See Figures 1, 2, 3 and 4
The Computer Command Control (CCC) system, installed on all 1981 cars, is basically a modified version of the C-4 system. Its main advantage over its predecessor is that it can monitor and control a larger number of interrelated emission control systems.
This new system can monitor up to 15 various engine/vehicle operating conditions and then use this information to control as many as 9 engine related systems. The CCC system is thereby making constant adjustments to maintain good vehicle performance under all normal driving conditions while at the same time allowing the catalytic converter to effectively control the emissions of NOx, HC and CO.
In addition, the CCC system has a built in diagnostic system that recognizes and identifies possible operational problems and alerts the driver through a "Check Engine" light on the instrument panel. The light will remain ON until the problem is corrected. The CCC system also has built in back-up systems that, in most cases of an operational problem, will allow for the continued operation of the vehicle in a near normal manner until the repairs can be made.
The CCC system has some components in common with the C-4 system, although they are not interchangeable. These components include the Electronic Control Module (ECM), which, as previously stated, controls many more functions than does its predecessor, an oxygen sensor system, an electronically controlled variable-mixture carburetor, a three-way catalytic converter, throttle position and coolant sensors, a Barometric Pressure sensor (BARO), a Manifold Absolute Pressure sensor (MAP) and a "Check Engine" light on the instrument panel.
Components unique to the CCC system include the Air Injection Reaction (AIR) management system, a charcoal canister purge solenoid, EGR valve controls, a vehicle speed sensor (in the instrument panel), a Transmission Converter Clutch (TCC) solenoid (only on models with automatic transmissions), idle speed control and Electronic Spark Timing (EST).
The ECM, in addition to monitoring sensors and sending out a control signal to the carburetor, also controls the following components or sub-systems: charcoal canister purge control, the AIR system, idle speed, automatic transmission converter lock-up, distributor ignition timing, the EGR valve, and the air conditioner converter clutch.
The EGR valve control solenoid is activated by the ECM in a fashion similar to that of the charcoal canister purge solenoid described earlier in this section. When the engine is cold, the ECM energizes the solenoid, which blocks the vacuum signal to the EGR valve. When the engine is warm, the ECM de-energizes the solenoid and the vacuum signal is allowed to reach, then activate the EGR valve.
The Transmission Converter Clutch (TCC) lock is controlled by the ECM through an electrical solenoid in the automatic transmission. When the vehicle speed sensor in the dash signals the ECM that the car has attained the pre-determined speed, the ECM energizes the solenoid which then allows the torque converter to mechanically couple the engine to the transmission. When the brake pedal is pushed, during deceleration or passing, etc., the ECM returns the transmission to fluid drive.
The idle speed control adjusts the idle speed to all particular engine load conditions and will lower the idle under no-load or low-load conditions in order to conserve fuel.
Not all engines use all systems. Control applications may differ.
The following procedure explains how to activate the Trouble Code signal light in the instrument cluster. This is not a full fledged C-4 or CCC system troubleshooting and isolation procedure.
Before suspecting the C-4 or CCC system, or any of its components, as being faulty, check the ignition system (distributor, timing, spark plugs and wires). Check the engine compression, the air cleaner and any of the emission control components that are not controlled by the ECM. Also check the intake manifold, the vacuum hoses and hose connectors for any leaks. Check the carburetor mounting bolts for tightness.
The following symptoms could indicate a possible problem area with the C-4 or CCC systems:
As a bulb and system check, the "Check Engine" light will come on when the ignition switch is turned to the ON position, but not started.
The "Check Engine" light will also show the trouble code/codes by a series of flashes, which translate as follows: when the diagnostic test lead (C-4) or terminal (CCC) under the instrument panel is grounded, with the ignition in the ON position and the engine not running, the "Check Engine" light will flash once, pause, and then flash twice in rapid succession. This is a Code 12, which indicates that the diagnostic system is working. After a long pause, the Code 12 will repeat itself two more times. This whole cycle will then repeat itself until the engine is started or the ignition switch is turned OFF.
When the engine is started, the "Check Engine" light will remain on for a few seconds and then turn off. If the "Check Engine" light remains on, the self-diagnostic system has detected a problem. If the test lead (C-4) or test terminal (CCC) is then grounded, the trouble code will flash (3) three times. If more than one problem is found to be in existence, each trouble code will flash (3) three times and then change to the next one. Trouble codes will flash in numerical order (lowest code number to highest). The trouble code series will repeat themselves for as long as the test leads or terminal remains grounded.
A trouble code indicates a problem with a given circuit. For example, trouble code 14 indicates a problem in the cooling sensor circuit. This includes the coolant sensor, its electrical harness and the Electronic Control Module (ECM).
Since the self-diagnostic system cannot diagnose every possible fault in the system, the absence of a trouble code does not necessarily mean that the system is trouble-free. To determine whether or not a problem with the system exists that does not activate a trouble code, a system performance check must be made. This job should be left to a qualified service technician.
In the case of an intermittant fault in the system, the "Check Engine" light will go out when the fault goes away, but the trouble code will remain in the memory of the ECM. Therefore, if a trouble code can be obtained even though the "Check Engine" light is not on, it must still be evaluated. It must be determined if the fault is intermittant or if the engine must be operating under certain conditions (acceleration, deceleration, etc.) before the "Check Engine" light will come on. In some cases, certain trouble codes will not be recorded in the ECM until the engine has been operated at part throttle for at least 5 to 18 minutes.
On the C-4 system, the ECM erases all trouble codes every time that the ignition is turned off. In the case of intermittant faults, a long term memory is desirable. This can be produced by connecting the orange connector/lead from terminal "S" of the ECM directly to the battery (or to a `hot' fuse panel terminal). This terminal must always be disconnected immediately after diagnosis as it puts an undue strain on the battery.
On the CCC system, a trouble code will be stored until the terminated `R' at the ECM has been disconnected from the battery for at least 10 seconds.
See Figures 5 and 6
ACTIVATING THE TROUBLE CODE
See Figures 7 and 8
On the C-4 system, activate the trouble code by grounding the trouble code test lead. Use the illustrations to help you locate the test lead under the instrument panel (usually a white and black wire with a green connector). Run a jumper wire from the lead to a suitable ground.
On the CCC system, locate the test terminal under the instrument panel (see illustration). Use a jumper wire and ground only the lead.
Ground the test lead/terminal according to the instructions given previously in the "Basic Troubleshooting" portion of this section.