Testing Procedures for Blower Motors

No Blower Operation:

The first thing to check when there is no blower operation is the related fuse. A blown fuse could be the result of shorted wiring, shorted motor or a motor that has simply worn, causing excessive current draw. Foreign matter thats entered the housing and interfered with the blower cage may also cause a blown fuse.

If the fuse is good, test for battery power at the motor. Depending on the type of system, this must be accomplished with the ignition switch in the "on" position and the blower switch in high position.

If sufficient power (voltage) is present, test the circuit for a good ground at the motor with the blower switch in the high position using a voltage drop test. If a voltage drop of over 0.2 volts is displayed, the ground circuit requires further attention.

Blower Motor Current Draw:

Sometimes a fuse will blow sporadically. This may indicate that the blower motor is drawing excessive current at times. To test, remove the fuse to the blower motor circuit and insert a multimeter set to the appropriate amps in its place. By setting the meter to Min/Max, you can record both start and running amps when the blower switch is turned to the high position, determining if this is the problem.

Low Amp Probe:

Motor current draw can also be tested using the multimeter and a low amp probe clamped to the power or ground side while operating the motor.

Loss of Intermediate Speeds:

On systems equipped with a resistor block, test the resistor assembly for continuity and proper resistance. Be sure to test the blower switch for continuity at each selected position.

Note: Some blower switches do not have an "off" position. These systems will turn the blower motor on whenever the HVAC switch is in a position other than "off" and the blower switch is used to adjust the blower speed only.

Noisy Blower Motor Operation: This can be the result of:

• Condensation build up from blocked evaporator drain
• Foreign material in heater/air conditioning ducts such as leaves, sand, etc.
• Excessive armature bushing wear
• Loose or broken mounting hardware
• Loose or out of balance blower cage

Note: Many of the above conditions can also contribute to high blower motor amperage draw.

Motor Venting:

Many blower motors are vented to cool the motor. Be sure vents are not blocked and any connecting vent hoses are in good condition. If a blower motor is insufficiently vented, the life of the blower motor can be severely affected. Failure to ensure proper venting can cause premature failure of replacement parts and create a warranty claim.

Get Smart About A/C Systems

But learning about the basics of A/C system operation can help technicians service every system with skill.

All Air Conditioning (A/C) systems are not created equal, given that some are designed to OE specifications while others are not. But learning about the basics of A/C system operation can help technicians service every system with skill.

A/C Systems Understanding the Basics:

When two objects at different temperatures are placed next to each other, heat will flow from the warmer of the two to the cooler one. Heat transfer stops when both objects reach the same temperature. To cool vehicle interiors, the natural flow of heat is reversed with the heat removed and absorbed by refrigeration. By controlling the state of the refrigerant, the amount of heat absorbed and radiated to the atmosphere is also controlled.

Todays air conditioning systems employ four basic parts:

• A mechanical compressor, driven by the engine
• A restriction, which creates a pressure drop so low-pressure liquid can absorb heat from the passenger compartment
• Two heat exchangers, the evaporator and the condenser
• A refrigerant, which transfers heat from the passenger compartment to the external environment

The design of an A/C system is determined by the restriction used to create a pressure drop in the system. There are two styles of restrictions commonly used: the orifice tube and the thermostatic expansion valve. The restriction is critical, as it gives the compressor something to push or pump against, as well as controlling volume flow and metering the correct amount of refrigerant through the entire system.

When the compressor starts running, it pulls refrigerant from the evaporator coil and forces it into the condenser coil. Because of the restriction, low-pressure liquid is pulled from the evaporator. The restriction also allows refrigerant pushed by the compressor to the condenser to be compressed to a higher pressure. Refrigerant passes through the condenser on its way from the compressor to the expansion valve and then from the expansion valve to the evaporator. After passing through the evaporator tubing, the refrigerant is returned to the compressor through its inlet.

While there is a "high-side" and a "low-side" to an A/C system, a phase change occurs in each half of the system. In the "low-side," after the restriction and before the compressor, low-pressure liquid is vaporized as heat is absorbed from the passenger compartment. In the "high-side," after the compressor and before the restriction, high-pressure vapor condenses to a high-pressure liquid and is then exchanged into the atmosphere.

A/C System Diagnostics and Resources

When servicing an A/C system, the first and most important step is a visual check of system components. Look for refrigerant leaks, compressor clutch damage, plugged evaporator drain tubes, blocked condenser fins and corroded connections. Further diagnosis requires a good set of refrigerant pressure gauges, a leak detector and a multimeter for electrical diagnosis of switches, sensors and the A/C clutch coil.

A/C gauges will display both high- and low-side pressures. Deviations from the proper operating pressures indicate a problem in the system. Late-model systems and vehicles equipped with automatic temperature controls typically have on-board diagnostics. A scan tool can then be used to check for trouble codes.

Delphis complete array of diagnostic tools and technical support for A/C systems includes the new hand-held AC Analyzer and the Delphi Compressor Turning Tool, which is compatible with Delphi H6-, R4-, V5- and V7-style compressors. In addition to compressors, Delphi offers a wide range of other OE-validated components including condensers, evaporators and blower motors all of which provide OE-level fit and quality for superior results on any A/C system maintenance or repair job. Every Delphi A/C component is engineered with the same OE expertise Delphi uses to develop advanced Heating, Ventilation, and Air Conditioning (HVAC) Modules, which are integrated units designed to filter, condition and deliver air in support of vehicle interior comfort and convenience.

How to Prepare Your Shop for A/C Repairs

Here are a few tips from the service experts at Delphi to make sure your shop is geared up to cool-off even the most heated A/C repairs.

Equipment Checks

Your ability to effectively service todays A/C systems is dependent not only on know-how, but how well your equipment performs. Key devices such as the refrigerant identifier, electronic leak detection tool and temperature gun all need to be tested and adjustments made, as required, to ensure they are performing to manufacturer specifications. You dont want the first repair of the season to be the time when you discover an equipment problem or failure. A little preventative maintenance will go a long way.

Refrigerant Recovery/Recycle & Charging Station

This all-important tool needs a complete pre-season inspection. Areas of concentration include:

• Changing the oil in the vacuum pump
• Calibrating the scales and gauges
• Inspecting all hoses for cracks and splits
• Checking the gauges for leaks
• Purging the storage tanks of air
• Replacing particulate and oil filters
• Examining the O-rings at the service couplers for wear

To avoid inaccurate measurements by the recovery reservoir, you should also check it for "leftover" oil from the previous season.

A deep vacuum test is also highly recommended. If your unit cant achieve a deep vacuum, you wont be able to secure a proper charge of the refrigerant and oil following a repair. An improper refrigerant charge can lead to premature component failures, particularly with compressors.

EPA Certifications

Each technician needs to be certified by the Environmental Protection Agency to handle refrigerants. Given that testing is involved to obtain the certification, timing can become an issue. Dont wait - take the steps necessary to lineup any training and testing.

Oil and O-Rings

Most A/C system oils and lubricants have a shelf life. Using anything thats past the expiration date could damage the system youve just repaired. Survey your inventory and replace as needed. Another good supply check is O-rings. These, too, wont last forever. They should be inspected for cracks and splitting.

Making sure your equipment is in proper working order before the A/C season kicks into high gear will go a long way toward minimizing repair delays and potential comebacks.

Consider Upgrading Your Tool Box

Unfortunately, spanner wrenches wont work on newer-style compressor clutches. If you havent invested yet in a compressor turning tool, nows the time. The Delphi Compressor Turning Tool are available through Delphi distributors.

Getting ready for the A/C season doesnt have to be a hassle. It just takes a little planning and attention to detail.

Turning Up the Heat on Cooling System Repairs

The cooling system on a vehicle has one primary purpose to remove excess combustion heat from the engine.

As combustion occurs, a portion of the energy thats created is converted into mechanical energy. The balance is converted into heat energy. Some of this heat energy is vented through the exhaust system; the rest is drawn away from the engine via a steady flow of regulated coolant.

If not removed, this heat, which can top 4,500F, is enough to destroy an engine in as little as 30 minutes. The ideal engine operating temperature is regulated at approximately 200F (100C) 20F (approximately 11C).

If the engine coolant gets too hot, engine damage can occur. Conversely, if an engine operates at too low a temperature, engine performance can suffer. A cooling system malfunction in newer vehicles typically is associated with a single cause. As vehicles age and accumulate mileage, however, several factors can contribute to a malfunction, including:

Coolant Condition

Coolant is used to transfer heat in the system. The chemicals in coolant, when properly mixed with water, are formulated for maximum protection against boiling, freezing, rust and corrosion. All repairs should include a basic check of the coolant condition.

Leaks

Leaks not only contribute to coolant loss, but they also dont allow necessary coolant pressure to increase, thereby decreasing the coolants boiling point. Inspect hoses, connections and components to be certain all are in good condition. Keep in mind that not all coolant leaks are external. Leaks in the combustion chamber can cause hot gasses to be forced into the cooling system.

Thermostat Failures

The thermostat regulates both coolant flow and system temperatures. Without it, coolant would flow too fast past the combustion chamber, leaving damaging heat inside the engine. When a thermostat fails, it does so in an open or closed position. If stuck open, the engine has trouble reaching its ideal operating temperature. If stuck closed, the engine quickly overheats.

Radiator Problems

Inspect the exterior of the radiator carefully. Look for obstructions that can restrict airflow. Also check inside the radiator at the filler neck and inspect the inside of the radiator cap.

Corrosion and internal deposits can reduce coolant flow, affecting cooling system efficiency. Restrictions can be located with an infrared thermometer. They will appear as cold spots. Inspect the fins of the radiator for corrosion and the radiator tanks for developing cracks or deformations.

Restricted radiators should be flushed or replaced if the blockages cant be cleared.

Additionally, check the rubber insulator mounts for deterioration and cracks.

Broken or loose mountings subject the radiator to damaging vibrations.

Water Pump Concerns

Check the water pump drive for excessive side play. If the bearings are worn, replace the pump. Also inspect the housing for leaks from the seal, vent hole or mounting bolts. Servicing cooling systems doesnt need to be difficult if a process of elimination is used.

Previous Repairs

Unfortunately, even minor mistakes made in previous repairs can have major consequences. Example: Electric fan replacement. Wires can easily be crossed, causing the fan to run backwards. Also, using replacement wire that is not to gauge (too thin), can cause the fan to turn too slowly, which leads to poor performance and premature failure.

Delphi Product & Service Solutions - Delphis aftermarket division provides OE quality replacement parts for the right fit, form and function - the first time, every time. Delphis OE heritage and automotive electronics expertise provides an extensive product portfolio for the independent aftermarket.

The Delphi aftermarket brand ensures that their customers can expect the same Delphi quality and expertise that vehicle manufacturers have always benefited from.

The products they market and distribute through traditional aftermarket channels cover domestic and import applications. In addition, Delphi offers the most advanced diagnostic tools in the industry as well as training and technical support to ensure all Delphi customers have the information they need, when they need it to compete in todays automotive aftermarket.

Why Choose Delphi Condensers?

All Delphi condensers are OE quality, undergoing vibration, burst, corrosion and pressure cycle testing, as well as rigorous thermal and hydrodynamic performance tests for high quality. Their extruded aluminum micro-port tubes and louvered convoluted fins between end tanks provide high thermal performance in a small volume. Delphi designed micro-port condenser tubes provide efficient and effective heat transfer performance.

Four reasons to choose Delphi condensers:

• Delphi offers wide-line coverage, including applications for GM, Toyota, Honda and Chrysler, model years 1982-2008.
• Brazed, all-aluminum construction means less weight and improved corrosion resistance.
• Extruded micro-port tubes and louvered-convoluted fins between manifolds, provides high-heat transfer capabilities for optimal performance.
• Manifolds with integral mounting brackets reduces movement of pipes and the manifold, preventing refrigerant leaks.

Today's Electronic Ignition Systems

Almost all automotive ignition systems operate according to the same fundamental principles of electricity and electromagnetism. Over the years, however, there have been design changes in order to enhance combustion. These enable engine management systems to maintain tighter control over emissions, economy and performance.

Most modern vehicles will use one of three common electronic ignition system configurations - distributorless, coil-over-plug and coil-near-plug. Each offers fewer components, eliminates the need for timing adjustments and promotes longer coil life.

Repairing these systems starts with understanding their basic operation. Here is an overview of each. Distributorless ignition systems have fewer components, which promote longer coil life.

Distributorless Ignition Systems

Found on many current engines, these systems employ the waste spark method to distribute secondary voltage. In a waste spark system, one coil is used to fire one pair of companion cylinders simultaneously. Companion cylinders are those that are at top-dead-center at the same time. On a typical V6 engine, cylinders 1 and 4; 2 and 5; and 3 and 6 are companion cylinders. When cylinder 1 is at the top of the compression stroke, cylinder 4 is at the top of the exhaust stroke.

The cylinder on the compression stroke is known as the "event cylinder;" on the exhaust stroke it's called the "waste cylinder." In the event cylinder, the air/fuel mixture is compressed just below the point of auto-ignition and before the spark plug is fired. In the waste cylinder, exhaust gases being expelled from a cylinder are ignited to burn residual fuel. The mixture, under pressure in the event cylinder, requires more electrical energy to initiate combustion than the exhaust gases being forced out of the companion cylinder. In a distributorless system, one spark plug is attached to each end of the same secondary coil winding. This series circuit arrangement causes one of the plugs to fire in a forward direction (center electrode to outer electrode), and the other spark plug to fire in a reverse direction (outer electrode to center electrode).

Because of reverse polarity and the series configuration, a waste spark system requires greater secondary energy than a conventional ignition. Since the coil and plugs are arranged in a series circuit, a typical plug gap of .050" results in a total gap of .100". The waste spark can overcome this added resistance by producing high secondary output voltages due to low resistance in the primary winding. Electronic ignition coils can produce upwards of 40,000 volts to overcome circuit resistance, leaner air/fuel ratios and the mechanical resistance of compression.

Generally, event cylinders require 10- to 12-kV to initiate current flow across the spark plug gap, while only 2- to 3-kV is needed to fire the waste cylinder. Therefore, the air gap in the waste cylinder creates no more resistance than the rotor gap would in a conventional ignition system.

There are two different methods used for coil triggering. One method sends the crankshaft sensor signal directly to the ignition module to activate the coils. The other sends the crankshaft sensor signal to the powertrain control module (PCM), which then manages ignition operation either directly or through a separate ignition module.

Coil-Over-Plug System

This type of distributorless system moves the coil even closer to the plug. It was developed so that combustion can be controlled on a cylinder-by-cylinder basis. This translates into better emissions, fuel economy and performance.

In the coil-over-plug ignition configuration, each cylinder has an ignition coil mounted directly above the spark plug on the cylinder head cover. A short suppressor/connector connects the coil to the plug. There are different methods used for primary triggering. Some vehicle manufacturers use a combination coil/module, which means each coil has its own control circuit, which is activated by the PCM. Others use remote mounted modules to trigger the coils.

Coil-Near-Plug System

This distributorless ignition system features a coil for each cylinder, just like the coil-over-plug system. Coil-near-plug systems are used where cylinder head configurations do not allow the ignition coil to be mounted above the spark plug as with the coil-over-plug system. An ignition coil/module is mounted in proximity of each cylinder. There is a short secondary ignition cable that connects the ignition coil and the spark plug. Each ignition coil/module has its own control circuit and is activated sequentially by the PCM. All timing decisions are made by the PCM.

Spotlight on... Glow Plugs

Top five tech tips when diagnosing and replacing glow plugs.

Glow plugs are pretty ingenious. As the tip heats up (or ‘glows’) within the combustion chamber, the air temperature rises, helping to reach ignition temperature. For car starts in below freezing temperatures, this is critical. But as an added benefit, glow plugs significantly reduce vehicle smoke emissions while the engine reaches normal temperature – up to 49 percent! Glow plugs help to burn fuel in the combustion chamber more efficiently, so there is improved fuel consumption. Better fuel consumption equals less emission, which in turn, equals less waste.

Added value helping to meet stringent emission standards

DPSS is committed to environmentally ‘green’ standards in today’s automotive industry, whilst still achieving optimal performance. Today, there are 120 Delphi glow plugs in range reaching more than 90 percent of the European vehicle parc and their numbers are growing.

It’s underneath which sets Delphi apart

To ensure Delphi full range meets OE standards, their glow plugs are subjected to a series of functional tests, temperature shock tests, lifecycle tests and speed-heating tests with electrical overload.

The easy-fit connection terminal helps ensure a secure, snug connection from glow plug control unit to ignition circuit. The insulation ring helps protect the product from shorting out, by separating positive and negative. The plug body is nickel-coated protecting the unit against damage from corrosion. This also ensures easy replacement. Working together with the heating coil, the regulating coil controls temperatures in the engine. This helps vehicles run smoothly, efficiently and decrease emissions. The heating coil works in tandem with the regulating coil to reach core temperatures up to 850°C in less than four seconds, ensuring a quick start.

A densely packed magnesium oxide insulation powder is vital in transferring high thermal properties protecting the electrical circuits within the glow plug.

The heating coil and glow tubes are two critical components for post-heating, and their performance is vital. Inferior products with these components could possibly create wider vehicle problems when fitted. Delphi heating coils are made of iron cobalt, a high quality specially made metal alloy.

Regular checks can save money on expensive replacements

From time to time, glow plugs should be examined. Even if they are still operating, there could be problems which may lead to premature failure. These technical tips can help assess maintenance and replacement, if needed.

Tip one: Check over the probe. Are there signs of carbon build up? If so, that may indicate a fuel injection system problem.

Tip two: If an engine system fault is diagnosed and rectified, the whole glow plug set should be replaced to avoid the risk of any in-service failure. In the majority of cases, plugs reach their wear limit more or less at the same time – and if connecting cables are already removed, the replacement of the complete set costs less than having to replace further plugs, a short time later.

Tip three: When replacing a glow plug, ensure that the thread within the cylinder head is clean. Lightly coat the glow plug thread only with a nickel-loaded anti-seize grease.

Tip four: Use the relevant torque tightening values as specified. Failure to do so may result in breaks on the case or connection and can result in irreparable damage to the plug.

Tip five: Dirt around the thread must not fall into the combustion chamber under any circumstances.

Delphi’s future commitment

Delphis comprehensive range – glow plugs, controllers and thermostats – cover the most popular global applications. New part numbers are added annually to help ensure coverage remains at a consistently high level.

Oxygen Sensor Types, Technologies & Common Failures

Engine Management System: The Basics

The purpose of the engine management system (EMS) is to apply the correct amount of gasoline to the air entering the engine, while igniting the compressed air/fuel mixture at the right time within the cylinder. When an average Stoichiometric ratio of 14.7 lbs. of air to 1 lb. of gasoline is maintained, the EMS provides adequate oxygen for the reduction of harmful pollutants, as well as a rich enough mixture to prevent the catalyst from overheating.

The EMS uses one or more oxygen sensors to monitor combustion by measuring the oxygen content in the exhaust. And, in order for the catalytic converter to perform at its full potential, the EMS uses information from the oxygen sensors mounted before and after the catalytic converter.

Oxygen Sensors: The How and Why

Oxygen sensors have to reach an approximate operating temperature between 600 and 650 degree F to produce valid data for closed-loop fuel control. In order to enter closed-loop sooner, oxygen sensors are equipped with a heater circuit, which provides power from a fused source and is ground-switched by the EMS processor.

Upstream oxygen sensors (typically located in the exhaust manifolds) are used to maintain control over the air/fuel mixture. Downstream oxygen sensors (located in the exhaust stream after the catalyst), are used by the EMS to monitor catalytic converter efficiency. In some engine management configurations, downstream oxygen sensor activity is used to adjust the air/fuel operation to maintain a favorable ratio to optimize catalyst efficiency.

Common Types of Oxygen Sensors

While all oxygen sensors serve the same purpose - to provide feedback to enable the EMS to maintain a suitable air/fuel ratio - several types of sensors can be found in current production vehicles.

Common oxygen sensor types include:

• 1. Zirconia dioxide
• 2. Planar
• 3. Titania
• 4. Wide-band air/fuel ratio

1. Zirconia dioxide oxygen sensors generate a voltage proportionate to the oxygen content of the exhaust. When the oxygen in the exhaust is high (lean mixture), the voltage produced is low.

Conversely, rich mixtures (low oxygen content) are indicated by high voltage. The voltage range is 0 to 1 volt.

2. More stringent exhaust emission requirements in the mid-1990s led to the development of heated planar sensors, which deliver a reading that can be used for accurate fuel control within 12 seconds after an engine is started. First introduced in 1998, planar sensors now account for about 50 percent of oxygen sensors installed in new vehicles in the United States, and that number is growing rapidly.

3. The Titania oxygen sensor is a variable resistor-type sensor. As the oxygen content in the exhaust changes, the resistance of the oxygen sensor changes, too. Depending on the condition (rich or lean), the resistance causes the sensor reference voltage to rise or fall. A lean condition will cause the Titania oxygen sensor to output a high voltage signal. The voltage range is typically 0 to 5 volts.

4. Another type of oxygen sensor is the AF sensor, also called a Lean Air Fuel sensor (LAF). The LAF sensor improves overall efficiency by keeping the fuel control system in closed-loop during a wider range of driving conditions. Subsequently, instead of using preprogrammed, open loop air/fuel ratios in many situations, the ECM/PCM fine-tunes the mixture more closely based on actual oxygen readings.

Common failures and faults

As an oxygen sensor deteriorates, it can cause excessive gasoline consumption and elevated exhaust emissions while accelerating catalytic converter damage.

The deterioration can also lead to engine performance problems such as surging and hesitating. A deteriorated sensor can also contribute to sluggish engine performance caused by a rough idle from too lean a mixture.

Any time vehicle tailpipe emissions exceed 1 ? times federal limits, the EMS processor is programmed to record fault data. The Malfunction Indicator Lamp will illuminate after two consecutive faulted trips, and the oxygen sensor and its associated circuits are monitored for defects.

Oxygen sensor and/or oxygen sensor circuit faults (including the heater circuits) can prevent the EMS from entering closed-loop. These faults can also set DTCs in memory and prevent some on-board diagnostic tests from running.

Emissions System Diagnostics and Repairs

Since the 1960s, emissions components and/or systems have been incorporated into vehicle designs to reduce vehicle emissions. Through the refinement of these systems, the percentage of tailpipe and crankcase emissions have been significantly reduced, and the road has been paved for enhanced evaporative emissions controls on current production vehicles.

Positive Crankcase Ventilation

When combustion occurs, theres always a slight amount of unburned fuel and water vapor, often called blow-by, which leaks past the piston rings into the crankcase. The positive crankcase ventilation (PCV) system has two basic purposes: First, to reintroduce blow-by gasses back into the combustion chamber to control hydrocarbon emissions and prevent engine oil from diluting and deteriorating; second, to relieve crankcase pressure that can lead to oil leakage. The PCV valve is typically on the engine between a valve cover and a manifold vacuum source, which commonly originates from either the intake manifold or throttle body.

The valve itself contains a pintle and calibrated spring used to regulate flow through the system. Serviceable as a unit only, the typical interval for valve replacement is 50,000 miles. When replacing these valves, inspect the related vacuum and vapor hoses for any signs of deterioration. The PCV system uses a breather element to prevent oil from being introduced back into the combustion process. This filter should be replaced when the valve is replaced.

Exhaust Gas Recirculation

Since the advent of regulations that mandate the amounts of oxides of nitrogen (NOx) emissions, exhaust gas recirculation (EGR) valves have become commonplace. The EGR system reduces combustion temperatures by diluting the incoming air/fuel charge thats burned during the combustion process. An EGR valve or system that malfunctions can cause combustion temperatures to rise, causing detonation and the unwanted creation of NOx. The EGR valve is controlled by the powertrain control module (PCM) on OBDII-equipped vehicles. Exhaust gases are re-circulated under steady state cruise conditions or under light or moderate loads when combustion pressures and temperatures are elevated. The PCM uses a variety of sensor data to calculate EGR flow rates.

Air Injection Reaction

The air injection reaction (AIR) system is the only active post-combustion emission system and uses an air pump to provide supplemental oxygen, which reduces hydrocarbon and carbon monoxide emissions. There are three basic phases of operation for the AIR system:

• Open loop - Injects air into exhaust manifold as close to exhaust valve as possible
• Closed loop - Routes air to the catalytic converter promoting the creation of two "favorable" byproducts of combustion - water vapor and carbon dioxide
• Deceleration - Diverts air to the atmosphere during deceleration to prevent post-combustion backfires

Evaporative Emissions System

The evaporative emissions system is designed to capture gasoline vapors that would otherwise evaporate from the gasoline tank and carburetor, if equipped. When the engine is not running, the system is sealed.

Hydrocarbon vapors are not allowed to dissipate into the atmosphere. Any gasoline vapors stored are retained in a canister thats filled with activated charcoal. When the engine is started, the vapors are purged from the canister and introduced into the combustion process.

OBDII-equipped vehicles can verify the integrity of the evaporative emissions system and verify the flow of evaporative emissions. Any leaks in, or improper flow through the evaporative system will trigger diagnostic trouble code(s).

The Catalytic Converter

While the AIR system is the only active post-combustion emissions control system, the catalytic converter is the only passive post-combustion emission control device. Current production vehicles use a three-way catalytic converter that contains two sections of ceramic honeycomb monolith. Three way catalysts are designed to reduce the quantity of NOx, hydrocarbons and carbon monoxide emitted from the tailpipe.

In the first section of the catalyst (the reduction portion), the monolith is coated with rhodium. This noble metal is used to separate nitrogen from oxygen - reducing NOx and freeing up oxygen for the combination chemical activity that reduces hydrocarbons and carbon monoxide. Any nitrogen that is "freed up," passes through the catalytic converter and exhaust system as an inert gas. In the second portion of the catalytic converter (the combination portion), oxygen from the reduction of NOx, in conjunction with any air injected into the catalyst, is used to convert carbon monoxide and hydrocarbons into carbon dioxide and water vapor.

IDLE AIR CONTROL VALVES & THROTTLE BYPASS VALVES

100% OE line covering a large application base.

SENSORS

Temperature sensors feature Delphis one piece lead-frame design from the sensing element to the connector terminals that eliminates internal connections and failure points.

MAP sensors are internally insulated with silicone gel over the IC chip for reduced temperatures and vibration resistance providing longer service life.

MODULES

Delphis ignition module program features distributor based, DIS and late model cassette configurations for a broad offering.

POSITION SENSOR

Delphis camshaft and crankshaft position sensors feature hall effect or magneto resistive principles for accurate and clean signal input to the ECM.

AIR METERS

Delphis offering is an all-new program and does not contain remanufactured units.

Performance Specifications

Delphi Product & Service Solutions - Delphis aftermarket division provides OE quality replacement parts for the right fit, form and function - the first time, every time. Delphis OE heritage and automotive electronics expertise provides an extensive product portfolio for the independent aftermarket.

The Delphi aftermarket brand ensures that our customers can expect the same Delphi quality and expertise that vehicle manufacturers have always benefited from. The products we market and distribute through traditional aftermarket channels cover domestic and import applications. In addition, Delphi offers the most advanced diagnostic tools in the industry as well as training and technical support to ensure all Delphi customers have the information they need, when they need it to compete in todays automotive aftermarket.

Getting Control on Emissions

Vehicle manufacturers have been designing and implementing emissions systems since the introduction of the Positive Crankcase Ventilation (PCV) system in the early 1960s. Emission systems were designed to control the following pollutants:

• Hydrocarbons - Unburned fuel that results from a lack of combustion or overly rich mixtures
• Carbon monoxide (CO) - Partially burned fuel that is colorless, odorless and toxic that typically results from rich mixtures where either theres not enough air, or too much gasoline
• Oxides of nitrogen (NOX) - Formed when combustion temperature begins to exceed 1800 degree F where normally inert nitrogen chemically bonds with oxygen

After the introduction of the catalyst in 1975, it was determined that mechanical fuel controls could not adequately maintain the air/fuel ratio. So, in 1980, computer controls were implemented to reduce the reliance on the catalyst to reduce emissions. With the introduction of fuel injection in the mid 1980s, fuel control was honed over time to a point where certain emissions systems were no longer required. Depending on the vehicle, any of the following emissions systems can be found today:

• Positive Crankcase Ventilation (PCV) - a closed system used to recirculate blow-by gasses, which are hydrocarbons that are forced past piston rings into the crankcase.
• Evaporative System (EVAP) - used to prevent vaporous hydrocarbons from escaping into the atmosphere. Vapors are retained in a carbon canister and are then introduced into the combustion process when the engine is running.
• Exhaust Gas Recirculation (EGR) - used to dilute the incoming air/fuel charge into a cylinder to reduce peak combustion temperatures below 1800 degree F.
• Secondary Air (AIR) systems - used on powertrain applications that do not provide enough post combustion oxygen to effectively reduce hydrocarbon and CO emissions. Supplemental air is commonly injected into the exhaust manifold immediately after cold starts, helping to bring oxygen sensors up to operating temperature and reduce hydrocarbon and CO emissions.
• Catalyst - Three-way catalytic converters store and combine oxygen with hydrocarbon and CO to reduce hazardous emissions. NOX is separated into nitrogen and oxygen in the reduction portion. Newly freed oxygen is combined with hydrocarbons and CO in the combination section to form water vapor and carbon dioxide (CO2). When a catalytic converters efficiency decreases, it looses the ability to free-up and combine oxygen. This can contribute to an increase in hydrocarbon, CO and NOX emissions. A catalyst that is "clogged" can cause stalling and backpressure to increase.

A combination of federal and state legislation regulates emissions.

Many states require regular inspections to ensure that tailpipe emissions are within compliance ranges. Compliance testing typically varies. Mandated testing may only involve gas cap integrity (sealing), it may involve emissions testing at idle or test vehicles dynamically with being driven on a dynamometer for a 240 second Inspection/Maintenance (IM) test.

During an emission test, HC, CO, oxygen (O2), CO2 and NOX are monitored. Results, measured in parts-per-million or gramsper-mile, are compared to mandated cut-points. When emissions exceed these cut-points the vehicle fails the inspection. The following tailpipe emissions are desired during testing:

• HC - as low as possible
• CO - as low as possible
• O2 - typically below .5%
• CO2 - over 13.4%, with efficient combustion occurring with a CO2 reading greater than 13.4

Brake Pads

The pads are placed in the caliper and sit on either side of the brake disc. Their job begins when the caliper clamps down onto the disc.

At this point, it is important that they have a flush and clean contact with both disc and caliper, so it is imperative that the caliper housing has been cleaned thoroughly and any foreign objects have been removed prior to fitting.

When replacing pads, check to see if both pads are worn equally. If the front pad has more wear than the rear, or vice versa, theres a chance that either the caliper or the mounting hardware is causing the problem and need to be replaced.

Tested at every turn

The use of copper grease can prevent OE noise fixes from performing to their full potential. As Delphi use the same anti-noise technology as OE, its use is not advisable.

Winning the battle against the “Check Engine” light

Following the correct bedding-in procedure is essential to prevent glazing which will affect pad performance.

Have we met?

Ensure that all pads on a vehicle axle are replaced at the same time to prevent uneven wear, which can compromise braking safety.

CFMI - CENTRAL FUEL MANIFOLD INJECTION

Uses one centrally-mounted injector and pop-off valves for each cylinder.

CSFI - CENTRAL SEQUENTIAL FUEL INJECTION

Uses centrally-mounted individual injectors and pop-off valves for each cylinder.

DIGITAL MULTI METER (DMM) OR DIGITAL VOLT-OHM METER (DVOM)

A digital electronic meter that displays voltage and resistance. Automotive-use DMMs or DVOMs are high-impedance devices, having an internal resistance of up to 10,000,000 Ohms.

ELECTRIC FUEL PUMP

Electric, motor-driven unit used to move volumes of fuel under pressure to the injection system.

FUEL FEED LINE

Fuel supply line running from tank and/or pump that supplies fuel to the injection system under pressure.

FUEL FILTER

In-line or in-tank debris strainer. The fuel filter aids in keeping the fuel supply clean to protect the fuel injection system from damage.

FUEL INJECTOR

Fuel delivery device used to meter and deliver fuel to the intake manifold or individual cylinders.

FUEL INJECTOR RAIL

Common connection point for multiple-injector systems to distribute fuel evenly to injectors.

FUEL INJECTOR RAIL CROSSOVER

Fuel delivery connection from one set of injectors to another on a multiple-bank engine that uses more than one fuel rail.

FUEL PRESSURE REGULATOR

Pressure relief valve used to control fuel pressure and volume to the injection system and return excess fuel to the fuel tank.

FUEL PULSE DAMPENER (PULSATOR)

Used to isolate the fuel system from the mechanical vibrations and hydraulic pulses generated by the fuel pump. The pulsator is positioned between the pump and fuel supply line and may be located in the tank or mounted externally.

FUEL RETURN LINE

A return path for unused fuel to cycle from the injectors back to supply tank. Usually connected to the fuel pressure regulator.

FUEL STRAINER

In-tank pre-filter used to protect the fuel pump from damage caused by debris.

SCHRADER VALVE

A tap or connection point to allow the technician to monitor the injection system pressure using a fuel pressure gauge. Schrader Valves are not found on all systems.

MFI - MULTIPOINT FUEL INJECTION

Equipped with separate injector for each cylinder.

MODULAR RESERVOIR ASSEMBLY (MRA)

All-in-one, in-tank fuel supply system consisting of Fuel Pump, Fuel Strainer, Float and/or Sending Unit. May also include Fuel Pressure Regulator and Fuel Filter.

PFI - PORT FUEL INJECTION

Injects fuel directly into the individual intake ports.

POWERTRAIN CONTROL MODULE (PCM)

Electronic control module that uses multiple input signals to make real-time adjustments to fuel, ignition and emission systems.

TBI - THROTTLE BODY INJECTION

May resemble carburetion and has fuel injectors located in a common throttle body.