing intermittent engine pedOlrmance complaints~

Pay very close attention to electricall oonnections on the fuel injection harness. COl'lneCitors w'r,mcl have insutficienttenslon, are bent or show 5,j'gns of correslon lshoulld be' re'p,lamed alld not repaiFlB'

Cortndedand/or loose ground c(l!nnecti,ons should bs' c11leaned andtiightaned.

The ICO m ph::t'8' fuell system s h oul:d be check:ed~ ~ncl ud,i nQlthe 'flU el q LJa h~ty.

Fuel svsterns can be repiliu;ed by "ollowing the s:tep-by\.s~e'p JI'rocledulres, shown in tlhis book.

Make' Sure' You U'flJdS'JI'stiBln,d This, ICLIIlst£il,me'r~s Compllaint

IdentIfy the symptoms as you follow the' diagnos,is procedure .. Try to deterrnlne the cause of tin

~~~. -

Ae,pair the problem after I(OIU have id.entifiedl the symptoms, ~

Aha r clomp led n 9 repali rs, a Iw:ays roa d leSl the' vehi ch~ ibefor-e f,etlU mh'9 it tOI '~h ~ custom e r, Pr,eli'm'inary IChse:ks

A ccrnpleint maY' be caused bVa minor detail. B~f,ore' s,tartinQ the fault finding plroced~uliel,. make al fa YWSU8 I ,ch'li! eks, ,SUIC,h as:

Are alii ell ectri ca I con n ectio n s el earl and tig hi? Spa rk p,luQ wi res, not ha ng i ng Iloo!H!,. etc,

Are, alii hoses OK? Check V8ICUlum. crankcBlse ventilsltion. 'fuel tank ventilation. andi,iillir intake hoses for restricticms" cracks, 'or looseness,

Are Bin the 9 reu fiI d eonneetion s 0 K?'

.

Is thelr,9: adequate fu!!1 sup,Ply?

IPinpointin'lI The Problem

ii' J

...... ""::::I'

zz; • En,gii nlBWiU motstall11j, hot, o'r' col:d

~,

:;;

~ ""':::il

Z":i

ai, NiohJel

Page 25 IFuel System (C'irC!LIiltn~;!st;s.) P'aI,g:e :20 I n~ectttors (Cij rc u i~ lest:;) Pa,ge 1 aA:ir IFlowS,ensor ..

b. No :s~ark

,- P,age 28 ~gnition5ystem,

t;; :;;

:;a =3 ~I

'. IHa,rd stanil1l,gl" 1101 o:r eo,ld

a" I nSlufrfliciEmt or exoess !v,e fu 91

,Pa'ge 11 Co ola 111, Tern pe,ratu !'lSi Sensor IPa'QIB 251ft! €II Svstf.lm

P'a,Qfa,27 A'esrndual Pr'9ssulreTest

Pa,ge 34 Evaporatiye Em'ilssion System

--

b. Wl€la k or no spa Mk

- Paige 2,8 Ig!nition :Sys~€m

• Poor i:mUe

ill . ,At ope rati fllQlts'm pemltu re P,age14 Jhr,ottl 81 Switch

~ ,Pagl9:30 lidia, Stabiliiza~ion System

.~ .Pagls34 IEv(Jj.1IOraitillvf;I Emis6won System

-.

Iiii!!!iOiii!I

--I

10'. Co:~d 'el1glne

- Page' 17 Coolant Temp er-a,tu re S,ensor ~ Pra'g:e 30 Idle S,tabiIUzai'tion .System

=3. =ii ~.

......... Page 25 FU'9'1 S,vstem (PlreSSUrEl'. Volum'sl, CUrnElFlit Draw)l Pag,eS4 tva,J)oHlitive i;:mtissbn Sy,st:e m,

Page3$ 18asic Engine Adrnus;~ments

- PB£'H:! 40 'GI r,ou nidi and r~rmina~ c,onnections

-

-

Dig'if,1 nt I

Ill'

.

,. Poen' 11 elio,rm Blnce

a, ,Du ri nel Willlrm~u p

Page35 aasic Engine, Adju,stments Psgl! 1 7 Co ole nt T e mpe.r.atu.fa 5 enso r Pagle 14 Throttle Switch

Page 3D ldle Stabili,za·~i·on S,ystem

b. At a,pe u9,1ffing tern pe:raIUJ re

Pag:e 35 Basic IEng[ne Adjustm.ents Page 14Th rattle S.wimc h

Page 24 Oxygen Sensor System IPag,e:28 Ignition Sys:tem

IPage 25, FU'e~ System (PmsslUre~ VolumlEl, Current Draw)1 Pa'g;e 3D Idhi! S:tabi1iza1ttion Sys.tem

C.. A'l 'fu U. throtUe'

Pag,EI .23: FuH TlhrotlIDe Enrichment _. Pagl8 28 Illgniitfoln S¥s,~;e'Fn

• Hi'ghluell cIDnsLIIlmpt;:om

lPeg,!:24 Oxyg,en Sensor Svs~em

flag e 2!5, Fu:e~ Systle'm (Pressure. Va Ill.IIlIm e I ests) Pagle1 51' Fuel I n.~ect!ors ts.p:~aY' Palle rn~ Il.l!3'S ka.S; e) Page .23 FUIU TlhroUI.e EnlMichment

Pa,g:e 34 E.v8IPorativiflllEmiss,h.m System (ILeakage)

'Nota:

D'riveabHity pmbl,ems that occur even wnen a II erngi ne specificatio ns a re ~n ord er rn IV be C8U:~H:!d by ~nJectot ti p 9 u m..up, ow QalrioQin

cui la-up en th e h~it:a Ice va hl,es ,anCl iinj ector tips. Thess ds[~ositsi1lIWB ,fel,iillted to the us,e ,o:f 9a,80 line withi ns u~fici'~;!1'1 t cillea ning ad c:itives ,ilIlnd ca n be IP re'y(m~ed by:

U 5i 1'1!'!31 0 n Iy m.aj,o f Itm~md: gra sol~i iii es ttl at advertise the~lr addli'~ive packag'9s a re effle'cd v.e for elea n ~flgfu,el illj e ction systems.

A.vaid'in'g:fuellstna1l! vontain a,leehel.

R.egu 1:8 r use ,of .supp Ie meintaladdimives such a s Auto !lain n Fue II Add~tiive·. which ls

specie lilly 'fOrim u I ated to prl8:vsrnt carbo n, I!;] UI m ,or va rnish bu i Id~lUpcmdl lnei~, brealt d:own ,e:"isti n:!;]1 deposits.

Oncefolrmlsd, M8llny deposi~s cannot bel 'rem OV81dl 't))' narma~ prey,enmtijrve m'ele.s u res :5 u.clh as the usa offu 81 adcUtives. Mos~ injecto r d apos its loa n be! liem01ved by us irlg a ,special ctea n i ng system ll ke 0 U r G-1 e IF ule!i

I n]€ICitti on .s:ys.tem el'sa rlil8 f. CalJ"bon buih::l:-llJp, malY relquir'E! mechani,cal, removall.

Ch ec k G fioup24 olf yo IU r l ec:tilniica1i

I nf,oll'mati,Q n IS 00 k f'orfu rtlle:r i,l1form:atio 1'1, 0111 injectlion svstem 'c!e.an~ng and

die-Cal rbon iZ:iilltiOri.

'Dig if,B,n't I

Sys,tem Componenlts/Op,erat'iOln

-

-

-. ~, .

:e,

_,

"":!II

Ttl e 2.1 liter V,anagon ,engl:ne is, eq ui pped wi'th D~gifantf~Jil3~1 81na igln ilia n control~ sy5,~em. Diglifant ws ,I d eve'l:op.ment of the! D'igli..J at frue I :in.iiec;~~on sysllem combined wilth tile m81p ,oontlrolled dig ital: ,ig n:itio.n s,ystem.

Throvg!h, 'tnle,'use 01 a smog le centrol u ni~. a II'of the ~u nc'tions Ic'f thefu,el system, i!Qlni1won systie m and oxyge:n S'S,rlisor sys,~em alre' call",e'~"I.IIIIV c,pntl"()l~edm prcY'w'"ide cl'ptjim IJ m :m ix~u r€l and ig n ition iContm,lfor

i m:~n)vem,ents in (ilI{;ce'ie ~i3itiCH"n, df.lClel,e!rat~on ,and overa III d nivea.bi I ltV.

Ti~"" Oiigiifa flit s,'Y,stemf,e~tu fie's 81 II a r!gler throiltttle, bon!! diiameter, ~rll:::r9as'edfmm 45 mrnte 5'0 rnm,

An idl'B stabilrizadon sys1!em hes t:u:'!,snl

i iii co rpo rated 't,o, fu nne r s~n!aml'jn!8 the Svs,~'0:m an CI ,el'i mi:na~es tl1le nele dlf:or ,e diglita ~ ld te sillabi lize r a nd au xtilia ry ah" Irle:gul~ator.

II "r .. Mln

, fIIll:!E.bu

~ AII' t:IimPlr.~liIn .. nKlI-and air n.p pDt:ti:mllomet.r

14.11 IlIlitd'lli"

Idle !i.-_ .... I:1.~lIlu~l'o~ I~ntnll, l!:Iob:

Cgntnll IIIIn1t

I _

Ilg,nlidOn CQII

..

Dig'ifant I

-------------------------~---~.~,- -==-:::~.-::-~ ~~-

, 'I

.

The individuam compcnents of the Digitant

.s.yste:m work t.og'9t~'Ui1l:r to manege .alll aspects of Emgine operation.

Fuel injection contro,l is lel£H::tron~c ,and is bSls€ld 011 the' meaSUf'ement of air enteringl the intake ana on engin.e speed measured by the hliSU s.ender. The coolant 't,emperarture sensor prevides correction dUlring e ngi n e .s~a fling and warm up ..

FUI1tanlil

. ..,.

sensor and thronl'El, switch prOrvide the conuol IJ nit with add~tionalll informatIon to as SIiJI~e smooth pertormenee under a'lll drivi:ng ,cond'itlons., A sepa ra,t.e contra I unirt iis uSled felf the i dl e sta bi Ii:zati:on va'IV181.

Igniltian tim~ng co ntriol, is detlelJ'miined. by an engine speed -smgIlaI from t1he Hall sender~ ,Bnd a loa d sl glna'!'fro m tlh,e air ,senSOli, A s ig n al from the cOQ,lant tem,perature sensor provides Cill corlr'Bctic n factor.

IgAllion ·colll

IHiIIl' MInd! r

I~

.Alr temP'l"·IiU'I !lenJ(lr' iilfid ,Iljr [lep' potendomder

~dhll ""'-_..,j ltI'bllllzl{ti1a iii GO'nUul Ililnit

Conmd un1t

2

Digifant I.

~

S'ystem Colmp'onentsIOperati,oln

:I,

... ,

..

..

ThellDigihlnt ,electr,onic control unit ~ncorpora,tes a~1 ttl e 'fu nctiions of the fu el s,ystem and I~gn ition system ,and provides both the actuation si'gnal fo:rthe fuel·njectorsana,optimum j,gniti:on timilng point for aU ,erngine lopslr,ating condtic:ms.

3

,l njecti,on Iduration 'Ope n1ng s ig nal sara pmvilded bas sfJi on thefo!U owi n 9 l~nllP uts:

• Engin'B speed

'. I ntilke aill' YO ~u me:

• ' Cool,ant tempsfl8tIJre

• Oxyg,an content in ~he exhaust g,ss,

;

.... ~

-

-

!:t

..

!:II

-

=s.

31 =

iii ...

• Battery v,oltagsl

• 'throttle' posi'tJ]on

I. Inlake: air 'tempe,ratUire

Tine ini'e:ctof o;pening tlrne lstaken 'from a progrslm in the control unit al '1'6 points fair RPM and 116 poi nus, f'or I aadfor a tDta~ 0'1258 oper,aliicmal polnts, Injection umes can be detsrmlned between- these fix'edpoil'l1s. for a tota I ,of 65,00 a thecifeti calli d iff,ere nt ,ope ning duration points .

IDigiifa nt I

3

IFuel PUlmp/lPolwe,r Supplly R',s:lay,s

When energizled by the ignitmon ,switch and

9 rou nded by the D iglifa nt E.C. U. ,tlhe fuel pu rnp r:e! alV prov~des baltlery vclilta,g'9 to the: fu e~ pu m:p~ il n~ec:to rs, I~d~ esta bi Imza~J:on ,cOIl1~ml Urll t, loxygle:n :Slsnsor hea~i ng el em ent ;1:Jlnd ~il1e powe r ,ste'Euing presisureswi~ch.

Whe n e nerg ilJed bv tM e j,gn jition swiltch~ the powell supply relal'V pmv~des, battery 'Voltage, to the II:Hglima nt E,.le.U.

Ths eoelent tern J:u;;!,rait!u m sen sOlr is a, negative ~e m pe retu re co sUici€! rIIt resisto r (NIH::]I. Tth e

raswstance' ,$li9 n all lit prod uees is used by ~tle eentrol U l'lIii1:to, de!1I:e rmin e:

I. The a mount 101 co~~d SLa rt and wa rrn-up en rf en manit,

• lig n iti.on mi m i rlgi and id iesla bmzBtion dUlri n!QI WSlrm-up

.' When the ()XYQ en sen SOil' I' id~le stalbililzaittOrl, lind fu II 'th fo,nle en ri,ch me:n~fu fl,ctiio ns a.re!8.ct uvated

'he f:ulel pump i sa fO,Ue r cell de.sig n, 11 is d riven by a permanent ma,grneil: 1e!'Ie:=c:tric.: motor and is locJat'ed near the '~ue Ita n k,

CI:iO!ll" ~~~gf:!1 gf ~Qnc .. ~u

In 'hi,I!I'1 p!:lmp

Steel roHersafl81 heidi wn "cut-outs" QI'II the mlto:r. c'entrUu:gail, 'fa,r,ce seals: the roUers, ,against ~he walls, oUhe pressure chambsr as ~he roter spl'ns. fILU! I that lis tra ppad b e'ttween the roUelfs is, ~Q~ced O'U'~ 'the deliv,ewy [port 'he pump is designed m be bo~h coo.led. a n.Or ,~ubdcated bv~n 9fuer~ ~Iowing thro u.gh it

The' pump de!Hvers sev8ilfaltime'5, the amount of fu ai, needed to 0 p erate ttl e ,engi ne at any tl mEl. Excess 'flil,e~~s r9'il:umedtOJ the flue I tank via the fu el, pressu riel f,eguliato:r.

Digifant: I

Air FI~D'W Sein50r

- ~,

The a,ir flow sensor meeltsures the amount o,f air enteri ng the irnta ~ie: ma n ifdd and grands a voltage signall to the oontrol unit

-

~

I!ntak.,e amf opens the airfl:owsensornap' 'Which fu:tuates th £It po,tentiome:te r to determi ne th e v,ollage s,ignal. This, s,ignal and ti'lel,engine speed in:fotrmation .suppUed by the HalllsBndter ar,e used as the principal ~nputs 10 r ~he determ:inati on of fuel j,ntj,e:ct'or opening duratIon and ignirtion timling points.

=ill

A compensation flap conm::lct,ed to thsair sensor dampens sudden movements of the amr sensor fl ap due to osd~Uati ons of the i nta k,a: air.

--

-

-

...

-

-

-

-

'":II

=

-- ,

l'ng.,_lr 'tIMptir,I1uIl' :1'J'!l'Qr'

Iintalke Air TI_,m'per'atulia S.'n'sor

An linta,ke air temperature sensor ls mounted iln the elr flow sensor hOlUsirilg. It is a n~,giative temperature ooefficient (NTC) reslstor; which mean sl ts re,s~ stance: va lUte: d raps as, ~ts, tamperatura Increases. The: signal it suppl'i,e's to th e cornrel un It is u sed to mcd ilfy fuetl i njec:tton rate depfl'l''lding on intake' a~r temperatura. The ssoscr can be tested by melBSLJring ~hte' resistance vslue of the sensor and cornparlng the: readIng to a '91Iraph.

~: ~ =a

,

,Fu 81 PJeSSIU r8' ReglLl:lato'lI'

'.

IAeturnl Ililll. tD

fill Jltanll

'Jig iinu1c., ml,nH,mld

The syste m pressu re regu1latof m a["ta~l"'Ils ill constant, fuel preSSLlI1"'e to all injectors bV regulating the quantity of fuel returnedto tine, fue'~ tank,

Th'9 reg u later 'is connected to the intake manifold. lit responds to manifold, vacuum 'vb.J:ctUiati ens, ,and thersbv (:0 mpe n sates fo r enQin9~lload ,chalnges.

Whe n the '8 ngi ne is sh IJt oH, the Iregu lat\olr closes lind searlsi to maintain lIre'sidua~ fuel pressura in th a inieC1l:o r Ii ne~ f'or improved hot -sta n capability.

IEIKtro-m!i!i5lIiigtl~ ,c~n

NDHI:. ",.1".,

Di:gi'fiill'i1lt fu 811 iiniecto rs ,are' ellec1ltroni;(:aUy oDntro,lled ,onl'off valve,s. A ,s,oleno"d aetuates ,i need le va lve 81110wling fuel to be 'forced through the 'injector nozzle, Aln f,our 'injectors ,open, a,t the same time and inject fuel direct:l¥' into the intake maniicdd neartha intake valve. Iinject~o:n quantity is, oontrol~ed bY'the amount of time the injectors stay' o;p s'n!.. I nj ector open;1 ng ti me is reg ulated by the IE.C,U'j ba:sed 'on inputs from the various engi ne sa n:soli's.

Note:: O'ig ifarnl injeclDrs (yeUow b.ody) a re not interchangeabl,9 wirth A.F.C. injectors, (blue: body).

ID:ig'if'ant r

'ThroUI!a Switch

,

D~gifa n~ U SI8s a sing lie 'th rot:tlt~ e 6wifch, to si'glrra I the E. C. U ,. when mheth roUle plate is in, this flU By' eles Bid (~dll eJ or' fuUy open (~iUU loa d) po,siti.Qn. The s ig nell enabl,E!'s the E. C .. U, te deiil:e rmine that 0l'1U3 olf ttl rae auxUia rvfu netic 1'1 s (,idille sta'bi lijzaltiolrl. dlece'llsra:l:Jionfue'l ShlJ~=IOffj or~ulill I'oad

endc h mil! nt) ts req u ired snd 8Iccdv8i'[eS, tile

BPiP rop riateei rc u it;

Tn€! '{nmt1ffie sw~tch is an NOC s,witch, or IIilIOlll'm,a~ Iy open l:Io'llessactlua:ted . The co ntaet arm is aetuaeed by a co m withl two eccentrlcs whmch attec h es to tln's thro~Uel phlte shaft 0 n e €Klcentrmc eieses the eontects in thefull~ etesec Ud!e smalbUizaticm air Idleceifuel shut~o:fn J}o5i:tiofl, and '~he other in the 1fwHy Cl,~en (full load

enrich m(l n1) r::n'Jlsi~1iICln,

=

-

Correct adjus:tment: OIW ~Ine threttle swhc:h ~s vlery important. If the ,switch is misad]ust~d, 'tih€!' eng i fie may 5 lJrgl~ a1 i,all e or eut au t d u ri:tflg stes dy drivi ng, or I~:ght acce~ 9f8lt1on,

--

..

-

'1ih~otn, I,wlkh

Fuel Fints,

The' fu elfri lter is; .8 m'Elta~1 reyil1j n delr that mounts b eh i nd the ~U1e'l Ipu m p,

-.

It has, an extremely fine ~illering mesh 11:0 pmt€.c~t thefu el ~nlect~ on 'com portents.

The fu el tillite r is a, Iliffri:Jti rne n te r a na does. net r~q u i re repiac,emlB ~t under nOlrm 811" - - - . ~ . - .

el rc u rnsta nces,

-

Dig i'fan,t I

(b:,g,t'JiI sensol' ,uppl., 'wolit.g.

Hllllltin,mf ",,,ply wvllla_

The oxygensenSQ'f is made of a ceramic ma,l!erial ea ~h9~d Zi rconJ u m d~oxide,. The' inn eli ,and outer :5l.11rt1'aces 'of 1I:tu~n;:e ra mh:: malteriall are eoated with p~!lIti n urn. TII"H3 0 ute r platinu m su "a,ce is, exposed to the exh Bust glaJS" w:h He minis' i fIIru~iI' s u rfaci9 is expo:[H~ ~to the' outside' air.

~

-

'he ai ffell"snc,e' i n '~lhe a mou nt ,O'f 'o)(yg:en ,cofltaC1;ilngti"le ~nrH~r and cuteI!' surtaees '-I'r tile oX.yge n aen so r creates al p ressure dirf'~elli"el"l1l[ ~a I wh~c:h I~esults inasma~1 voltallge sig'na'l in th,s, r,anQe~ oif175tcl 1 U)O (0.11',5-1.1 V) mV be'irlQ !uJpplli'ed fl:oth~' E.C.U,The amount O'T vo~1ag'e that ~s produoe'd is deMerminedl 'D'Y the ~uel mixture'. A h,ig'h voltage s,lgn811 iindh::ates ,9 rich mixtu r'€!f ,and' a ~ow 'Vo'ltage srgnall ~ndi cates a lean m,ixture.

8:i !a e;

......

The' oxygen sensor is heated e~ectrical'ly 'to keep it ala 'constant operatil'1l'gj temperature, This.

in SUIfE:!S eOfltl~nuOu 51 and aceu ratte' Ire.a:ction o~ the SEl nsor during ill ~~ 0 peraltIng ,cona itiens.

The' inleated oxygen se:nsor hals ~hree wires. ,[wo ~o r tihle h estl nl91-elle'm~nt (1!;Jlro u ndand POw€! r) ,8 nd' is! signal wire '~or ~he ox¥gen sensor, Power is SIU ppllj edl '~Q. the:heati ngl e Ie rnent when,evsr th Ell ign~,tio:n is Ion.

;;:,

~I

The' oxyg,e'n se n SO'f tU3 S ,81 9 a Jma m i'~e~ rrsp!'aaem,ent interval. A mi'~ea'ga counter will

a ctivalte a wa rni n 91 Ii gtl~. 10m th e da's~ €lit 90.000 mill es, At ~h is; ti me. the' oxyge 11. fi'EHIlScushQull!d' be Irep~a't.ed ,(lInd 'tlI1 9' milea,g:e counter reset,

- ~ -

-

''!i.",.

8

Digifan.t I

-,

:!'!II

Igniltiollli tiimlin, IBme

35"' -

1,11'

3 s- 3 IT '

3

,~~.....__

En'I'ltll.ofd

a.

,

This' i gn,t on svs:tem op e rates nnt h e princ:ip ie o,f a timing map 'Programmed into the E.C.U.

~ nformation 'Qn €mgl~ne load, speed and coolant temperature are provided to t:he E.C.U. in 'the form of voU:agle ,si'Qlna'ls. In the E.C.U .• Ihese: si'gnals ana' IP,r,ocessed so' that the ignition c:o,i~ lis co ntrolilled "II a term ina I 1 ina clcolrdance w lth 'the pr,oQlrammed j,gnitilon map The serpiillll"Bitie ~gnition con t.rol unit ,and dig italll Id te st,BbiHZ!er us e d in th e past have been elfminated.

-

-

-

=3,

,An ,engtne spee d s~glna I co rnes from the Hall s s no er in tithe eli striibutor. M easu re rnent of ,r:mgin.e load Is accomp,llished through a ,si'gnall 'inlm the air sens,or po,tentiometeli. These' two

f,lIn'ltJ~m tlndlf!;liI

I BTDC

35"

3D"

20'"

15"'

- - 10'"

3&3

I _, ,_,_

. -_ 342:1

2:5201 _..d~\

-_ 1i!!.-'- -. ~~1I'"".

I .I!i!o!iG _ . 1··-

no ~~'5_

.siglnals es,~abllish the igni~ion timingi point Thev sre stored ,in the i!!;ilnitlioll'l mapl in the comrel unliris memory as :256 sing'le operationall points, 16 fixed po iln~s for €liH::h eng ina load point and 16 for each RPM point.

fh €I engine- ooolant tem pe retu re sensor si'9 I'iIla'~S the' control unit to determine: ignition timin,g bas/ad on eng ina temperature. Thrrougho utt h e engline warm-up phase; igiFlii't!ion timing is constantlv Ibeing cerreeted,

Once the lsngi:ne reache-s, oper,illiting templ9,ratu1rej the timing is determined by' the map .shown.

Id I. Stalb'illiz8l1on

The idlle stabilization sy,stem us'ed on th.e Diglifant ,s'ystem i nsu res 1Jnat ~iIle~ idl e :a,peed I',ema ins eenstent at predetermlned levels, Thiel s,ystem centrcls the amount of ilIDIF bypassing the thro,ttle piate,

If engine idle speed varies from the ~allile ,sto,red mn ,th~ ccntrel LJlnliit, the idl e s,tabilizEI r va lve will adjust the volume' of air lent!e'ring the engine at idle. This maintalins idle spe,e,elI withiln eertetn limits.

The idlle stabililizer valve is oparated bV ,8 contrel u ni t locatec il n 'hont of the night hand ta iHig t"r~ assembly,

Tne eemrol unit rec'eives lnputstrern the' 'fo,1I owin 9 cam pone nts:

• Throttle switch

• Cooll ant 'te m pe r,atlU'S, sen so r

• Ale compress.or cllut,ch - • I'gln ~t ion con term i na I "11

.' Plower steeringl IpreS,SllII'Q 5,w1rch

With this ,system! the! ,auxWliary' air r,eglul.inor and d.i'gi·ua~ idle stabil~zer are ,e~iminat€ld and anlY periodic idie'sd]ustment is no Iiongler Irequired.

,AlC:

, COlmpl"Q;lQr

- ~I.f:t&h

PUllUM IIWEi" IPQW ...... I.tftI M_n1l

10

-

~

-

":!!I

~ ~ ~,

-

The crankeese emlission co:nUQ!1 syst:em is a clcs ed sysm:em. IN Qcrankcase elm i sstons are 'LH,~lH::hargied in~o~he atmosobere,

'he c r,a WI kicass' V,aJpors ver'llt: tla all: m os phe re d:ullring ad~ustm,ent,

The control vahrea'llows crankcase emissiolns,to enter ~he irrt:a'k,e~ ailr beet any time the engine is ru n n i rt'gto h,el p C!Q<O'I:'ro~ era 111 kc:a :!lie PI'iB'SSur:e .•

Whe n checki ngl or ad,] ustl n g CO eentent, the

h ese from tile e r,a n kca s;e em iss,ion ccntrol valy,s is d ~ seen nected and p'hj 961 e:d.

'Culll,~1 vall!!l\flllllnd v"pg,r Ilep,lr.to:r

.A hea1l:i ng e~~e rn ent is used i n ~Ih€l' era n k:caslel vent ll ne to prevetrrt i:c~ng d u ri ng c:ol~d engtfl,e

o~~ e:ra1l:~ on. Th~ s ell em ent has a §. 5 m m hele in the lrestn]cta'f p ~a1l:e .Th e element can Ib 9, eh ec~€! dI with an ohmmeter .. rReSriS~anCe!l!iholUld be lb:€!itWfHH14 ohms an~11 ohms at .25~C f77iliF).

The drcuittry ~o operate 'the' heating elemen1tt is pmotecte:d by an in-line, 5 amp fuse (SAE type;, I ocatsd liin th e wi ri n Q oo:n 111 ector b QX i I'll the' {m,g,j ne com:part:ment.

----------------~~--------~----------~~--.~

Evaporative IEmission System

Fuel vapors ere collected in the' expansion tanks. There" ,any liquid gaso~ine collll,ects and fl,ow,s; back to the tank through t'he: ven~, [Ilines. IFue111 vapo:rs are drawn fro m th 8. to ps lO'f the exp'ains ~on tanks and floW' to, the earbcn caniister where they alre stored when the! 'engine is not IliUnning.

TtI,ngbt tntmIJIJ.n nong m.lTI'I:Mlt

AftJer the ,engine ls started. the control vallive is opened by '~hrott:!e vacuum. Fresh aill" is drawn into the bottom of' the canister. There ·t cJolileCls fuel vlapors from 'the eaniater and is then drawn ilnto t n e i ma'ice rn an ifo~ d.

12,

IDig'if'iiJnt I

Chec!k'ilng,lAdjust'ing

-

:!II

Note:

Tine stop screw is set at the' f,actoll)!' and should not be mo,v,ect 'If the screw position has been alltiered. clheclk: basic adjustment as, fO'UDWS:

,

- "Remove! plUrp'le vacuum Iline fr,om purge: ,cQrltml fiuing of the rtml,ttle vaive. (1)

insw,!! vaclJum pumlp, US 80210 o,r equiv811,el1lt to Ifiningl.

SU.u1 Isngin,e and let ~dle .

., At idh!" vscuu m shou'ld be I[) ilrl. Hg I(UP'to 1 ill. Higl 1S ,Bccepmib'le)

~. ~

==

If thare lis 1 in. 'Hg or more vacuum. or liif the 'tam1p'er prfoaf; paint 'on ~hle' throu!a stop ser'9W is broken, ,adj,ust ther throttle Y'2,lve as fQI~ows,:

Turn~he throttle' stop screw (2) ,out untl! a. 'glall' exists betws en ttl €I 5,cr,ew m n d t.n e .stop.

P~ac:El' a p~ec,e of paper lCetween the Screw and thle stop.

Tum the scrawiA untill yoruf:eel a very s,liglhl dr,ag on '~he paper.

Tum the stlop screwin an ,additionaI1/2tLu'n. IRepeat the vscuum test et the purg,e fitting.

==, =31 :!:j

=:s

If OK"

Reapply' paint to the' stop screw. Check idl,e spe,edl and CO content. Adjiu st, i~ nacessa ry.

throW • .. wiikh

,Digifaln't I

1"113' ..

I .. 1

Checking'/Adjustin'g

ThfioH~e, Swit£h - 'Cllec'kilng ,And Ad~llI.Is1:ilng 'Checkingl:

N,ota:

I f the throttle VB Ive swi~cih is misadlj u sted, th Eli ,englne ma,.y surge at idl'9 or cut out during sU!ady driving or light '~hrottle appillication.

,

..

'C,h ec k that 'th e th mtt!~e stop sc rew is ad1usted properly '(see 'pa.ge' '3:11.

Di scennect t h roU1e switch ,COIIl1 n ecto r,

- - .

Connect US 11191 multimeter be-tween rnsle terminals of throtde ,switch ccnnector plug ( 1). Sat m et,e,r to 2m) oh m seal e.

• When the throttle' valve is ctesed Udlle}" meter must read 0.0 ohms, (Continuity through switch~

lif not: 011. 5wilt,ch must b e relpl~aced 0 r ad~u slled so it is, closed ,at ide.

Dpen thr,otUe, "alive far enougn~o open thronh~ va!veswitch.

I. IMultim,eter must read CIO ohms. (Ol on US 1 H9)

Insert ,i;ll 0.05 mm ('O.1[)0.2 in) 'feeller g:alJ·90 betweeflth estop SI:: raw sind stoop (All ,aln em le'l: ~hrot1lllti vallve close completely.

• The thmitde viI.lve switch must Ic1loS81 hnultImeter reads 0.0 ohms).

Open throttle va,lve ,i11ll'1d insert a 01.1'0, mm (0.004 in) feeler gaugle ,and let tihronle va'lve' close completelv.

• The' thmttl:e! valve 5wi'tcih must IIBlma,in open, {mu~timeter reads ICO ohrne, OL on U:S 1119).

Ilf nDt OK.

- Adjust me switch als follows:

-

'!!I

--

-

-

-.."

~I

-.' _I

~....iii'

~,

IJilii!iill!I

ING1:e':

lE)me'ss]ve th roU~:e shan, wea r ca n C'tlilJ S8 the idle speed to I~rlcr'ea se wh en th e Ale. is an" It can also cause 'the, lel'1lgline~o buck Qr i'er'k

d u ri nQ Ilght thrortle.

I~f th eth rotth~ switch can be activated by

m o'V~ng tlh B is nan 'farwa rdand backward or s lde to sid e, til e '~Ih rot1J:e ho'Usilng wBI liIeed '0 ~ 8: replaced,

1

Adju:sti nl:

DOl mot use the threttls valve stop SClr'ew tor adjusting the t~UOtitt~8 switc,~.

I~ nse rt 0,107 m m feel~e r gEiILJ ge bstWge n throttle stopscrew and throttle sttlp A.

'. The' C:iOiS ing pc int o'ftl1 e '~hrot'[l a switc his:

O.OEi ~ 11.0 mm '~CU:JI02 - (11,004 i nJI

Ad,ju st the fi~ mtl!~ Eli swiurh so it c~os'esat (]. 07 mm by usings,clII"ew 3 .

• ' Ohmmletershould r,ead 'OJ) ohm.

VBlrify~lhle adljustmllimt by opening and c:h)s~ng 'thle tl1 rott~e va~ ve,

" Ohmmeter shQuld read 0.0 ohm withl a o JJi7 rn m. fee~lelr ga ug1el i nstalle d.

If Inot OK,

Checkths! o.pera~ion of the ttl rotll:i e valve s,witches: USING ',;tIIEA.CC.EILElRAlt'J:Ill, PIEDAI.., as Toll.cfws:

Digifant"1

1,5

Press the accelerator pedalflJHy to the floor. • Ohmmeter must read 0',0 ohms.

11 UJ} whell'l accelerator pedIilll1 IS between tidhe and full throttle IPositWons.

Check. that the thr,oule' switch elesea when the aceele rater cBlb I e is r,s,leased.

If n'DI: OK;, there malV be' a problem with eithenhe thimttleswitch" the actuij,ti'ng cam. or with ex,ce,ssive phillV between the t.hrottl!e ,s~ait and

throttle' housing. -

If Fun OK;, eitherthe accelerator csble needs adjustment ,or tl1er8' isa probl,G'm w~th the-throttle switch actua,Ung earn,

Press the aeeelerate r peds II from !lei ~e tel full

throttle position. ..

• Ohmrneter must read OJ) c,hm at: idlle'.

'. ,Ohmmeter must read m ohm (OL CH'l1 US

Wiri'ng And E.C.U. Cber.:k

Switch ignition ON

M"ca,suM' voltagl8 between the two i'i3'maWe termina~ ends of the wirin'g flrom the E.C.U'. ,(1: )"

• Appruximatehr 5.0 Vo~ts

Note,:

Do not us e a lest Iii g11'l1. 'to ch ee k for \iIIo,ltage' er thfioUlle swi'tch operation 'or the IE.'C.U. w'ill be,

damag,ed.

Check wiringl to terminals 10' arid 1 i of Digifant IE. G. U . and re pal res necessa rv.

18 -J

The fol'lowing' checks verify proper fu netien of thlll' ceolant temp,era'tureseflS,Dr, n3,la'ted wi'ring and connectors.

Swirtch ignition OFF

Disconnect rnulti-pin connector frem E.'C.U.

Meas,ure 'tem,pe'r:atUll'e of eoolam temperature sensor with [probe tvlP,e thermo,melite:r.

Co n neet obrn m eter to' t,erm~na Is, 6, an d11 0 'of E.C.,U. p!'U'!;I'.,

I. R,es;istance' si1ou,ld eorrespond with Iglralph.

DlisClonlln,sct eoelant temperature SenS'Qf (Do nat Iat CO'I'H'IBc:tor touch 1E!'Xnaust manifold).

Dbms

.., liem,pell'atur8' SenHI'
I r-r- I 1
I I -J
I , 1 I I 1 1
I I I , ... J
i L .- r
,
" I I i
, 1 1\ ,
,~ 1 I 1
'l.1 I I
'I I
I I ~ 1 I ,
- I' I _j
" I J
c. _j
~. 1 I I ' .1
, 1 ""'-'h.J II, I
1 I I
If""
II I r"'i- I " I
1 J ~ I I i'
.L
, I - I
- !illhm!!i, tG!OO

Bnidgl91 te,rmlnals: o'f ICDo,lant temperature sensor with oil mmeter.

.' Resistance should correspond with graph.

mf nDt OK"

If re,sistance val'ue is OK,

-- Check wiring' to EC .. U.

I~ mm 2~ 10 ,ql ~ H " Iii' III 1011"G U ID U .1 'iii!! 1:H' ~'Il' '1M ~I~ '.. UP

Ch kl /'A· dl -,., ···ee, i,ln,g .~ _ .: Justlng

IMQI

olilm, 101lt'

-

411!111

01 l;g HI tQI .t IIiIII Nil J.~ l1li' ~ '!iI;I!A; ~~ ~ II .. '1111i 1~Uiii ~.. 1m tM un'

Column ",A,"

CQn nee'li!!;!ns at E.G,.U. N! uhil-pin COIilIn..,Clar

Column "'B'" Co nnectlionl, ail:

Alir Flow 5:.,'nllr

The following tests ara to verify proper function of the air flow sensor" rellated wiring and

con n acto rs,

Switch iglni'tion OFF.

D.SCionnec:t multi-pin COmUli!,ctJOr from IDiQliifant E.C"U.

Connect ohmmeter to terminals ,of: mulrtii~pin connector to! test wiring thliough air flow sensor.

[Slae column ; 'A'" for terminal numbars.j

Connect ohmmeter to te'rmin:al,s shown in collumn UBj~fic cennecter pins ,of air flow SIB'nSOf.

- Replace air flow sensor and re-test,

6 and 17

500 to 1000 Ohms

e ,It I II
_j I I I I
I I L I I I
I I L J _j~
I I I 'I
I ,~
I
I ! I I
I ',I I
I I l J
I I, 't. I II I
1,\
n- " I , 'II I I
,.
I I 11"'1.
~ '- I 11-
I I ,
" ~
i I I I "-II :_. ..
I --

:::J .. ,.., I I l I
I I I II J
I , I I I , T II i7 and 21

TBrmlinal NOli.

2 and :3

Potentiometer ~ rb'tal Resistli rice

P~t.entiome~e r = Resistance Mei:lsyred Th r,ough Wiper Arm

Spec:i1h:ation

Ohms Iflu etl!J.Ml!' As Sarn~m Flap .s Opened IFlap Must Move Freely')

1 ,iilnd 4

Iintake Ai r Temperature Sensor

O'hmmMer IReading COII'fesponds b Gr~p!h

Digif'a,'nt I

..

~I =

==

-

Sp,ray IPI,attern/D'ellvery auantilty

WARN~NG

Fire ha,zard. Do not smoke or have ,anything, lin the ,Blreathat c.an i91nhefuel when workIng an the fuel system.

Di sec n n ect th e el ectrlca I pi u gls 'fro m the fu €II lnlectors,

-

~

Pllac,s' the injec:t.or 10 be· t,es'ted in a graduated C(lIf1 ta lner •

- ~

-

-

':II

:;;, :;

-

Co n nect s;elf - mid 8 ju m pEI'r ha rn ass (,see Special Teolsin DigifallFlt IIII section for detalils,).

C,amu~ct one lea dI 'to term i nal " 5· oftih'9 iglni'Uon coil and the other lead In ground.

Ae move th e f ue~ pu m p rei,s Y a rid i nsta ~~ U 9. 4480/3 liin its place.

-. ..

-

SWlitch US 448013 ION fOlf exactly 30, sec'onds ,i3IF1d ebse rYe 'injector spn!IY pattern,

:=.

- • • Spray pattern mus"t be ,e'ven and

co n e-sha pad.

:-

-

...... ,

-:='

• 'D'elivery quantity for ,ea,cih in,jectoli must be a minilmum of 87 cc aft,er 30 seconds .

I. Differlsm::e between high and !'ow inj'Elctffion qUillntities must not ex,ceed 9 cc,

-, ...

-

=:3 ~f ilHy'of th 8' spe c:iffcati ans .a,ll'e not: met:

=:t Check fuel pump pressure and dBI~veiry rate if de~ivery quantity is Il.ow for all injecto:rs.

Clean fiuel inj,ectiof1 system us,jng Vo~~swaQ,el'll solvent G om 600.QO w~lt:n adepter kit UiSG16.

Nmt)B':

Use ,new s'eal'ing rings when re-:ins:tailling fuel injectors.

-

~I

Digiif,a nt I

---~- ----

f,u,D,llnjecto:rs ,_ Ch80kilng (Clont."

Laa'k Checking

R emove i nlectors in ,pai rs bu~ leiivEI' ecnneeted to fuell ring Iliine.

Switch 11gillbtio,nONmr about 5 seconds (fuel pump, 'operates brief'lly).

Che,ck tha:t no m om than 2 dfilJps leak 'from each inj'Elctcr in one minute.

WARNIN'G

filre hazalidl. Do not smoke or havealnyithing in tih e81rea th at cain i g n~te' fuell when wo:rki ng on the fuel system .

A,emov'EI e'lectirica,' plliugs at fuell il1j'Bct'ors,. Con n ect ott m mete r 8,cr018,S j nje:etor terminals.

• Rea,dingl should be appraximartelv 16 ohms (14-1:6 ,ohms).

Wi:a:;ing Test

II, Hall sender OK (Ignition coi'l produces spank

whne c:ranking). r

II Voltage, s.upp'IV bam term~nal 87' 'of 'fu:e~ pump

re~ay OK.

DI,sconnect: allll,e'le·ctricaIIPlugs: fl90m fuel i nj eeters,

Bridgls contacts o,f one plug wlith US 1115 L.E.D.tester (:or eq u iv,al'ent).

Opera,te' starter briefly (the diode must 'nic:ks'r) and repeat proasdilH'9 on remainingl pll.lllg contacts.

Note::, If ,diode dioes not fl~ci~er, reversetsst leads, and repeat IFl,rooedlJlre to ·nslurs correct pol,81'rity 'of tester con nE!cti ons.

If not 011(,

Swi~ch the igniti'on OFF.

Remo,ve tll'l'E! con,ne:r;to'r from tlut Digifant E.C.U.

A'El'connect the e'lectrical,connectors to tine fue~ wnj;ec'to rs.

Digifalnt I

J ;

Fuellnjecto:r,s - Ch'lH:ki'n,gl 'W,ill'ing Test: (Co,n,'",dl.,JI

To ehe cktotal .I'es!~stalilce of' ,a,1I 4 i nj,e,ctD~s Including wliiring to the t.e. U. and fUlsl pump' redlay:

3 s !I

-- Connect US 11 i 9tolerminal 1:2 (llfthe E.C.U. connector and to te'rml.na~ 8:7 ,of the fUB" 'pump (1e1~ay and set to 2001 ohm scale.

'.' Resistance' should 'be approximatelY' 3 - 5 ehms,

'1 2~ :I 6 8, '9 "11 U~l2' 11 88 8-8888l!i88 88,,~ 1,l:i18,8888,8,888,88 -

1'-, 1 ~iIiI: ~~~- ,25

-

!I

=a

-

a

,~ Repair wiring uS'ing wiring dialgram.,

If Iresistance is OK,

"

= ~ Replace 'E,.C.U. a,nd re-test,

- ,_

-

=-

-

..

-

_,

-

,~

Dig'ifa,nt I

2"

~ -::::ill

Deeebu'aUon Fuel Ciul~off - 'Checkln,1

Coolant~empfHatun~1 must b B' at lea st eO'D(: {140°F:11 and flas! stan c,€ o~ mempe ratu fie sensor 550 ohms or less,

Stal~l ,eng iflEi, tra,i sa emglin €I sp,eledl ,above 3,0001

RPM onee, then_let, idle, ..

B ni dge' the 'i,wO' fema~le ~e rm i na Is: Oi~ 'tirH~

ttl rotll:11 Eli switch Ico:n iii ector toge''mher using the Ibr~dge (-,~ endi 011 'Ieol VW '490.

Slowly Inc rf.la se eng i ne speed.

ill At 21 100 .~. 2500 FI P M j i n,j'Bctors wHi b€l CIlU'~. off iiil nd AP MI willi drop •

• 1 ,At 1:3 DO - 1 BOQi RI PM~ ~n]ect.ors wilUI lfie-B,ctilv8ite em dl R PlM wi III ri se,

This cycle' willi r~.~ell!Jt as long as you attemptto :nlold 8, s:tiesdy 2500 RPM.

Che ek IE.C. U. a nd wi ri 11,91 slccording to page: 16.

22

Chack'ilngl Adlusti'ng

Coolant tern pe retu re m 1II1st be at I,ea,st 600 C ( 140 C F) and fl9Si stance o,f 'te mpe ratu re sensow 550 ohms or less.

-

!II

-

~I

5 ta rt ell1g in€! 8 n d '~e~ id ~ef'ori)p p rex, :2: ·IMinutes.

S,lo:wly i ncreese engli n espeed to a'l: I e8JS~ 4!S()O, A1PM •

• ' CO m u st read 0,,3 'to ~'.' %c (no,~€! r€',admngt

-

-

....

'WMestillll mali I'i1 ta i n i ngl at 1'9'1ilISt 4500 Fi: PM, blridg e tne two femall e termi na~s Qlf the

tih rot'l:~ eswitch oanne eto r 109 ath ell' j us ilng ~he' (~) end, of too~ VW 1490 .

'. Within Blfew g;econds" 00 ,fleadi ng mus;~ i nerease in volu me by app roxi mate:I'v 11 ,% (lor

mOire)" '

.... :liilI

-

ICh,sel< lE.,C.U. and' w~fing a(;corr:Ung to Ipage '16.

Digif,ant I

.

23

- .-

'. F U ei, pressure reg u Is tor 0 K.

• E'ngline at oIP,er:atmngt'8mlfJ'era~1IIira. Ii Oxygen sensor connected.

-

-

-

-

Stan engine and run 'fm:2 minutes"

Rlemove hose n) Tlmm pressure li'egu,lator (2) and plug bose end.

I. 00 vall~.u;~ should lincreas'E! brieHy.~~u:m drop in 'Va'~uetQi 0.3 - 11 J)%.

,_ -

..... -

-

-

-

-

-

-

Not1e':

The oxygen sensor mus:t be dlsennnacted with th,e ignit!ion off to eaneel '[he Digi'fant E.C.U. memory.

II'" -

-

-

-.

Start engine'.

Hnld r:liscon.ne6ted~ oxygen s,ensor wire! from E.C.U.to, Q~ound.

• CO content must ri se,

--

=

,"'

-

-

_,

-

--

If Co. content rises,

'III" IIII!i!ii

-

iii

=

C.heck. f,oif' CQlFntllmilLiity 'of wire to, terminal 2.,of the Di,glifa nt E. c::. u .

,,,"

e

If oontinuitv is OK,

~ IFiepl'aC'fJ,the Oigifant E.C.U. and re-test,

24

'E:

'Checking,lAd,ju5ting

Fu,aSIPump' Cihecki'nu

.,

III

.'

~illSSUlra 'Test

OJ

,

_, C:olllnect: pr'9,ssure 'gauge Us. 1011'6 or VW 13 il B ~,Oll' eq Uiv8,l'sntj' to 'flJ:al ~i f1 aT ~p ieee.

.. .,

...

Note':

lit usingl V\N 1:3 '18, pressure gauge" the' I,ever must 'be: in a closed p05,idon.

~ RemoV",e fual'IPump re:lary' and bridge te:l'"minals :30 and 87 with tool US 44BOJ3.

- ill

_,

Run fuel plumpl and observe prs'sslJre'.

• ' Pressura must be a minimum of ,2,.5 bar (36 IPSU.

-

=

'I-pIHl!

with leQnnldJon "liIr Ipr .... ~. '1111111111 •

... !!!I ...

Volu:m,B Test C:Fue'l Tank At Lea,st Hal f Full)

Fllel Pu mlP EJlewiieal

• Ammet,er I"IEiedings; should be ,approximately 2.5 - ,3.5 amps,

...

I!!!i

-

- O'is,connec:t fuell return lin.e at pressure regu!.atolr.

- ,AMach ,ap:pmx, 4 feetof fue~ line to return llne 'Of P Il"BSS u,1i'13 Ii"'Bglu~ amr. Pla,ce othelr lend iQf fue I line inta, a " 'it.er mesisuring container.

,_ Remove fuel pump reiay and bridge ~erminel~s 30 and 81 wwth tnol US 448013.

- IRun fll,J'sl pump exactl,¥' 3,0 :seconds.

- IIiiI!!I

-

-

-

-

- Battery fuUy char;ged.

...

..

~I

_, Connect: arnrneterto fuelp'IJmp lnseries wiih power supply '0 'fllJ,el PllJm~'.

_ -

--

~,

-_ R,emov,eflulel p'lUmp'lrela,y'. brldg'B termlnala 3() and 8:7 w.ith tool Us, 4480/3,

• Dl91.ivery 'quantity should be at I,east 500 cc, !f delh',ery quantity is not to specifications. check fuel fl,ow from tank before and alttelr fuell filters"

If fu Ed flow fro m ta n k is no,'t obs.trrlJ,c,ted~ contl n,LI e to If ~JiI~:1 lPu mp EI ect~ica I Test~lrIg be'tow.

L,ower reading may indtcate peor 'Qlfound. IHighe'r reading m,illV indi,oate dra,g,gling pump motor, pump must: be rep~ilo€d.

-

=L ~ _

Widn!1!I Cback

011 the allltl1:'lrnaltar.

• R slay iirlsi~all e d.

Sw,itch the ignimion O'N.

Ch e~c:'l(. term! nail ,S/a 01 tlhepower s,u pp,ly lrelary

for bauery vo~:m9Ie. '

If th e,~e iis nal v,al"l:a'Qle j

C n'B ok eon~i nu ily of the wi:,re to te rm~ na~ 115 of the ig ni'~i on cell,

If 'the "10 ~ta'g:e' was 0,1.

Chee k t81rm i na~13,Q ofr the POw€! r SUIP ply rel,aJY fo,r banall)' Yolta!Q:e.

lftherls' is nOI YOlmaQ'8'.

Check continuity of mhe wire to termin,iI,1 BI+

If the vaitage, was 10K,

C ns'c:ik termi l1a~ ,85 of th e POW!! r supp IV lie!~av 'for 9 ~ound.

U the grOW'1IJd circuit. is lnot, (nc.

Check co n~li III u ity of the wi re 'to Q!ro u nd 010 the, IeI'I: side to the engine compartment.

I~'f 'the g rou 1'II,c el feu it wm.s, 01.

e helck term i l1a~ls ,86 ,and 87 of the power s uPtP Iy' re~ay for ba:Uery vo:~ta,ge.

I f there is, In'DI volmg e,

~ IF! ep ~8CB the powe r 5;LJ pp IV flellay.

.' ~,g n iti all coil pro d UCI!:!I! .spa rk wlhi~ eClran ki rig s WIMer.,

Checkt.erm I na I s ,86 a nd 3QI Q,f tu el pu m p rel!;;ry far batt!sry vo~.t:age.

A,e mOVie ~Ulel pu m p rle Ilay and c:heek.tem'lllina~! B 5 fair ground fromte rm i m1!11 3 o~ the II::U,Q,ifa nt E.C.U. wil1rlle~ c:rankif1J9 ~he stsrter,

If Inot 101.

ICh€'ck corl'tin.Ulity o,f wire frem termrna~ 85 of fu el' pu mlPI rSllaly so cket: to term jlna ~ 3, loftin Ii! Digliffant E.C.U.

If til e eenti n u ity is 0,1" Replaceth~ ID'iQ'i'ianlt E .. C. U,

R e:-i ns~all th e fue'l pu mp fie lay ,

Switch the ,igni'tion OFF and then bac:k OIN. Check te rm i na I 87 f·or battleH),' vo Itagls. {Balleryvol:ta.!iile will: only be pn~)Isent fiQf abou~. 5 sseends after swi~c h i rlI9 the ig n ltlen 0 Nl.)

~'~ AlrO VO'~ta,g'e is, IP res ent.

.~ Repl,alce '~h€l fuel ;pump relay.

~~ 'the vlol~aQlel js DKj

Chec:k eentl n u i.ty ow the wi ri ngfrom '~tle'flJlel pu mpttll 9 re U I1Id arid toller m i ria 187 Io;f: ttl efuel pu mp rel!ay.

If th€l co mi nu~ry f s OKj

- R ep~lace 'tlile rUle'l pum p ..

26

Fuell Prassurel Aegulator Ch'Hklfil,1 - Connect pressure galJg:e US, 1076 'Olf VW 1318 (or equivBII,ent)' to fuel line T-P'iecIB'.

N,ote:

~f usingl WV 1318: Ipressure gauge'. the lel'!J911' must be in a clo,sed positio,n during measurement procedure.

SpecificatJiions:

.

,

2.2 (3:3) Connected

..

!

II!!

-

-

•

-

Il";gel supplv

R!esidu8~ IPressUlIiIB Test

- Step Isnginer wait 1 a mlnutes,

Pn3ssure should be:2 .01- :2.5, 'balr 1(29"'130' 'PSI) '. If not, there arefhn~!le: poss$biJ.e problems;

.' fuel pump chsck val,V'B _, Test by clampln,QI off line, from fUlij,1 pump"

I Fuel! pr,essure r,egul.enor ,~, Te9,1 by damping on" return liine to tank.

I. IFulel inj,ector(s) - Test by c,lamiping olff lines fmm inieC:bJrs, to pressure re,gulato,f. ~f necessa,ry. 9'0 to p!;:n~le' 20fom' h'lIsnulC'tlio ns on Ileak testing i'ndiiviciua~ injectors.

-

~

_.,

- Observe pressure Igauge while clamping off each of thes,eindivid,uat lines.. Ilif pressure .amp ceases er slo,ws. dramatic:a'lliy. IJlrobiem is in the indicated c,omponent USle cara not to damag,e 'Iines, with clamping device.

Digitalnt I

27

Ilgnition System Checking

lf there is no spark at terminal ,#4 of the ignition coil when c:r,anking 'the engine. dCI the folbwlng checks:

Check for batte'lV \/,oltagl81 at terminal 15 Qif ignrtion CQ,IiI with ~glnition ON.

If v.olta,g:e is, present,

Connect US 1 " 1,5 LE. D. Tester tc terminal 1 of Ignlltion coil and crank engine.

II Di:ode must flash whil!e Icrank'ing.

II f n D. 'I/,oltag'B' prese nt,

Repair wiringl using wiringl diagram.

U di,odie '~II 85 h es

~, Replace ,ignition coil.

I f diode does not fhlS h,

~ Check HlaUI system ss follows:

Pad: A

Remo,ve the wiring ecnnecter from the distributor.

MI,easure vD~lta'ge at outer terminals. of wi1ring con nector,

• R'eadingshould be e minimum of 5 Volts..

R,smo,ve the wiring connecter from the

Dig ifant 'E. Coo U. a nd check for battery vol'tag,e ac: ross 1!ermi,na'~s, 13 ,8 rid l4,.

28 J

-

~

I~ vo~,tai9'e is met p:res'enlt aeress IDiglifrant: E.C. U. connector terrnilillals1 ,3 ,and 1 4~

If ttle re is centl FlU ity"

Ch~ck w,in~i Tfom 'tlerminai 8, of the lDig!ifam 'E. C. U, to te r m i nai, 3 at 'the' di striibu~o'r connector ,(A/BIK wiirle).

I f v,ol'~ag,e! is Ipre Sient a,cros s IE .C.U. telrmina Is 13 snd 14.

'Check, the wire from terminal 6 of !the Dfgirfam IE .C.'U. to terminal 1 aUlle dis,uiburtor connec'tor ,U=UVW w]l~e').

is FiI,epair wiringl lUsing wiring dragram.

-

~I

-.

::=:!'

iii

:=:

:; a

Re connect wi ri 1'1,9' tJonn€K;ro r to d1i stributor a,nd pee~ balclk ru obe r IDOOt.

CCIin nect a vOlltm e1tlE!!f between mlhe' Cisnter terminillil of '~he wh·mng COI"l1il8C:il[Olf iJlnd bane!ry.

C r:a,nl~ eng ~n8 wi'th sta rter,

I. VO itm,ster IreifilJd~tng should fluetnate, -

C hee ~ co n~inuilly o,'~th,e wir,~ng b etw~€1 n the eente r term i nai, (G wll'ie'~ of th a d:ist ri bUltiOf wiring cenneetorend termina~1 1:9 'of the Dwgllfant iE.C,U.

~ f wl~r,j ng is, ,0 K" re~ ~ace Dig]fa nt E. C. U .

. -

C~eckingl Adj'usting

Idle Sta,bilizatiio,n - Checkingl

II

ro TE'B'M/NAl,

• ,jI1,DF Fun PUMP' ,ARA'

IIII

10 ICOOLANf TEMP.

SENSOR

ro TERMINAL 85 DFPOWEIiI' SUPP111 RElAY

~

POWER SfEiRING PReSSURE swrrCH

.' iEngine at ,oper.ating temper,artur'B {oil temp. at least 80°' C n 76,0, F]) .

• Th rcrttl'el sw~'tch conne,ctlB d a ndl fu nctIoni ngl !prop 9 rII'y"

-All ell ectrica I consumers OlfF and Itadlator coolingl fan not running when observing read i 1"I'9!s.

C'tmne,ct US:, , , 9 tOI the id ~e .5;ta bilili zatlon v8'llvIBllUs,ingltes,t ada,ptierVW 13,15AI2 and set meter to :2 amp scale, Oc{eading will be ~n mililislmps).

IRulll the ,engine9rt idle and observe readiingls. '. Ba,sic va~,ue is, 43,0 mA + ,20 rnA and sll:o:wlV fluctuating.

It n,ot OK, go, 1'01 Idle Speed/CO Content - Checking and ,Adjusting" lpage 37.

_ _If the milliamp' reading j,sfixed {not fl~ctlJating~.

CI19ck fOlr' slignal from terminall 1 of ignition co i I a~ connecter fa r id I,e s ta,bHilza'tio n ccrurel unit as follows:

IConnect Us, 11' 5 L.E.D'. Tester betweell'l terminals 5, and 17 of connector.

Crank engine over with starter.

Ii L.E.I[). Tester must flas,h whil'8: eranklng,

I_I

r'D' mROmE 'IAl:VE ENRiCH Sw.

D'igifant I

I

-

.,

Hepl:ace the i:dhlli stabillization contrcl unit and continue .

•.

!II

If IL IE. D. le ste r does nst flash,

.

Repair open eireuit between 'terminal 1,s ,of the: o,ilg,i'fant IE. C.U. and tlerminal117 ,of the idle stalbl~ization control unit.

Illf there is, no milHamp reading and the idie isl:ow alld/oF 1~iII!nglingl.

Chec k til Eli powe r supp,ly to til e id le stabHization control unit from t'erminal 8'7 of the tu,el pump reh:l,V ,8ISfo,llows:

.. ""

COil n eet US 1111 5 LIEU T,e'sts r between 'term i na~ 14 of til e ld le sta bmza,t~ on co mrol unit connector ,!lind ground.

Switch the i,gni~ion ON.,

• The LE.D. Tester must come on 'for epPi'ioximatehi 51 seconds.

Repair open circuit: Ibe'tween terminal 14 of the idl'e' stabil'ization control unit and terminal 87 of the ~lLJel pump re~av.

i

•

'DLE srASfUZEA ,OO'NfROl. UNII'

J. 1"f'

Q,1ii IC.Ii, 0.,5 1,1(1

KB, W W SA

- II II

53 5~

-

FO COOLANT r:E'MP, SM'OR

1 111

O,!j 'W II

58

I

t

TO' rHROfTII'.S' VAf.'-'E ENFUCH S'w.,

; I

Digifan't I

31

.

Tin,€! amount of ~rlcrease in the miUtalmp r'€l{!dings.

for ttl efoHQwi 1'1Ii9 steps is lIl'e'ptHldent 01"11 rna n.y ·factor.s .. O,f primary concern is ~nat the mimamlP Ir·e,ad ~ ng 5; do ~nCli'lelaSe, for each ste p .. This

il ndJc'illt;as that the [d~ €I stabm:zart.ion contra!! urnt Js compensult;ing for I,~ald changes,.

If the icHel s,~abii!izafl!iOln cont.ro!! unit is f~,m,C:l.Jiof'lmll'lg Ipm,per,iy but the idl!e lowe rs dlr,astitcaUv or tll1e en,gine staUs when a I[,oad is applied,. the probllsm ms witht he i dl:e fila b~llizeli va ~v,e litseU ..

Requirements

• ' ~dh1! 'stalbU izer va lve ene: (til e va~ve ml6ls:t vi,b:rate and hum wliththe e ngli ",81 ruJrln~ng).

Connect di:gital rmul,tJime:tl€!:r ~O' itdlhiJ' :s,tabiiizlsr u si n Q a(hFJP'~€llr VW l315A12 a ndJ set ttl, 5, e,f 1 0 am p.ses Ie (read i n.gl willi .be in 1m iHia,rm ps)..

Cran k starter motor .

"

• StBb]li~8r 'cunent ShOIUldi increase bey,ond 4301 rnA wn~ile Icr8Inlk:~ng stal~ter.

O~ see nnect rnu liti-p:1 n eornrn eeter 'fromt~liI:I Dlgi~ant E'C.U.

Chi ec'k, ttl e eo nti nuiity err ~he' wi f'€l 'flfo m ·terminal 6 'of tile ldle stabi~i2er (}ontm.~ unit connector tal te:rm~ nal~1 of ~he E. C. u . connector,

I f the con~i nu ~ty lis 01.

Che ek .~ he eontl n u imv of' the WijifB from telrm~nai 11 of the, E .• C.U. CQlll1leC~Or~(l~armilil,a~ !5'l) o1f the sta rter meter,

-. ..

~, ..

~dl'ei S1;,a b,U:ll;atio'n 5,&18 m - 'Ci1eC:kilng (Co:nt'd,) Air Cml'll.d~ti:on~ngl

Connec:iIt. VW , :.n 5/2 Bind US 11 ts to mdl,e stabinzer vah,s and set mel9wm mA scsll,e.

Start engine and switch Ale ON and OiFF.

I) LEIO. mus,t [igIM: w:nentlhre' Ale ms ON andl go CHJ:t when the Ale ~s OFf.

-

~

Switcn ,WC ON wh Ule ebserv ]r1g rm IJI~t~ meter, '. M i 1:1 ia MIP lie:a.ding she IJ ld increas,.€: •

..... ":!I,

Check wiring ~nJm .AlC, cempresscr diumh to, term ina I 2, oif i,oll e sta bi:~i:zaticm COl1tJo[~ u l1i~ ccrmsctcr,

Connect US 1! 11 0' L. E,.D., Tester Ibetween termi nailis :2 a rnd 5 of id Ie sm:b i~ i~ation centre i

iU n it CQnn,ee~o r.

C:h ee k that Ale ,co:m.pr'9tSSQ,r 'cl utch is flJinc:t~onfng pmiPe!r~'y; repailr" if necesserv, and re-test,

...... -

-

:'1

-

Power Stearin,!

-

iiiiIIIIl

.-

Conne=C1 WJ13:1 :5/2' ,enid US 11 ~19 to iid~e stabilzer 'ya:~ve and ,5'81 meter ~o mA :~i'r:;a~'e.,

~. Check the steeri n 9 ,pu mp P ressuee,

S ta rt Ellingineand h3t hjll e.

Switcn the ignith::ln OFF.

T u m s~ee ri ng whs 81 ha rdte the 1 af1li (G.'l r ri ght) to stop while observing multim,eter.

• M ill'ia rn p n:adr~rrg s i1:ouIDd WrlCFea sa.

C her: k c,c:)nt~ n u ltv of the wi,ri ngl mr()m the pawe r stie,e:r~rng switch to telrm~rna Is, 14 ,arid 115 cttbe f d~leSita bi HZier com:rol run it usl ng the wiring diagram.

8'ridgethe te rrnl nals cf the paw,er st€ er~ng pressure sWitch wi'th a jumper wire.

• Mi~~iamp' sn'Clluldilincrea.s,€'.

Rep taee the id ~e s~.a bilili zatlon clontrrd Uri ~t ami re-test,

II'f '~h'e ~mi'll'am' nrl'"'a,..:I'inn oil - as ·I ...... rss .. ,'''

.I.'~ 1' .. f"' IUI. ~I "'!,ou_, ,~ .. """,~ ,

;i'

I~ ep'l eceth e power s tee ri n 9 ID ressu re swi te h an c:i re-test Wlilth ou t B, ]u mp e r w~re. II f st !11I no, miWI'iamp, incm:llas~,

,"

V

33:

I

EV8IPOlll',Bt'iv8 E:I1II:Ss~om ,SySil81ft - IChel1klinlg Cumruil V,a Iva

Remov,e whl~te ny~ on purge Hne from rubber boot at rig ht. r~a r of 1~f1ta,k"e ah- di str~b u~:o f.

Connec~ vacu urn IPU mp US 90:2.6 or

el!IU ival:ellilt to ope n IE! n dl oiil' pu Ifgle I~ne a n.ill

ClJ;!ph,<! 5~1a in. rig of V13CUlUm. - ,

• Conllrol vallive mLJIS~ ma~ntain vaeuurrr.

Remove pUrjp,le v;cuum Itnefrom 'fitting on ~,n roll~je bo~vand ins:ta U vacu u m pu mp Us, B0:216, or eq u ivaienL

....

• At kHe',tner'B shou:~d be '0 in. ,Hg ~\lpro 1 in.

IHg V,8cuum is; ~u::ceptable)

If OK,

- Ad'j USl mrottt~le va liv9' atcase rew (Ac'CorcUng U) pag'8 '13l .

ReJ)filiflt fi rst check.

'.'he contrQI v2l'lve sheu lid mai nta i n vacuum at idl'B'.

Accis'lerate eng i niB' by ha nd.

• Contra ~ vall ve' must fe~!eas El' v,ac u u m .

- ._ ~f not 101K. ai me r va euum 'fi tti n 9 on 'th raUl e body I~S p,lug 9 ed or centro I val~v,e! lss:tu ok Will ttls! closed position.

EV8'por8,tiiv8 Iimissi,C!l!Il :I:ysteml - C h ec'kiifll For lL:eaks

,_ Remove smalill hos's ,. A" 'fr,om 'lt0iP ~~ cirl,alrcoa~ filter, Con nect me leak te,s:t~ r U $4487.

- Se'lt leak tester scale to "0".

- IPreseu,ltriize svs~em with handl pum,pto :3.3 em

n .J:in.) of mercury .

• sys~em (I kef V i'f p,ress U re is 2:.54 em 1(1 .0 ~n.~ or 9 feate r after 6 m i 11'1 utas

.. systeml!€::ilI ki n9 if pre·ssu re [jJmps be I'ow 2.54 em {1 ,(li ~n.) .~fle:r5 rnlnutss,

Niota = Cheo k sys~em for I,ea ks llISllng soa p s,O~uftjon am spots mark;ed with * . S eiai if n,EH::essa:ry ..

34 J

,D'ig ifulnl't I

Bas'ic IEng'ine Adjustlme'lnts

!iii

•

,Specifications/Adjustments

Basic: Settings,

-

!!I'

IN'ote:

Check and adlust the basic englifliB setl'ingg, in the following order:

.' ignition 11ilming

I. Idle speed

• CO content

'OIl

!!II

i:

;

; iii

...

Test: ,llnlid acilliList m,e:lI1tc'on dliti on 9 :::

• Engine o~1 t,eml)eral1ure ffilinimum 80'~C (176C1F) .

• ,All el ecm calli consumers switched OFF fr,ad"ator cooling fan should! not be' runnilr'l9. while IPs,rfarming checks and adjlUsfmentsJ,.

• Cr,aln kC81se bli"le~lt hair hos Eli r:emov'ed from breathe r v,a'lvlG: and plu 9 ged .

I Th rattle 'vallve switoh o,perat~ng p rope lily

(closed in idle positi'on). - .

.• Idle stabililzer ,oper:atil1'g prlopelrly (with englim:~ idling. valve should vlilruate and hum).,

.' Th rnttl e stop screw is prop e 11:'11' adj usted,

. ,

!!I ...

• ...

WAR,NING

Swiltch [gJn·t~on OFF when ,connecting test equipment.

OonnectVW 1367 LlIsing ad:apteuVW 1473 to con nect tester to terrrma II 101ft n e ignition coil.

Co n n ect CO tester te fitti n !;ilion left ,exha u s t p fpe LJl's~ng Din I Y' ad ante r SIU n 1 201.2:3 9 or equivalent (wlith high ternpersture smcone, connecting hesel,

N,ate::

Non -8 ppwoved hoses may d,na rn aticClIllly

alter y,();ur readl ngSI. .

No 1"IIi-2i ppmved he s as mall( ove rhea t iii nd create vapors that will cause falSIE! CO% readings.

; I

35

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....

Ig'niti:on TiminlRI - ChBc"king/A.d.jLIIsting

~ yVith eng ins: i dJli no:

- Disoonnect coolant temperature sensor (alrrow]'.

Caufi,u,nl

0'0 not Ilet temperatun~1 sensot connector hang down on ,exhaust manifo,ld.

lnerease engine speed to, 23010 ~ 2001 RPM and observe reading.

'.' Checki 11.91 .30 to '1 Q BTIOe

• Ad~ ustl n 91 5 0 ~ 1 0' BTIDle

I nCire8s.e en g~ ne SF,) e·ed to 3500, R:P M and observe readi ngl •

• 40,'0 ± 5C11 B,TDe i1Jim:ingl must ,advance :3500 'from balse setting).

...... R'epl,ace Oligifant E.C.U. ,and re-test.

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!i,

With!gnition switched OFF:

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:!II

N,ote~

Th e oxyge n Sf! nser must ,be d:iscc.um,BClled with tile Lg n ltlen 0 Ff to, ca nu::el~tl~H:l me mo,iV 'hmc:t:ion of [he D.igif.cmt E.C.Wi.

Conn €,ct US 1119t.o idl'EI stabn izelr usi ngl ada pter h a rrM'!:S~, VW '13,1 5A/,2.

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!!I

Set Us 111'9'trJ,2 amp scale (readitng wm be in mil~i,ilI,mps).

R,u n '9:n gin e ,alt I d~ e and (I cSI€:N'eth€l' read i ngs .

• With ieHe speed of 880 ± 50 AtPM (Iooo~am hm not nnmitng), ~he miniamlP' readt~f1g ,S,h,ouid be 430 :::t 20 mitllliamIPs,.

,AdJust to specification, by tumin91thiB i,dls .adjus:~ ng :s cr,ew 0111 the 'tin roU~ B h (JIb! si n 91 (11.)

NG,te'~

Turn i ngi the ,id Ie adjustii ng n) screw out wit!! ~ower '~h[l' millliamp weadiing. Tum:in,g ~he idle SCI'l9W I'n wm retsetbe miWamp fie'ading.

Always,sHow time: f,orthe ,reading to stabW'z!e: when ciheckin'QI or ,adJusting,.

- ....

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...

I,dle' ,Speed AI'iI,d ,CD Clmte:nt ~ Ch,ecking ,Alnd, Adjlll:sting Check the CO Bind He v,aihH¥;Is,.

" co she u let eEl, [11.3 '%,~ 1 .:2 Qj~ ,aft sea I BVlst I(for a ltitu de El, a DaVie! sea 1'9val" u sat h e ,g ra ph.}

'7'+4FF~~~~~~~~~+9~ iii, +-I~+--If~~4-iHf.+-I-I-~~

3' "" ~1H--r-+-I-'iI-F ,2~~~

1 1:1 -t--l!.......!!..~,_-"--'__._~~~~~--"-f -'l.I....I'-..ij1

,Correct the base CO Sf;lttr ng by tu rrtl n'g: the CO adjlllJstilng screw in the ,alirfll:ows:ens'or hous~rng.

~,

IStU' UI'IlI;D1 , 5'101

1640 3280 41l3ililg

lhl'i,g Ilt abQ<¥I~sn l>Il!ve~

:ilOOO MelleN Gll<61l1 ,~~B:t

NlotQ:

To adl~Urs't '~h!1J' CO, remo,ve~ampler-proQf pl:ug as iIloUows:

DrBI phJlgl using 2.5 mm U:1098 in.) bit.

Threadl3, mm (0. ~137 ilm.) she,et metal screw into dlrm ed h 0,1 e!.

G ra s~ screw wit hp U.€: rs a ncl pulll pturg out,

Re peat ]dll 8il11nd CO a,d'j u stme nts u nti I both are wtthin 8pecif~catkms.

R,Bconne,ct oX,ygen sensor •

• CO Ireading mUS,iI: go tJoO a. 7%:!): 0.4%(at any allt~tu d,e).

I~f mot 01:.

,".··· .....•.. c ~

~~

lnstall a new tampeli''-Iproof IPh.ll91 oveir~he CO adjustIng screw,

-.

R e-cnec k the idl e speed seuing a 5, fonows.:

;;5,

Disconnect the yeUow in-'I'ine idle stabilizer ccntrol uni,t connector in the engine

co mpa rtrnsrrt,

" 1M illiamp r€!iluJlinQ mU5~ be 'Illpgfo:>:.imate~y . 430 mA. i:llnd fixed (no rn .. fh.u::tu,ati ng)l.

I. Idle! speed should remain s'l:eadv at 880 ~ 50 IRIFlM.

!!!!II! ~,

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!'!II

- ~

-

- R.epeat idle set snd CO procedu reo

If 5tHI not OK,

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-

-

... ..

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::;

-

:!'

...

:!Il

TI~m;llIilllill" f'!'!Plllt:tu

ilell'e ItlblUzlllilon .1II,n"ol unit

.,

!II

./

~, .

. .

Slystem Check, Wiltih VoltiIOhmm.e1iar

The entire Digifan't ellect.rical system can be checked bV measuringr voltag'e' and' reslstenceat the Digufa,n1 II:.C.U. multi-pin eennector.

",,' ; ,~'{O'" _, ,

,pi".

"'-

IOIHMMIETER 10 TERMINAL

COMPONENTS

..

.Wirii'i,g

SPECIFiICATlDNS

Oxvg,an Sensor

CHIOKSITESi' CJOND,nO:NS

" !QcHlflector Ois.:;.onnect:ed: ,findl GroundBd

• Connector COi'ifiectJed

CI ohms

~ohms

6 andl9

Ternp. Sensol' I Untak.e Airlemp.)

6, ,and HJ

1 emp. Sa nser II (Coolant Temp.)

• ResisU! nee

Cones pondl ng wilh g,raph"

D and 11

Ii' Idle PosM~ion

• IFulll ThmtUe Position

101 ohms a ,ohms,

11 ,riIlll1d 21

Sand n

.,"2 ,al IE,CU and #B7 at Fuel Pump Ifhl!lay

Fuell In,jectors an r:I Wiring

I '. Tonti Resism nee'

.' Hesis,tancB Through ~:Ile Poteil'Vti,omete r

Ohms flU'ChJIHte!' 1'1:8 senoo'p p'late is opened

Check at Components

Indlvidllis'll Fuel Iinjectors

'. Hesistiilf1'ce (Eachl

13 and Gn:u,md

.comrol, Unit G!'O!.!Il1Ii:I Connec~ion

_'_ ~ I
J LI I n I , I
l I , I -, , I I I
I I I I ~
I , I -t
~
I ,
I I J I: -r
i I I I I I

~,
1\ I I I'r.:
I I I 1·· .. 1
'I I, ii\. ,
, ~
I I IL I
~ I I I
I
I I , I
ro.. , F:
I 1'0. I
, _L I
I I I~ I.
I r , I
_ _ I~

I~

1GilIII

'II \11 2J ;Q ,"" III 10 " 1111 iii '11III'I:i

R 110 'AI III, '101M in ~"t .511 '171 ~ M ,I'"

ohm. IIIGiI!

- ..

,S,ystem Check With YOlltlDhlmme'ter ~Colnt'ld.) '~

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!!II

:3 and! 113 BncgeCili

• Ignition ON

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~

VOl. TMFIlEIA 101 lEA'MINAL

S'P]EiCI PICAlilO NS. ,

'. VIO'] tag:e frclmTeI'llrfil i na~ ~50 Duringl Crain k i ~g I~StE! n:i rig -~ niectiol'll)

Fuel pumps run

.. Igl'litl.o:n ON

'1 2: 3 1i:8 9 Uoll n 12 1J 8888 8,8l3 c:!I8 & 8,~ 8 88 8,8l688 ~8~_88

'1" 17 '111 19 2J 2.5, .'

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:i,

:il

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~

Digifant ,I

.'

41

42

pig'if,ant I

..

•

II!!i

II

!!Ii,

I

•

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10 RRIfTNAI. Jr.I -

_j

, '"

~:

....

POWER@J.· SrlEi',RING .r PIIESSUAif, .

SWf1CH

~ I

II

I II~J

IDLE

Sf ABHlZAT,ION V,uVE

MO •• '.' CQN,p;:j'IiOHNro

ICCMPII'i'B!iDR

--~-. ~.-

,.

us , 1115 LE.O. TIEI501: Ught (leads must be' connected' BED to posirtive' and Bla,ok to nagaltive)

VW' 13:67 Tester

US i 1119 Mlulti .. Meter (digitalt)

, '.

• VW 1473 Vo,ltag8' Splirtlt91r

Sun 1 :20.23,9 CO, Adapter

us 8026 IHandi Vacuum PlUmp'

US; 4467 IEvB,poraitor System Leak Trester (sla,c:k tube)

VVV 1490 iResistance Block ('1.5~ ,ohms10 ohms)' US 4480/3 Fuel PUlmpSwillch (Opllional)r

\

,.

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Olltllirn LocaUy

44

I

Dig,ifan't I

~ ~

~ ,A,IIR Fl,QW ,SENSOR

MeaSUfle,s the amount of a~r enteri'ng the' lintake' ~ mani'fo'ld and sends a voltage signal to the

el eotro nmc co nt rei unit. ilocEiltJon: attached to air

IiiiII!J

.., fi'lite r hou s tng.,

;;

BAA, •

;; Unit lof measurement Pf9SSUlII"EI' - 11 bar is,

;; ,elppmx. 14.5 PSI. .... "

... COOLANT TEMPIERATUR,E ,SEINSOFI !:I

A sensor for measuringl lengin,e coolant

rs te mpe ratu re 'to date rm inl!1 cold nmn ilng ~ng i n.e 3 operation. Location: Ileh, lower side of thermostat hOlJsing.

311

EU~C:TROINIIC C!ONliR:O:L UlNllrr 'IE.C"U.,

-

- Provides the proper ,actuatton signal 't01 the ;.. injec1ltors and ,opdmum igniltion timwng point.

..- . 1sed Ion inputs, from other system components" 3 i...Qe81'tio n: ILmdiel'r left sid e of rea r seat (ins ide!

vehlelel,

fUEL fi,L TER

~, A filter whilch removes foreIgn p'alF1h::I'e!sfrom 'the 3; fue~ ,system. location: liinbo81rd siide of ri:8ht

hame member, direcUy' behind fuel pump,

~

__ ,FUEL PUMP

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~ An e 18C~:rjC: pump wh leh del iver-s, fue~ to "U'U3'

31' injectors. Locetlerulnboerd side olf rlight frame

member. dfre'ctly behind fuel tank.

~

3: ~ 3 ;a a.

- ~.

FUEL PUMP RELAY

When energi~ed bV t:he ignition switch and grounded by tne ID'igli'fant E..C.'U oj thefue'l pump rellay provides battery YQlltage to the' fuel pump, fWi:l'1 injectors, idlls' slaj:)iUzation control unit, oxygen sensor heating el'ement" and power s,1e,eri ng p,res! LI re switc h. Lc:u:a'Uo n: ~t is the rii,ght sid e re:llay *ns ide' tile bl ae k pl astie rell ay bCIX" direetJy above the igni~ion coil Ion U'Ie, ~eft side of :he ,eng~ne campartme1nt.

IDLE STAD.JlEJIZA,nOIN CONTR.OI.. UNIT

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Centro Is operati on of id ~e stab HZler vallivlB based IOf! pr,e-progr,ammed idle spleed va lues, and

va ri eus etha r co mpo n ant ii nputs. Location:

b I!'h i nd rj,gh~ rea r ta,j Uli !;llht asse mb IV; rneu nted j LIIst

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fOr\N,i3Ilrd olf air ,cleanEl'f intalli.e hose,

IDLE ST:AIIILlZA lilDNI V'AILVE

EI'l3'ctronicaily controled va~ve used to maintain idll e speed Bite plrs=determi n ad II'evlel by IreglU iating intake, air at idle. Location: rubber mOIlJf1it!ed to top of intake ,air distribut'olf.

IIINJEC10R

IEI~ ctro 11 iC~IIIV a ctivtlltedl v,alve w'h lch di reds. a cone sll1aped mi;st of fuel into the intake port nlealll' each i:ntak,e valve. Location: mount int'o intake ma,ni"o'ld at cylinde'r' head,

IO~IGEN IENS,OR

Used 1)0 date et 'the ,am OIU I1t lo'f rJ>iYg en in the ,exll1aLJIst g'aJses,. locatio,n: threads lnto Icatalytic conve rte r hous ing.

DXVGE,N SENSOR MILIEAG,E IC:OUNTER AeUvates a 'W,arning li.ght. to indilcata oXYQ'en sensor nilplilc:emelll1t~s required. Location: next to II'eft ,s,idI9 Iradius rod lin front c'r vehicle.

,D'ig i'f,an!, I

45

When erHl.I'rgilzed by the ligniti'on switch, 'the pa,wer .$1:J1plply l~e,la'y provide's bBtte ry vo ltage 'to, 1!he Oigif.ant E.C.U .. liocadon: It is the' left re11lay ins,ide th Eli pla,stic relary bo)(, ,ei i reatly is be,va 1lhe ~grlit~on coill' on the I,eft side of '~he an.gine ClQm,partm ent,

fA.EISURE AEGULAliO,R

..

A diaph r,agm t)':pe reg u l8Ita r used to rna in~a in ,system p ressu re a~ ,I Qliven vallu{;l. Location: ool~ed 'to Ir,ealr ominta'k!e Ilir dis~!ributor. direc,~!y adTacentto, i'gni,tion d~stributor.

AIR, FlAP' PDTiE:NTIOMETER

A, \Ii,8'ria bl,e: resister cQ'nnec:med to the airflow sen so:r tlna~. p'rovides 8, s ig n.al ~o'r dete~m~lni 1'119 fue~ 5iystem enrichment Location: il1termtll cQlmponent of a~w flow sense r I(no~ arvai'lab!le sepalra~e!!y) •

IFI:ES,IOU.AL PIR,EIIUFlE

FlUe I prl!3ISSU re [1l1t1e fue~ i nj~cti:orl ~ i nes ,anfllli' the ,el1g~ne hasi been ~urned off.

TtlROrfl.1t SWITCH

,P'roViides closed til rCMnle and fUll.! th rotdsl s 19 n'a~:s to IE.C. U. for idlel .si~abil~i'zati@nf d€H::e~€Il1"lJtion fue!11 shut-off, ,andful:~ load enli'ic::hme.nt ~ocati:ofl: 'mounted: ~G und,s rslida clf ttl rotne va IVl9 hous,j rlgi.

46