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Posted on Jan 02, 2017
Fuel Level Indication System
The fuel level indication system is a magnetic gauge system. It consists of a magnetic fuel gauge (9280) mounted in the instrument cluster (10849) and a sending unit located in the fuel tank (9002) with an instrument cluster gauge amplifier (10E849) in series between the two. No instrument voltage regulator is used with this system.
The magnetic gauge movement consists of three primary coils, one of which is wound at a 90-degree angle to the other two. The coils form a magnetic field which varies in direction according to the variable resistance of the sender unit which is connected between two of them. A primary magnet, to which a shaft and pointer are attached, rotates to align to this primary field, resulting in pointer position. The bobbin/coil assembly is pressed into a metal housing which has two holes for dial mounting. There is no adjustment, calibration or maintenance required for these gauges. The instrument cluster amplifier is calibrated to the fuel gauge. The instrument cluster amplifier and fuel gauge must be replaced as a system. Instrument Cluster Gauge Amplifier/Check Gauge Module
The instrument cluster gauge amplifier electrically averages fuel sender readings so the fuel gauge displays actual fuel level and not fluctuations due to sloshing in fuel tank. The instrument cluster gauge amplifier is a small printed circuit board which latches into a pocket on the back of the instrument cluster. The electrical connections for ignition, ground, input from fuel sender and output to fuel gauge are made through a spring-type connector on the instrument cluster gauge amplifier to the instrument cluster printed circuit (10K843) on the instrument cluster. There are no provisions for calibration or adjustment of the instrument cluster gauge amplifier.
Fuel Sending Unit
The fuel sending unit consists of a variable screened resistor made up of a ceramic substrate. It is controlled by the action of an attached float in the fuel tank. When the fuel level is low, resistance in the sending unit is low. When the fuel level is high, the resistance in the sending unit is high. As the float moves from empty to full, the resistance will gradually and continuously increase.
Posted on Mar 11, 2010
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Throttle Position Sensor
The 3 wire Throttle Position Sensor (TPS) is mounted on the throttle body and is connected to the throttle blade.
The TPS is a 3wire variable resistor that provides the Powertrain Control Module (PCM) with an input signal (voltage) that represents the throttle blade position of the throttle body. The sensor is connected to the throttle blade shaft. As the position of the throttle blade changes, the resistance (output voltage) of the TPS changes.
The PCM supplies approximately 5 volts to the TPS. The TPS output voltage (input signal to the PCM) represents the throttle blade position. The PCM receives an input signal voltage from the TPS. This will vary in an approximate range of from .26 volts at minimum throttle opening (idle), to 4.49 volts at wide-open throttle. Along with inputs from other sensors, the PCM uses the TPS input to determine current engine operating conditions. In response to engine operating conditions, the PCM will adjust fuel injector pulse width and ignition timing.
The PCM needs to identify the actions and position of the throttle blade at all times. This information is needed to assist in performing the following calculations:
Ignition timing advance Fuel injection pulse-width Idle (learned value or minimum TPS) Off-idle (0.06 volt) Wide Open Throttle (WOT) open loop (2.608 volts above learned idle voltage) Deceleration fuel lean out Fuel cutoff during cranking at WOT (2.608 volts above learned idle voltage) A/C WOT cutoff (certain automatic transmissions only)
Removal & Installation
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See Figure 1
The heated oxygen sensor, or HO2S sensor is located at the exhaust system, usually near the catalytic converter. It produces a voltage signal of 0.1-1.0 volts based on the amount of oxygen in the exhaust gas. When a low amount of oxygen is present (caused by a rich air/fuel mixture), the sensor produces a low voltage. When a high amount of oxygen is present (caused by a lean air/fuel mixture), the sensor produces a high voltage. Because an accurate voltage signal is only produced if the sensor temperature is above approximately 600°F, a fast acting heating element is built into its body.
The ECU uses the HO2S sensor voltage signal to constantly adjust the amount of fuel injected which keeps the engine at its peek efficiency.
Fig. Fig. 1: Common oxygen sensor used on the 1989-90 MPI system
Removal & Installation
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