Chevrolet Repair Questions? Ask a Mechanic for Answers ASAP
This vehicle is not equipped with selected component.
It does have a MAP sensor though.
Causes of a rough idle.
Improperly Functioning or Faulty EGR Valve.
Causes of erratic idle.
Priority Action Part Type Cause 1 Inspect M.A.P. Sensor Faulty M.A.P. Sensor. 2 Inspect EGR Valve Improperly Functioning or Faulty EGR Valve. 3 Inspect Fuel Injector Dirty or Worn Fuel Injectors. 4 Inspect Idle Air Control Valve Damaged, Loose, or Faulty Idle Air Control Valve. 5 Inspect Idle Speed Actuator Damaged, Loose, or Faulty Idle Speed Actuator. 6 Inspect Throttle Position Sensor Faulty or Incorrectly Connected Throttle Position Sensor. 7 Inspect Fuel Filter Clogged or Dirty Fuel Filter. 8 Inspect PCV Valve Plugged or Damaged PCV Valve. 09 Inspect Valve Burned, Worn, or Sticking Exhaust Valves.
See Figures 1 and 2
The Manifold Absolute Pressure (MAP) sensor measures the changes in intake manifold pressure, which result from the engine load and speed changes, and converts this to a voltage output.
A closed throttle on engine coastdown will produce a low MAP output, while a wide-open throttle will produce a high output. This high output is produced because the pressure inside the manifold is the same as outside the manifold, so 100 percent of the outside air pressure is measured.
The MAP sensor reading is the opposite of what you would measure on a vacuum gauge. When manifold pressure is high, vacuum is low. The MAP sensor is also used to measure barometric pressure under certain conditions, which allows the ECM to automatically adjust for different altitudes.
The ECM sends a 5 volt reference signal to the MAP sensor. As the manifold pressure changes, the electrical resistance of the sensor also changes. By monitoring the sensor output voltage, the ECM knows the manifold pressure. A higher pressure, low vacuum (high voltage) requires more fuel, while a lower pressure, higher vacuum (low voltage) requires less fuel.
The ECM uses the MAP sensor to control fuel delivery and ignition timing.
Fig. Fig. 1: Common Manifold Absolute Pressure (MAP) sensor used on 4.3L, 5.0L and 5.7L engines
Fig. Fig. 2: Common Manifold Absolute Pressure (MAP) sensor used on 7.4L engines
See Figures 3, 4 and 5
Fig. Fig. 3: Location of the MAP sensor-TBI system shown
Fig. Fig. 4: Probe the terminals of the MAP sensor to check for proper reference voltage
Fig. Fig. 5: Manifold Absolute Pressure (MAP) sensor wiring diagram
Under hood, center, upper engine area, mounted in rear of intake manifold
To lower the formation of nitrogen oxides (NOx) in the exhaust, it is necessary to reduce combustion temperatures. This is done in the diesel, as in the gasoline engine, by introducing exhaust gases into the cylinders through the EGR valve.
The Exhaust Pressure Regulator (EPR) valve and solenoid operate in conjunction with the EGR valve. The EPR valve's job is to increase exhaust backpressure in order to increase EGR flow. The EPR valve is usually open, and the solenoid is normally closed. When energized by the B+ wire from the Throttle Position Switch (TPS), the solenoid opens, allowing vacuum to the EPR valve, closing it. This occurs at idle. As the throttle is opened, at a calibrated throttle angle, the TPS de-energizes the EPR solenoid, cutting off vacuum to the EPR valve, closing the valve. Two other solenoids are used for EGR valve control. The EGR solenoid allows vacuum to reach the EGR vent solenoid under certain conditions. The vent solenoid then controls the EGR valve to regulate the flow of gasses into the intake manifold.
Exhaust Gas Recirculation (EGR) Valve
See Figure 1
Apply vacuum to the EGR valve with a hand vacuum pump. The valve should be fully open at 11 in. Hg (75 kPa) and closed below 6 in. Hg (41 kPa).
Fig. Fig. 1: Some EGR valves may be tested using a vacuum pump by watching for diaphragm movement
CAUTION Make sure the valve is not hot.
Fuel injectors, look for signs of them dripping.
The engine idle speed is controlled by the ECM through the Idle Air Control (IAC) valve mounted on the throttle body. The ECM sends voltage pulses to the IAC motor causing the IAC motor shaft and pintle to move in or out a given distance (number of steps) for each pulse, (called counts).
This movement controls air flow around the throttle plate, which in turn, controls engine idle speed, either cold or hot. IAC valve pintle position counts can be seen using a scan tool. Zero counts corresponds to a fully closed passage, while 140 or more counts (depending on the application) corresponds to full flow.
Fig. Fig. 1: The IAC valve can be on the throttle body, usually next to the throttle position sensor
See Figures 2, 3 and 4
Fig. Fig. 2: Using an ohmmeter, backprobe terminals of the TPS sensor to check for proper resistances
Fig. Fig. 3: The TP sensor and IAC sensor are usually located at the side of the throttle body
Fig. Fig. 4: Idle Air Control (IAC) valve wiring and terminal identification
Idle Speed and Mixture Adjustments
GASOLINE FUEL INJECTED ENGINES
The fuel injected vehicles are controlled by a computer which supplies the correct amount of fuel during all engine operating conditions and controls idle speed; no adjustment is necessary or possible
Under hood, center, upper engine area, center of intake manifold, mounted on passenger side of throttle body unit
The Throttle Position Sensor (TPS) is connected to the throttle shaft on the throttle body. It is a potentiometer with one end connected to 5 volts from the ECM and the other to ground.
A third wire is connected to the ECM to measure the voltage from the TPS. As the throttle valve angle is changed (accelerator pedal moved), the output of the TPS also changes. At a closed throttle position, the output of the TPS is low (approximately .5 volts). As the throttle valve opens, the output increases so that, at wide-open throttle, the output voltage should be approximately 4.5 volts.
By monitoring the output voltage from the TPS, the ECM can determine fuel delivery based on throttle valve angle (driver demand).
Fig. Fig. 1: Common Throttle Position Sensor (TPS) found on GM trucks
Fig. Fig. 2: Using a DVOM, backprobe terminals A and B of the TPS sensor to check for proper reference voltage
Fig. Fig. 3: Using the DVOM, backprobe terminals C and B of the TPS sensor, open and close the throttle and make sure the voltage changes smoothly
Fig. Fig. 4: Throttle Position Sensor (TPS) wiring diagram
Under hood, center, upper engine area, top of engine, mounted in passenger side valve cover
That can usually be checked by putting your thumb over the valve and you will here it snap when good.
Valve Burned, Worn, or Sticking Exhaust Valves.
Take a dollar bill and place it over the tailpipe flat, it will get sucked in if the exhaust valve is leaking.
Expert daves71, adds a bad coolant temp sensor on this year truck will cause the same symptom that the customer has
Under hood, center, upper engine area, passenger side of water outlet, mounted next to valve cover
The Engine Coolant Temperature (ECT) sensor is mounted in the intake manifold and sends engine temperature information to the ECM. The ECM supplies 5 volts to the coolant temperature sensor circuit. The sensor is a thermistor which changes internal resistance as temperature changes. When the sensor is cold (internal resistance high), the ECM monitors a high signal voltage which it interprets as a cold engine. As the sensor warms (internal resistance low), the ECM monitors a low signal voltage which it interprets as warm engine.
Fig. Fig. 1: Engine Coolant Temperature (ECT) sensor location-4.3L, 5.0L and 5.7L engines
Fig. Fig. 2: Engine Coolant Temperature (ECT) sensor location-7.4L engines
See Figures 3, 4, 5, 6 and 7
Fig. Fig. 3: The ECT sensor is usually located near the thermostat housing
Fig. Fig. 4: Using a thermometer, a DVOM and some jumper leads, check the resistance of the ECT sensor and compare your readings to those in the chart
Fig. Fig. 5: Submerge the end of the coolant temperature sensor in cold or hot water and check the resistance
Fig. Fig. 6: Engine Coolant Temperature (ECT) sensor wiring diagram
Fig. Fig. 7: Engine Coolant Temperature (ECT) sensor temperature vs. resistance values