Vortec 4.3L Teoria - Operacion

1995 Chevrolet Blazer
E - THEORY/OPERATION - 4.3L' '1995 ENGINE PERFORMANCE General Motors Corp. Theory & Operation - 4.3L
E - THEORY/OPERATION - 4.3L 1995 ENGINE PERFORMANCE General Motors Corp. Theory & Operation - 4.3L
INTRODUCTION
This article covers basic description and operation of engine performance-related systems and components. Read this article before diagnosing vehicles or systems with which you are not completely familiar. TERMINOLOGY Due to Federal government requirements, manufacturers may use names and acronyms for systems and components different than those used in previous years. The following table will help eliminate confusion when dealing with these components and systems. Only relevant components and systems whose names have changed from current General Motors Corp. terminology have been listed. SAE TERMINOLOGY Former Name Or Acronym ALDL CHECK ENGINE Light CTS Diagnostic Circuit Check Engine Control Module (ECM)
New Name Or Acronym Data Link Connector (DLC) Malfunction Indicator Light (MIL) Engine Coolant Temperature (ECT) Sensor On-Board Diagnostic (OBD) System Check
(1)
Powertrain Control Module (PCM) ESC System Knock Sensor (KS) System EST System Ignition Control (IC) System MAT Sensor Intake Air Temperature (IAT) Sensor Park/Neutral (P/N) Switch Park/Neutral Position (PNP) Switch Port Fuel Injection Multi Port Fuel Injection Scan Data Scan Tester (ST) Data SERVICE ENGINE SOON Light Malfunction Indicator Light (MIL) Thermostatic Air Cleaner (TAC) Air Cleaner (ACL) Throttle Position Sensor (TPS) Throttle Position (TP) Sensor Throttle Position Switch Closed Throttle Position (CTP) Switch Throttle Position Switch Wide Open Throttle (WOT) Switch Viscous Converter Clutch (VCC) Torque Converter Clutch (TCC) (1) Some vehicles use a Vehicle Control Module (VCM). Either VCM or PCM may be used in this article to describe engine control module.
AIR INDUCTION SYSTEM

INTAKE MANIFOLD TUNING VALVE ASSEMBLY (CPI) The intake manifold used on 4.3L engines with Central Point Injection (CPI) includes a split path. This system
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is used to improve engine torque and horsepower over a broader RPM range. The control module uses inputs from the TP sensor and engine RPM to control a intake manifold tuning (rotary solenoid) valve. The rotary solenoid valve is located in middle of intake manifold. During low RPM and high RPM operations, the control module releases control. Under these conditions, the intake manifold splits the airflow path. During mid-range RPM operation, a rotary solenoid valve operates and the intake manifold forms a single path for airflow. AIRFLOW SENSING
Speed Density
All 4.3L engines are equipped with a MAP sensor, and use the speed density method to compute the airflow rate. Control module uses manifold pressure to calculate the airflow rate. The MAP sensor responds to manifold vacuum changes due to engine load and speed changes. The control module sends a voltage signal to the MAP sensor. Manifold pressure changes result in resistance changes in the MAP sensor. By monitoring MAP sensor signal voltage, the control module determines manifold pressure. If MAP sensor fails, the control module supplies a fixed MAP value, and uses the TP sensor to control fuel. Some models also use a Intake Air Temperature (IAT) sensor. Sensor allows control module to determine intake air temperature. Control module uses signal to delay EGR until intake air temperature reaches about 40F (5C). If intake air temperature becomes excessively high, control module compensates by slightly retarding timing.
COMPUTERIZED ENGINE CONTROLS

The computerized engine control system monitors and controls a variety of engine/vehicle functions. The computerized engine control system is primarily an emission control system designed to maintain a 14.7:1 air/fuel ratio under most operating conditions. When the ideal air/fuel ratio is maintained, the 3-way catalytic converter can control oxides of nitrogen (NOx), hydrocarbon (HC) and carbon monoxide (CO) emissions. The computerized engine control system consists of engine control module, input devices (sensor and switch input signals) and output signals. POWERTRAIN CONTROL MODULE NOTE: Models are equipped with an Engine Control Module (ECM), Powertrain Control Module (PCM) or a Vehicle Control Module (VCM). The difference between an VCM and PCM is the PCM controls electronic transmission internals, cooling fan and cruise control system. The VCM provides control of the engine systems as well as the anti-lock brake system. Unless stated otherwise, references to ECM and PCM also apply to VCM-equipped vehicles.
Control module is located in passenger compartment. For exact location of control module, see COMPONENT LOCATIONS in I - SYSTEM/COMPONENT TESTS - 4.3L article in this section. The control module consists of the Arithmetic Logic Unit (ALU), Central Processing Unit (CPU), power supply and system
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memories. The control module has a "learning" ability which allows it to make minor corrections for fuel system variations. If battery power is interrupted, a vehicle performance change may be noticed. PCM corrects itself, and normal performance returns if vehicle is allowed to "relearn" optimum control conditions. "Relearning" occurs when vehicle is driven at normal operating temperature under part throttle, moderate acceleration and idle conditions.
Arithmetic Logic Unit (ALU)
This internal component of the control module converts electrical signals received from various engine sensors into digital signals for use by the CPU.
Central Processing Unit (CPU)
CPU uses digital signals to perform all mathematical computations and logic functions necessary to deliver proper air/fuel mixture. CPU also calculates spark timing and idle speed. The CPU controls operation of emission control, "closed loop" fuel control and diagnostic system.
Power Supply
Power for control module reference output signals (5 volts) and control devices (12 volts) is received from the battery through ignition circuit when ignition switch is in ON position. Keep-alive memory power is received directly from the battery.
Memories
Control module may use one or more of 5 types of memory: Read Only Memory (ROM) ROM is programmed information which only control module can read. The ROM program cannot be changed. If battery voltage is removed, ROM information is retained. Random Access Memory (RAM) RAM is the scratch pad for the CPU. Data input, diagnostic codes and results of calculations are constantly updated and temporarily stored in RAM. If battery voltage is removed, all information stored in RAM is lost. Programmable Read Only Memory (PROM) PROM is factory programmed engine calibration data which "tailors" control module for specific transmission, engine, emission, vehicle weight and rear axle ratio application. The PROM can be removed from control module. If battery voltage is removed, PROM information is retained. Calibration Package (CALPAC) Some models use a PROM and a CALPAC. CALPAC provides fuel delivery back-up so engine runs in case of PROM or control module failure. Any time control module is replaced, PROM and CALPAC must both be installed into replacement unit. If battery voltage is removed, CALPAC information is retained.

Memory Calibration (MEM-CAL) Some vehicles may use a control module containing a MEM-CAL unit. This assembly contains functions of PROM and CALPAC. If power to control module is removed, MEM-CAL information is retained. MEM-CAL also contains an internal ESC module on models equipped with ESC. NOTE: Components are grouped into 2 categories. The first category is INPUT DEVICES, consisting of components which control or produce voltage signals monitored by the control unit. The second category is OUTPUT SIGNALS, consisting of components controlled by the control unit.
INPUT DEVICES Vehicles are equipped with different combinations of input devices. Not all devices are used on all models. To determine the input device usage on a specific model, see appropriate wiring diagram in WIRING DIAGRAMS section at the end of this article. The available input signals include:
A/C On (A/C Request) Signal
The air conditioner "on" switch is mounted in instrument panel. This switch provides a simple "on"("A/C request") signal, which is monitored by control module. The control module uses this signal to determine control of the A/C clutch relay (if equipped) and to adjust idle speed when air conditioner compressor clutch is engaged. On FWD Vans, control unit also activate radiator cooling fan when this signal is present. If this signal is not present on A/C equipped vehicles, vehicle may idle rough when A/C compressor cycles. To check function of the A/C switch, perform functional check of switch. See I - SYSTEM/COMPONENT TESTS 4.3L article.
Battery Voltage
Battery voltage is monitored by control module. If battery voltage swings low, a weak spark or improper fuel control may result. To compensate for low battery voltage, PCM may increase idle speed, advance ignition timing, increase ignition dwell or enrich the air/fuel mixture. If voltage swings high, control module may set a charging system fault code and turn on SERVICE ENGINE SOON light. If voltage signal swings excessively low (less than 9 volts) or excessively high (16 volts, most models), control module shuts down for as long as condition exists. If condition is short-term, SERVICE ENGINE SOON light flickers and vehicle may stumble. Vehicle stalls if condition lasts long enough.
Brake Switch Feedback
On models equipped with cruise control systems, control module may monitor the brake switch circuit to determine when to engage and disengage cruise control. On vehicles equipped with a Torque Converter Clutch (TCC), one circuit of brake switch is in series with power supply for TCC solenoid located in automatic transmission.
Coolant Temperature Sensor (CTS)
The CTS is a thermistor (temperature sensitive resistor) located in an engine coolant passage. The control module supplies and monitors a 5-volt signal to CTS. This monitored 5-volt signal is then modified by

resistance of the CTS. When coolant temperatures are low, CTS resistance is high and the control module sees a high monitored voltage signal. When coolant temperatures are high, CTS resistance is low and the control module sees a low monitored voltage. When fully warmed, CTS should reflect a temperature of at least 185F (85C). Coolant temperature input is used in the control of fuel delivery, ignition timing, idle speed, emission control devices and converter clutch application. A CTS which is out of calibration will not set a trouble code, but can cause fuel delivery and driveability problems. A coolant sensor circuit problem should set a related trouble code.
Cranking Signal
Cranking signal is a 12-volt signal monitored by the control module. Signal is present when ignition switch is in the START position. The control module uses signal to determine the need for starting enrichment. Control module also cancels diagnostics until engine is running and 12-volt signal is no longer present.
Digital Ratio Adapter Controller (DRAC)
DRAC compensates for various axle and tire ratios by monitoring the Vehicle Speed Sensor (VSS) signal and modifying it before passing it on to the PCM and speedometer unit. On models equipped with a DRAC, VSS buffer is an internal part of DRAC.
EGR Pintle Position
This sensor is mounted inside linear EGR valve and informs control module of EGR pintle movement. Control module uses this information to control EGR flow.
Fuel Pump Feedback
Control module monitors fuel pump circuit between fuel pump relay/oil pressure switch and fuel pump. This enables the control module to determine if fuel pump is being energized by fuel pump relay or back-up oil pressure switch. A failure in this monitored circuit results in the setting of a related trouble code in control module memory.
Gear Switches
Gear switches are located inside automatic transmission. Switches may be normally open or closed, and change status depending upon internal hydraulic pressures. Control module uses high gear switch information in controlling emission components and engagement of Torque Converter Clutch (TCC).
Knock Sensor (KS)
The knock sensor is a piezoelectric device which detects abnormal engine vibrations (spark knock) in the engine. This vibration results in the production of a very low AC signal, which is sent from the knock sensor to the ESC controller (some "C" and "K" series with 4.3L) or the control module (all others). The control module then retards ignition timing until the engine knock ceases. Two knock sensors are used on some models

NOTE:
For additional information on knock sensor operation, see ESC DETONATION RETARD OPERATION under IGNITION TIMING CONTROL SYSTEMS .
A fault in the ESC circuit may set a related trouble code. When a related trouble code is not present and the ESC system is the suspected cause of a driveability problem, perform functional check of ESC system. See I SYSTEM/COMPONENT TESTS - 4.3L article.
Manifold Absolute Pressure (MAP) Sensor
MAP sensor measures changes in manifold pressure. Changes in manifold pressure result from engine load and speed changes. The MAP sensor converts these changes in manifold pressure into a voltage output signal to control module (1.5 volts at idle to about 4.5 volts at WOT). The control module can monitor these signals and adjust air/fuel ratio and ignition timing under various operating conditions. If MAP sensor fails, the control module substitutes a fixed MAP value, and uses the TP sensor to control fuel delivery. A fault in the MAP circuit should set a related trouble code. If a related trouble code is not present and MAP sensor is suspected of causing a driveability problem, perform functional check of MAP sensor. See I SYSTEM/COMPONENT TESTS - 4.3L article.
Intake Air Temperature (IAT) Sensor (Some Engines)
IAT sensor is a thermistor (temperature sensitive resistor) mounted in the intake manifold. Low intake air temperature produces high internal sensor resistance, while high temperature causes low internal sensor resistance. The control module supplies and monitors a 5-volt signal to sensor through a pull-down resistor in control module. IAT sensor, also known as an manifold air temperature sensor, allows control module to determine intake air temperature. Control module uses signal to delay EGR until intake air temperature reaches about 40F (5C). If intake air temperature becomes excessively high, control module compensates by slightly retarding ignition timing. After a vehicle has sat overnight, IAT and CTS signals (resistance and temperature) should be close to same reading. Failure in IAT sensor circuit should set a related trouble code. CAUTION: Measure O2S sensor voltage with a Digital Volt-Ohmmeter (minimum 10megohm impedance) only. Current drain of a conventional voltmeter could damage sensor.
Oxygen Sensor (O2S)
O2S, mounted in exhaust system, monitors oxygen content of exhaust gases. The oxygen content causes the Zirconia/Platinum-tipped O2S to produce a voltage signal which is proportional to exhaust gas oxygen concentration (0-3%) compared to outside oxygen (20-21%). This voltage signal is low (about .1 volt) when a lean mixture is present and high (about 1.0 volt) when a rich mixture is present. As control module compensates for a lean or rich condition, this voltage signal constantly fluctuates between high and low, crossing a .45-volt reference voltage supplied by control module on the O2S signal line. This is referred to as "cross counts". The O2S does not function properly (produce voltage) until its temperature reaches 600F (316C). At temperatures less than the normal operating range of the sensor, vehicle functions in "open loop" mode, and

control module does not make air/fuel adjustments based upon O2S signals, but uses TP and MAP or MAF values to determine air/fuel ratio from a table built into memory. When control module reads a voltage signal greater than .45 volt from the O2S, control module begins to alter commands to injector to produce a leaner mixture. Once vehicle has entered "closed loop", a fault in the O2S circuit (cooled-down sensor or open or shorted O2S circuit) is the only thing which can return vehicle to open loop. A problem in the O2S circuit should set a related trouble code. On most engines, O2S uses an internal heating element. Heating element allows O2S to warm more quickly, allowing fuel system to enter closed loop operation sooner. Heating element also prevents fuel system from reentering open loop operation, which would be a normal response to prolonged idling.
Park/Neutral Position (PNP) Switch
This switch is connected to transmission gear selector and signals control module when transmission is in Park or Neutral. Control module uses this information for determining control of ignition timing, converter clutch and idle speed. To check function of PNP switch, perform functional check of switch. See I SYSTEM/COMPONENT TESTS - 4.3L article.
Pressure Switch Manifold (PSM) (4L60-E & 4L80-E Transmission)
The PSM is actually 5 pressure switches combined into a single unit mounted on transmission valve body. The control module supplies battery voltage on 3 separate wires to PSM. By grounding one or more of the switches in various combinations, control module detects what gear range the vehicle operator has selected.
RPM Reference Signal
Control module monitors RPM through ignition module tach/pulse signals (on circuit No. 430) produced by the HEI module (RPM reference line of 4-wire EST connector) or Hall Effect camshaft and crankshaft sensors. Control module uses signal to determine control of timing, fuel delivery (fuel pump relay energizing), EGR function and idle speed. Control module also uses signal to trigger fuel injectors.
Throttle Position (TP) Sensor
TP sensor is a variable mechanical resistor connected directly to throttle shaft linkage. TP sensor has 3 wires connected to it. One is connected to a 5-volt reference voltage supply from control module, another is connected to control module ground and third is signal return which is monitored by control module. Voltage signal from TP varies from closed throttle (0.5-1.0 volt) to wide open throttle (4.5-5 volts). Control module uses this signal to determine control of fuel, idle speed, spark timing and converter clutch. A problem in TP sensor circuit may set a related trouble code.
Transmission Temperature Sensor (TTS) (4L60-E, 4L80-E
& 4T60-E Transmission) TTS is a thermistor (temperature sensitive resistor) mounted to the transmission valve body. The control module supplies and monitors a 5-volt signal to TTS. This monitored 5-volt signal is then modified by resistance of

TTS. When transmission fluid temperatures are low, TTS resistance is high and control module sees a high monitored voltage signal. When transmission fluid temperatures are high, TTS resistance is low and control module sees a low monitored voltage. Control module uses transmission fluid temperature input in control of converter clutch application and shift quality. Sensor circuit problem should set a related trouble code.
Vehicle Speed Sensor (VSS)
VSS is a Permanent Magnet (PM) generator mounted in transmission or transfer case. The VSS sends a pulsing signal to the control module or Digital Ratio Adapter Controller (DRAC), which passes the signal on to the control module. Control module then converts this signal into Miles Per Hour (MPH) by monitoring the time interval between pulses. Control module uses this sensor input in controlling converter clutch engagement, shift speed, etc. OUTPUT SIGNALS NOTE: Models have different combinations of computer-controlled components. Not all listed components are used on every model. For theory and operation of components, refer to indicated system.
ABS Control Motors ("S" & "T" Series With VCM)
See MISCELLANEOUS PCM CONTROLS .

A/C Clutch Relay

Air Injection Control Solenoid
See EMISSION SYSTEMS .

Cruise Control Solenoids

SERVICE ENGINE SOON Light
See SELF-DIAGNOSTIC SYSTEM .

EGR Control Solenoid Valve

Electronic Ignition (EI)

See IGNITION SYSTEM .

ESC Timing Retard

EVRV Solenoid

Fuel Injectors
See FUEL CONTROL under FUEL SYSTEM.

Fuel Module
See FUEL DELIVERY under FUEL SYSTEM.

Fuel Pump & Fuel Pump Relay
See FUEL DELIVERY under FUEL SYSTEM.

HEI-EST Ignition

Idle Air Control (IAC) Valve
See IDLE SPEED under FUEL SYSTEM.

Self-Diagnostics

Serial Data

Shift Solenoids (4L60-E, 4L80-E & 4T60-E Transmission)

Torque Converter Clutch

Transmission Shift Light (Manual Transmission)

FUEL SYSTEM
FUEL DELIVERY
Fuel Pump
An in-tank electric fuel pump delivers fuel to injector(s) through an in-line fuel filter. The pump is designed to supply fuel pressure in excess of vehicle requirements. The pressure relief valve in the fuel pump controls maximum fuel pump pressure. On CPI fuel systems, pressure regulator is mounted to fuel metering body inside intake manifold. On TBI fuel systems, pressure regulator is mounted on throttle body. When ignition switch is turned to ON position, control module turns on electric fuel pump by energizing fuel pump relay. Control module keeps pump on if engine is running or cranking (control module is receiving reference pulses from ignition module). If there are no reference pulses, control module turns pump off within 2 seconds after ignition is turned on. Most models also include a second control path through the oil pressure switch which will turn the fuel pump on after the switch detects oil pressure. Cranking time will be longer if fuel pump does not receive current until oil pressure switch contacts close.
Fuel Pressure Regulator (CPI)
A constant fuel pressure of 54-64 psi (3.8-4.5 kg/cm2 ) is maintained by a factory preset, nonadjustable, spring loaded diaphragm contained within CPI assembly. Spring tension maintains a constant fuel pressure to injector regardless of engine load.
Fuel Pressure Regulator (TBI)
A constant fuel pressure of 9-13 psi (.6-.9 kg/cm2 ) is maintained by a factory preset, nonadjustable, spring loaded diaphragm contained within throttle body. Spring tension maintains a constant fuel pressure to injector regardless of engine load.
Fuel Pump Relay
When ignition switch is turned to ON position, control module turns electric fuel pump on by energizing fuel pump relay. Control module keeps relay energized if engine is running or cranking (control module is receiving reference pulses from ignition module). If there are no reference pulses, control module turns pump off within 2 seconds after key on. As a back-up system to fuel pump relay, the oil pressure switch also activates fuel pump. The oil pressure switch is normally open until oil pressure reaches about 4 psi (.28 kg/cm2 ). If fuel pump relay fails, the oil pressure switch closes when oil pressure is obtained, and operates the fuel pump. Cranking time will be longer if fuel pump does not receive current until oil pressure switch contacts close. Oil pressure switch may be

combined into a single unit with an oil pressure gauge sending unit or sensor. Control module monitors fuel pump circuit between fuel pump relay/oil pressure switch and fuel pump, enabling control module to determine if fuel pump is being energized by fuel pump relay or oil pressure switch. A failure in this monitored circuit results in the setting of a related trouble code in control module memory. For additional information on fuel pump activation, see F - BASIC TESTING and I - SYSTEM/COMPONENT TESTING articles below. F - BASIC TESTING - 4.3L I - SYSTEM/COMPONENT TESTS - 4.3L FUEL CONTROL The control module, using input signals, determines adjustments to the air/fuel mixture to provide the optimum ratio for proper combustion under all operating conditions. Fuel control systems can operate in the "open loop" or "closed loop" mode.
Open Loop
When engine is cold and engine speed is greater than 400 RPM, control module operates in open loop mode. In open loop, control module calculates air/fuel ratio based upon coolant temperature and MAP or MAF sensor readings. Engine remains in open loop operation until O2S sensor reaches operating temperature, coolant temperature reaches preset temperature and a specific period of time has elapsed after engine starts.
Closed Loop
When O2S sensor reaches operating temperature, coolant temperature reaches a preset temperature and a specific period of time has passed since engine start-up, control module operates in closed loop. In closed loop, control module controls air/fuel ratio based upon O2S sensor signals (in addition to other input parameters) to maintain as close to a 14.7:1 air/fuel ratio as possible. If O2S sensor cools off (due to excessive idling) or a fault occurs in O2S sensor circuit, vehicle once again enters open loop mode. On most engines, oxygen sensor is equipped with an internal heating element. This element enables system to reach "closed loop" sooner and maintain closed loop even during periods of extended idle.
Central Port Injection (CPI)
CPI is one of 3 fuel systems used on 4.3L engines. The non-repairable injector assembly consists of a fuel meter body, fuel pressure regulator, fuel injector and 6 poppet nozzles with fuel tubes. CPI assembly is housed in the lower manifold assembly. Fuel pump and pressure regulator maintain fuel pressure at 54-64 psi (3.8-4.5 kg/cm2 ) under all operating modes. When injector is energized, pressurized fuel passes down fuel distribution tubes to poppet nozzles located at rear of intake valves. Fuel pressure forces poppet valves open, spraying fuel into cylinders when intake valves are open. As fuel pressure drops (due to all poppets opening or injector de-energizing), poppet nozzle spring pressure closes poppet nozzle until pressure again builds high enough to overcome poppet nozzle spring

pressure. Excess fuel is returned to the fuel tank via the fuel return line.
Throttle Body Injection (TBI)
Injectors are located in throttle body unit. All models use 220 Series dual injector throttle body. Battery voltage is supplied to injector when ignition is on. PCM energizes injector solenoid by providing a ground path through its internal circuitry. By regulating injector ground circuit, PCM controls injector "on" time (pulse width) to provide proper amount of fuel to engine. In the "run" mode, control module uses tach (RPM) signal to determine when to pulse injector. Injectors are pulsed alternately. Pressure regulator maintains pressure to injector at 9-13 psi (.6-.9 kg/cm2 ). Excess fuel passes through pressure regulator and returns to fuel tank.
Fuel System Operating Modes
Internal control module calibration controls fuel delivery during starting, clear flood mode, deceleration and heavy acceleration. Starting During engine starts, control module delivers one injector pulse for each distributor reference pulse received (synchronized mode). Injector pulse width is based upon coolant temperature and throttle position. Control module determines air/fuel ratio when throttle position is less than 80 percent open. Engine starting air/fuel ratio ranges from 1.5:1 at -33F (-36C) to 14.7:1 at 201F (94C). At lower coolant temperatures, injector pulse width is wider (richer air/fuel mixture ratio). When coolant temperature is high, injector pulse width becomes narrower (leaner air/fuel ratio). Clear Flood If engine is flooded, driver must depress accelerator pedal to Wide Open Throttle (WOT) position. At this position, control module adjusts injector pulse width equal to an air/fuel ratio of 20:1. This air/fuel ratio is maintained as long as throttle remains in wide open position and engine speed is less than 600 RPM. If throttle position becomes less than 80 percent open and/or engine speed exceeds 600 RPM, control module changes injector pulse width to that used during engine starting (based upon coolant temperature and manifold vacuum). Heavy Acceleration Control module provides fuel enrichment during heavy acceleration. Sudden opening of throttle valve causes rapid increase in MAP or MAF signal. Pulse width is directly related to MAP or MAF, throttle position and coolant temperature. Higher MAP or MAF and wider throttle angles give wider injector pulse width (richer mixture). During enrichment, injector pulses are not in proportion to distributor reference signals (non-synchronized). Any reduction in throttle angle cancels fuel enrichment. Deceleration During normal deceleration, fuel output is reduced. This reduction in available fuel serves to remove residual fuel from intake manifold. During sudden deceleration, when MAP or MAF, throttle position and engine speed are reduced to preset levels, fuel flow is cut off completely. This deceleration fuel cut-off

overrides normal deceleration mode. During either deceleration mode, injector pulses are not in proportion to distributor reference signals. Battery Voltage Correction Control module compensates for low battery voltage by increasing injector pulse width and increasing idle RPM. Control module is able to perform these commands because of a built-in memory/learning function. Fuel Cut-Off When ignition is turned off, injectors are de-energized to prevent dieseling. Injectors are not energized if RPM reference pulses are not received by the control module, even with ignition on. This prevents flooding before starting. Fuel cut-off also occurs at high engine RPM to prevent internal damage to engine. Some models may also cut off fuel injector signals during periods of sudden, closed throttle deceleration (when fuel is not needed). IDLE SPEED Control module controls engine idle speed depending upon engine operating conditions. ECM senses engine operating conditions and determines best idle speed.
Idle Air Control (IAC) Valve
The IAC valve controls engine idle speed to prevent stalling during engine load changes. The IAC valve is mounted on throttle body and controls the amount of air by-passed around the throttle plate. The IAC valve controls engine idle speed by moving its pintle in and out in steps referred to as "counts" (0 counts, fully seated; 255 counts, fully retracted). Counts can be measured by plugging a scan tester into the Data Link Connector (DLC). If engine RPM is too low, pintle is retracted and more air is by-passed around the throttle plate to increase engine RPM. If engine RPM is too high, pintle is extended and less air is by-passed around the throttle plate to decrease engine RPM. Normal counts on an idling engine should be 4-60. When engine is idling, PCM determines proper positioning of IAC valve based on battery voltage, coolant temperature, engine load and engine RPM. If IAC valve is disconnected or reconnected with engine running, IAC loses its reference point and must be reset. On some models, IAC is reset by turning ignition on and off. Other models require driving vehicle at normal operating temperature over 35 MPH with circuit properly connected. Problems in IAC circuit should set a related code. The IAC valve affects only the idle system. If valve is stuck fully open, excessive airflow into the manifold creates a high idle speed. Valve stuck closed allows insufficient airflow, resulting in low idle speed. For calibration purposes, several different IAC valves are used. Ensure replacement valve is proper design.
IGNITION SYSTEM
WARNING: High Energy Ignition Electronic Spark Timing (HEI-EST) system can produce more than 50,000 volts.

HIGH ENERGY IGNITION ELECTRONIC SPARK TIMING (HEI-EST) DISTRIBUTOR The Delco-Remy HEI-EST system consists of distributor housing, rotor, cap, 8-terminal ignition module, magnetic pick-up, pole piece, pick-up coil, connecting harness and the EST portion of the control module. The distributor is connected to the EST system by a 4-wire connector leading to control module. No vacuum or centrifugal advance mechanisms are used. Based upon monitored input signals, control module controls all spark timing changes. Most models are equipped with one or 2 knock sensors. Some models use an additional Electronic Spark Control (ESC) system, which retards timing in case of engine detonation (knock). When the external teeth on the timing core approach, align with and pass the pick-up coil windings, an alternating current is produced in the pick-up coil windings. In the cranking mode, this alternating current signals switching transistors in the HEI module to make or break the ignition coil primary ground circuit. Once the engine starts, control module takes control of primary ground circuit (EST mode). When the primary ground circuit is removed, the magnetic field created by the flow of current in the primary windings collapses across the primary and secondary windings of the coil. This induces a high-voltage surge in the secondary windings of the coil. Secondary voltage is then discharged to the rotor, which distributes voltage to the appropriate spark plug terminal.
IGNITION TIMING CONTROL SYSTEMS

IGNITION TIMING ADVANCE At engine speeds less than 400 RPM, EI module controls spark advance by triggering coil(s) at a predetermined interval based on engine speed only. At engine speeds greater than 400 RPM (EST mode), control module controls ignition timing. Control module controls ignition timing based upon input signals from engine RPM reference line (EI module), coolant temperature sensor, manifold air temperature sensor (if equipped), throttle position sensor, knock sensor, vehicle speed sensor, gear position switch, and MAP or MAF sensor. The PROM portion of the control module has a programmed spark advance curve based on engine speed. Control module calculates spark timing whenever an ignition pulse is present. Spark advance is controlled only when engine is running (not during cranking). Control module uses input signal values to modify PROM information, increasing or decreasing spark advance to achieve maximum performance with minimum emissions. To check ignition system operation, see F - BASIC TESTING or I - SYSTEM/COMPONENT TESTING article below. F - BASIC TESTING - 4.3L I - SYSTEM/COMPONENT TESTS - 4.3L Reference (RPM) On all engines, EI module converts signals from pick-up coil or Hall Effect sensors to digital signals which are used to trigger ignition coil. Since the signal on this circuit is also used as an injector trigger

reference on fuel injected vehicles, engine will not run if circuit is open or grounded. By-Pass When the control module receives an engine speed signal of about 400 RPM, it considers engine to be running and applies 5 volts to the EI module on the by-pass wire. This causes EI module to switch timing control over to the variable timing control circuit in the control module. On some models, this by-pass wire contains a connector located between the 4-wire connector and the control module. This is disconnected when adjusting base timing. On all models, an open or grounded by-pass circuit sets a related trouble code in control module memory. The engine runs at base timing plus a small amount of advance built into the HEI module. EST When 5 volts is present on by-pass circuit and EI module has turned control of engine timing over to control module, control module advances or retards spark on this circuit based on calculations involving reference signal and other sensor input signals. If base timing is incorrectly set, entire advance curve will be incorrect. Ground This is the reference ground circuit. It is grounded at distributor and control module, ensuring there is no voltage drop in the EST circuit which could affect ignition operation.
ESC Detonation Retard Operation
Some models use an Electronic Spark Control (ESC) retard system along with the HEI-EST system. System consists of a knock (detonation) sensor, a high energy ignition system, an ESC controller (some models) and the control module. On some models, the function of the ESC controller is built into the Memory Calibration (MEM-CAL) unit of the control module. When engine knock (detonation) occurs, knock sensor produces a low voltage AC signal. This signal goes to the ESC controller or directly to the MEM-CAL unit inside the control module, depending upon application. On models using an ESC controller, controller supplies the control module with a 12-volt signal. When detonation occurs, controller grounds the 12-volt signal to the control module, pulling the signal down to near zero volts. The control module interprets this as a signal to retard timing. The control module then retards spark timing until the ESC controller returns the 12-volt signal. If signal wire becomes open or grounded on models using ESC controller, control module continuously provides full ignition timing retard. On "C", "K" and "P" Series vehicles using control modules containing MEM-CAL units, the control module supplies a 5-volt DC reference signal on the knock sensor signal line. Internal circuitry of the knock sensor pulls this voltage down to about 2.5 volts. When knock occurs, the knock sensor produces an AC voltage signal which rides on the 2.5-volt DC signal to the control module. The voltage and frequency of this signal depend upon knock signals received by the sensor. The control module retards spark timing until signals from detonation sensor cease. Two knock sensors are used on all "S" and "T" Series with 4.3L engines and some "C" and "K" Series with 4.3L engines. A malfunction in the ESC circuit should set a related trouble code. If a code is not present and ESC system is suspected cause of driveability problems, perform functional check of ESC system. See I Luis Hurtado lunes, 25 de enero de 2010 02:11:47 p.m. Page 15 2005 Mitchell Repair Information Company, LLC.

SYSTEM/COMPONENT TESTS - 4.3L article.
EMISSION SYSTEMS
CATALYTIC CONVERTER A 3-way catalytic converter with dual bed is used to reduce exhaust emissions. This type of converter can reduce hydrocarbons (HC), carbon monoxide (CO) and oxides of nitrogen (NOx). The upstream section of the converter contains a reducing/oxidizing bed to reduce NOx while oxidizing HC and CO. An air supply pipe from the AIR system injects air between the beds of the converter. Thus, the second converter bed oxidizes any remaining HC and CO to efficiently reduce exhaust emissions. EXHAUST GAS RECIRCULATION (EGR) The Exhaust Gas Recirculation (EGR) system is designed to reduce oxides of nitrogen (NOx) emissions by lowering combustion temperatures. A metered amount of exhaust gas is recirculated into the intake manifold and mixed with the air/fuel mixture. There are 3 types of EGR systems used. Port EGR is used on some 4.3L ("S" and "T" Series) and 5.7L (over 8500 GVWR). Negative backpressure EGR is used on 2.2L, 3.1L, 5.0L and 5.7L (under 8500 GVWR). Linear EGR is used on 3.8L, 4.3L ("C", "K", "M" and "L" and some "S" and "T" Series) and all 7.4L.
Port EGR
Port EGR valve is controlled by manifold vacuum regulated by an PCM-controlled solenoid. Vehicles equipped with 4L60-E and 4L80-E transmissions use a pulse width-modulated EGR vacuum control solenoid, referred to as an Electronic Vacuum Regulator Valve (EVRV).
Linear EGR
An electronic EGR valve is used, which includes electric motor to raise and lower EGR pintle and internal EGR pintle position sensor. EGR pintle is used to control EGR flow. Control module controls pintle based on engine temperature, engine RPM and EGR pintle position sensor inputs.
Negative Backpressure EGR
Vacuum is applied to upper EGR diaphragm via a hose connected to intake manifold vacuum. Manifold vacuum is also applied to lower EGR diaphragm (through intake port at base of EGR valve). When manifold vacuum in lower chamber is insufficient to overcome spring tension on lower diaphragm, bleed valve closes, allowing vacuum in upper chamber to open EGR valve. With engine at idle or under light load, high manifold vacuum applied to lower chamber opens air bleed valve in lower diaphragm. This bleeds off vacuum in upper chamber, keeping the EGR valve closed. EVAPORATIVE EMISSION CONTROL

All vehicles use carbon canister storage for evaporative fuel control. Evaporative emission control system stores gasoline fumes from fuel tank in a carbon canister. After engine is running, fumes are drawn into engine for burning during combustion process. The basic component used in evaporative emission system are activated carbon canister (all models, open at top or bottom for fresh air intake), vacuum operated canister control valve (some Federal) or purge control solenoid (all other models). For specific component application and vacuum hose routing, see M - VACUUM DIAGRAMS - 4.3L article in this section.
Carbon Canister
Evaporative fumes from fuel tank are vented through hose(s) into a canister containing activated carbon. Activated carbon absorbs and holds fuel vapors when engine is not operating. When engine is started and engine speed is greater than idle (purge at idle would cause too rich a mixture), engine vacuum draws fuel vapors from canister into engine. A vacuum canister purge valve or purge control solenoid regulates vapors through this purge line. Carbon canisters are open in design. When engine is started, engine vacuum draws outside air into canister either through top or bottom and then through a filter in bottom of canister. This helps to purge vapors from the activated carbon.
Canister Control Valve (CCV) (Some Federal)
CCV is vacuum operated. When the engine is not running, vapor from the fuel tank is stored in the carbon canister. When the vehicle is started, vacuum to the upper port draws in the internal vacuum diaphragm, opening the port between the canister and purge valve. When engine is off, internal spring pressure closes valve diaphragm, preventing vapor from venting to atmosphere. The canister control valve acts as both vapor vent valve and purge valve. When engine is running, manifold vacuum from PCV system pulls lower diaphragm upward. When engine is operating at greater than idle speed, control vacuum pulls upper diaphragm upward. This allows purging of canister through PCV system.
Purge Control Solenoid
Control module controls flow of fuel vapors based on coolant temperature. Above 113F (45C), purge control solenoid is open. Purge control solenoid is also opened if PCM detects extreme lean air/fuel mixture ratio conditions. POSITIVE CRANKCASE VENTILATION (PCV) The PCV system provides more effective elimination of crankcase vapors. Fresh air from the air filter housing is supplied to the crankcase, where it is mixed with blow-by gases and passed through a PCV valve into the intake manifold. This mixture is then passed into the combustion chamber and burned. The PCV valve provides primary control in this system by metering the flow (according to manifold vacuum) of the blow-by vapors. When manifold vacuum is high (at idle), the PCV restricts the flow to maintain a smooth idle condition.

Under conditions in which abnormal amounts of blow-by gases are produced (such as worn cylinders or rings), system is designed to allow excess gases to flow back through crankcase vent hose into air inlet. Spring pressure holds PCV valve closed when engine is not running. This prevents hydrocarbon fumes from collecting in the intake manifold, a condition which could result in hard starting. During engine operation, manifold vacuum pulls the valve open against spring pressure, permitting crankcase fumes to enter the intake manifold. Should the engine backfire, the PCV valve closes to prevent ignition of fumes in crankcase. AIR CLEANER (ACL) Many models are equipped with a system for preheating the air entering the throttle body during cold engine operation. This system maintains incoming air temperature to a point where fuel injection system can maintain lean air/fuel ratios to reduce hydrocarbon (HC) and carbon monoxide (CO) emissions. ACL systems are either vacuum motor controlled or wax pellet controlled. Vacuum Control Temperature Sensor The vacuum control temperature sensor controls the operation of the air control door. During initial startup situations, this valve directs engine vacuum to the air control vacuum motor. The motor closes the air intake door, allowing the intake of heated manifold air. When the intake air temperature reaches a precalibrated value, this valve opens, allowing the intake of cooler outside air. Air Control Door The air control door temperature sensor closes when the temperature of air entering the air cleaner is less than the calibrated temperature of the temperature sensor. This allows engine vacuum to operate the air control door vacuum motor, and warm manifold air to be routed to the throttle body. Vacuum Motor When engine vacuum is applied to the vacuum motor, the air control door stops the intake of outside air. The air cleaner then draws in air from around the exhaust manifold. As air inside the air cleaner warms, the temperature sensor begins to open, bleeding off vacuum to the vacuum motor. As vacuum to vacuum motor decreases, air control door begins to open. As air control door opens, outside air is allowed to enter air cleaner assembly. When air entering air cleaner reaches a predetermined temperature, the air control door opens completely and stops the intake of heated air.
Wax Pellet Controlled
A self-contained, wax pellet actuated assembly mounted in the air cleaner controls the air regulator damper (hot/cold air delivery door). When incoming air is cold, wax material sealed in the actuator is in a solid contracted state. As incoming air warms, wax material expands by changing to a liquid state. This forces piston outward, repositioning air regulator damper and allowing air (either a mix of hot and cold or all cold) to enter engine.
SELF-DIAGNOSTIC SYSTEM

The control module is equipped with a self-diagnostic system which detects system failures or abnormalities. When a malfunction occurs, control module illuminates the SERVICE ENGINE/THROTTLE SOON light located on instrument panel. When malfunction is detected and light is turned on, a corresponding trouble code is stored in control module memory. Malfunctions are designated as either "hard failures" or "intermittent failures". For procedures on retrieving stored codes, see G - TESTS W/CODES - 4.3L article. "HARD FAILURES" Hard failures cause SERVICE ENGINE/THROTTLE SOON light to glow and remain on until malfunction is repaired. If light comes on and remains on during vehicle operation, cause of malfunction must be determined using diagnostic charts in G - TESTS W/CODES - 4.3L article. If a sensor fails, control module uses a substitute value in its calculations to continue engine operation. Although vehicle is functional in this condition, driveability will probably be adversely affected. "INTERMITTENT FAILURES" Intermittent failures cause SERVICE ENGINE/THROTTLE SOON light to flicker or illuminate and go out about 10 seconds after intermittent fault goes away. However, control module retains corresponding trouble code in memory. If related fault does not reoccur within 50 engine restarts, related trouble code is erased from control module memory. Sensor, connector or wiring related problems may cause intermittent failures. See H TESTS W/O CODES - GASOLINE article in this section. SERVICE ENGINE/THROTTLE SOON LIGHT As a bulb and system check, SERVICE ENGINE/THROTTLE SOON light glows when ignition switch is turned to ON position and engine is not running. When engine is started, light should go out. If light does not operate as described, malfunction has been detected in computerized engine control system or SERVICE THROTTLE SOON light circuit is faulty. To verify proper operation of SERVICE ENGINE SOON light on gasoline models, proceed to the DIAGNOSTIC CIRCUIT CHECK in F - BASIC TESTING - 4.3L article. SERIAL DATA Control module has a serial data line. Serial data is a stream of electrical impulses which can be interpreted by special testers of other control modules. Access serial data by connecting special scan testers to Data Link Connector (DLC). Update intervals and information contained within data stream vary with model application.
MISCELLANEOUS PCM CONTROLS

NOTE: Although not considered true engine performance-related systems, some devices may affect driveability if they malfunction.
ABS On 4.3L "S" and "T" Series equipped with M/T, a VCM computer also controls the Anti-Lock Brake System

(ABS). VCM calculates wheel speeds through pick-up coils at each front wheel and VSS in rear of transmission. If lock-up is detected, VCM controls hydraulic valves and motors in Brake Pressure Modulator Valve (BPMV) assembly. VCM is able to detect problems in the ABS related circuits and set trouble codes. For more information, see the appropriate ANTI-LOCK - 4WAL - "S" & "T" SERIES WITH VCM article in BRAKES section. A/C CLUTCH On many models, control module regulates operation of the A/C clutch through an control module-controlled relay. The control module disengages the A/C compressor when compressor load on engine may cause driveability problems (i.e., during hot restart, idle, low speed steering maneuvers and wide open throttle operation) or if A/C refrigerant pressure drops to less than or rises to greater than normal operating levels. Refrigerant pressure is sensed through the monitoring of high and low pressure switches or a pressure sensor which registers either high or low pressure levels. Hot restart is monitored through the coolant temperature sensor. For component application and related wiring, see wiring schematics under MISCELLANEOUS PCM CONTROLS in I - SYSTEM/COMPONENT TESTS - 4.3L article.
A/C Pressure Switches
A/C high and low pressure switches may be used in the A/C compressor clutch or compressor clutch relay circuit. Switches are normally closed, completing the circuit which energizes the compressor clutch. When system freon pressure increases beyond a certain point, high side switch opens, causing compressor clutch to disengage. If system freon level decreases (causing freon pressure to drop), low side pressure switch opens, preventing compressor damage by causing compressor clutch to disengage. CRUISE CONTROL On models with cruise control, the system is operated by the control module. Control module receives inputs from VSS, servo diaphragm position sensor, cruise control switch and brake release switch. Based on these inputs, control module controls vacuum valves at servo. Control module prevents system engagement at speeds of less than 25 MPH. Control module is not serviceable; if defective, it must be replaced. System faults are stored as codes in control module memory. TRANSMISSION
Torque Converter Clutch
The transmission/transaxle converter clutch eliminates power loss of torque converter stage when vehicle is in a cruise condition, allowing driver convenience of automatic transmission and fuel economy of a manual transmission. Fused battery ignition is supplied to converter solenoid through a brake switch. On some models, 2nd, 3rd and 4th gear hydraulic apply switches (located within transmission) may also be in series with solenoid power or ground circuit. On other models, switch status may only be monitored by control

module, without sharing power or ground with converter solenoid. For wiring reference, see wiring schematics under MISCELLANEOUS PCM CONTROLS in I - SYSTEM/COMPONENT TESTS - 4.3L article. Converter clutch engages when vehicle is moving faster than a pre-calibrated speed, engine is at normal operating temperature, throttle position sensor output is not changing (indicating a steady road speed) and transmission 3rd gear or high gear switch (if equipped) and brake switch are closed. When vehicle speed is great enough (about 20-45 MPH as indicated by the vehicle speed sensor), control module energizes converter clutch solenoid mounted in transmission, allowing torque converter to directly connect engine to the transmission. When operating conditions indicate transmission should operate as normal, converter clutch solenoid is de-energized, allowing transmission to return to normal automatic operation. Since power for the converter solenoid is delivered through the brake switch, transmission also returns to normal automatic operation when brake pedal is depressed. To check function of converter clutch system, perform functional check of system. See MISCELLANEOUS PCM CONTROLS in the appropriate I SYSTEM/COMPONENT TESTS - 4.3L article.
Electronic Transmission (4L60-E, 4L80-E & 4T60-E)
On most vehicles, Powertrain Control Module (PCM) controls transmission and other vehicle functions. Control module monitors a number of engine/vehicle functions and uses data to control shift solenoid "A", shift solenoid "B", TCC and the force motor. Control module also regulates TCC engagement, upshift pattern, downshift pattern and line pressure (shift quality). Shift Solenoid "A" (1st-2nd) Shift solenoid "A" is attached to the valve body and is a normally open exhaust valve. Control module activates solenoid by grounding it through an internal quad-driver. Solenoid "A" is on in 1st and 4th gears, but off in 2nd and 3rd. When on, solenoid redirects fluid to act on the shift valves. Solenoid "A" is Blue. Code 82 is associated with solenoid "A". Shift Solenoid "B" (2nd-3rd) Shift solenoid "B" is attached to the valve body and is a normally open exhaust valve. Control module activates solenoid by grounding it through an internal quad-driver. Solenoid "B" is on in 3rd and 4th gears, but off in 1st and 2nd. When on, solenoid redirects fluid to act on the shift valves. Solenoid "B" is Red. Codes 81, 86 and 87 are associated with solenoid "B". Force Motor (Pressure Control Solenoid) Force motor is attached to valve body and controls line pressure by moving a pressure regulator valve against spring pressure. Force motor replaces throttle valve or vacuum modulator used on past transmissions. Control module varies line pressure based upon engine load. Engine load is calculated from various inputs, especially TP sensor. Line pressure is actually varied by changing amperage applied to force motor from zero (high pressure) to 1.1 amps (low pressure). Force motor is periodically pulsed to prevent fluid contamination from causing pressure regulator valve to stick.
Shift Light
Shift light may be used on vehicles equipped with manual transmission. Light indicates best transmission shift point for maximum fuel economy. Power for light is supplied through GAUGES fuse. Light illuminates when

control module supplies a ground circuit for bulb. For wiring reference, see wiring schematics under MISCELLANEOUS PCM CONTROLS in I - SYSTEM/COMPONENT TESTS - 4.3L article.
WIRING DIAGRAMS
ASTRO & SAFARI


Fig. 1: Wiring Diagram (Astro & Safari 4.3L VIN W - 1 Of 2)


Fig. 2: Wiring Diagram (Astro & Safari 4.3L VIN W - 2 Of 2) "C" & "K" SERIES PICKUP, SIERRA - W/ A/T


Fig. 3: Wiring Diagram ("C" & "K" Series Pickup, Sierra - 4.3L W/ A/T - 1 Of 3)


Fig. 4: Wiring Diagram ("C" & "K" Series Pickup, Sierra - 4.3L W/ A/T - 2 Of 3)


Fig. 5: Wiring Diagram ("C" & "K" Series Pickup, Sierra - 4.3L W/ A/T - 3 Of 3) "C" & "K" SERIES PICKUP, SIERRA - W/ M/T


Fig. 6: Wiring Diagram ("C" & "K" Series Pickup & Sierra - 4.3L W/ M/T - 1 Of 3)


Fig. 7: Wiring Diagram ("C" & "K" Series Pickup & Sierra - 4.3L W/ M/T - 2 Of 3)


Fig. 8: Wiring Diagram ("C" & "K" Series Pickup & Sierra - 4.3L W/ M/T - 3 Of 3) "P" SERIES - W/ M/T


Fig. 9: Wiring Diagram ("P" Series - 4.3L With M/T - 1 Of 2)


Fig. 10: Wiring Diagram ("P" Series - 4.3L With M/T - 2 Of 2) "P" SERIES - W/ 4L80-E


Fig. 11: Wiring Diagram ("P" Series - Commercial Van & Motorhome - 4.3L W/ 4L80-E - 1 Of 3)


Fig. 12: Wiring Diagram ("P" Series - Commercial Van & Motorhome - 4.3L W/ 4L80-E - 2 Of 3)


Fig. 13: Wiring Diagram ("P" Series - Commercial Van & Motorhome - 4.3L W/ 4L80-E - 3 Of 3) "S" & "T" SERIES - VIN W WITH PCM


Fig. 14: Wiring Diagram ("S" & "T" Blazer, Jimmy, Pickup & Sonoma - 4.3L VIN W W/PCM - 1 Of 2)


Fig. 15: Wiring Diagram ("S" & "T" Blazer, Jimmy, Pickup & Sonoma - 4.3L VIN W W/PCM - 2 Of 2) "S" & "T" SERIES - VIN W WITH VCM


Fig. 16: Wiring Diagram ("S" & "T" Blazer, Jimmy, Pickup & Sonoma - 4.3L VIN W W/VCM - 1 Of 3)


Fig. 17: Wiring Diagram ("S" & "T" Blazer, Jimmy, Pickup & Sonoma - 4.3L VIN W W/VCM - 2 Of 3)


Fig. 18: Wiring Diagram ("S" & "T" Blazer, Jimmy, Pickup & Sonoma - 4.3L VIN W W/VCM - 3 Of 3) "S" & "T" SERIES - VIN Z WITH PCM


Fig. 19: Wiring Diagram ("S" & "T" Blazer, Jimmy, Pickup & Sonoma - 4.3L VIN Z W/PCM - 1 Of 2)


Fig. 20: Wiring Diagram ("S" & "T" Blazer, Jimmy, Pickup & Sonoma - 4.3L VIN Z W/PCM - 2 Of 2) "S" & "T" SERIES - VIN Z WITH VCM


Fig. 21: Wiring Diagram ("S" & "T" Blazer, Jimmy, Pickup & Sonoma - 4.3L VIN Z W/VCM - 1 Of 2)


Fig. 22: Wiring Diagram ("S" & "T" Blazer, Jimmy, Pickup & Sonoma - 4.3L VIN Z W/VCM - 2 Of 2) VAN - WITH 4L60-E


Fig. 23: Wiring Diagram (Van - 4.3L With 4L60-E - 1 Of 3)




Fig. 25: Wiring Diagram (Van - 4.3L With 4L60-E - 3 Of 3) VAN - WITH 4L80-E







Vortec 4.3L Teoria - Operacion

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1995 Chevrolet Blazer

AIR INDUCTION SYSTEM

1995 Chevrolet Blazer

COMPUTERIZED ENGINE CONTROLS

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

ABS Control Motors ("S" & "T" Series With VCM)

See MISCELLANEOUS PCM CONTROLS .

See MISCELLANEOUS PCM CONTROLS .

See EMISSION SYSTEMS .

See MISCELLANEOUS PCM CONTROLS .

See SELF-DIAGNOSTIC SYSTEM .

See EMISSION SYSTEMS .

1995 Chevrolet Blazer

See IGNITION SYSTEM .

See IGNITION SYSTEM .

See EMISSION SYSTEMS .

See FUEL CONTROL under FUEL SYSTEM.

See FUEL DELIVERY under FUEL SYSTEM.

See FUEL DELIVERY under FUEL SYSTEM.

See IGNITION SYSTEM .

See IDLE SPEED under FUEL SYSTEM.

See SELF-DIAGNOSTIC SYSTEM .

See SELF-DIAGNOSTIC SYSTEM .

See MISCELLANEOUS PCM CONTROLS .

See MISCELLANEOUS PCM CONTROLS .

1995 Chevrolet Blazer

See MISCELLANEOUS PCM CONTROLS .

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

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IGNITION TIMING CONTROL SYSTEMS

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1995 Chevrolet Blazer

SYSTEM/COMPONENT TESTS - 4.3L article.

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

MISCELLANEOUS PCM CONTROLS

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

Fig. 1: Wiring Diagram (Astro & Safari 4.3L VIN W - 1 Of 2)

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer

1995 Chevrolet Blazer