Fuel System JTEC Chrysler

FUEL SYSTEM
TABLE OF CONTENTS
page page
FUEL DELIVERY SYSTEM. . . . . . . . . . . . . . . . . . . . 1 FUEL INJECTION SYSTEM . . . . . . . . . . . . . . . . . . 27
FUEL DELIVERY SYSTEM
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
PCM VIN REPROGRAMMING . . . . . . . . . . . . . . . . 1
FUEL DELIVERY SYSTEM. . . . . . . . . . . . . . . . . . . 2
FUEL PUMP MODULE . . . . . . . . . . . . . . . . . . . . . . 2
FUEL PUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FUEL GAUGE SENDING UNIT. . . . . . . . . . . . . . . . 3
FUEL FILTER/FUEL PRESSURE REGULATOR. . . . 3
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . 4
FUEL RAIL3.9/5.2/5.9L ENGINES . . . . . . . . . . . . 5
FUEL INJECTOR RAIL4.7L ENGINE . . . . . . . . . . 5
FUEL TANK FILLER TUBE CAP . . . . . . . . . . . . . . . 5
FUEL TUBES/LINES/HOSES AND CLAMPS . . . . . . 6
QUICK-CONNECT FITTINGS . . . . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING
FUEL PUMP PRESSURE TEST . . . . . . . . . . . . . . . 6
FUEL PUMP CAPACITY TEST . . . . . . . . . . . . . . . . 7
FUEL PRESSURE LEAK DOWN TEST. . . . . . . . . . 7
FUEL PUMP AMPERAGE TEST . . . . . . . . . . . . . . . 8
FUEL GAUGE SENDING UNIT. . . . . . . . . . . . . . . . 9
FUEL INJECTOR TEST . . . . . . . . . . . . . . . . . . . . 10
SERVICE PROCEDURES
FUEL SYSTEM PRESSURE RELEASE
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . 10
QUICK-CONNECT FITTINGS . . . . . . . . . . . . . . . . 11
REMOVAL AND INSTALLATION
FUEL FILTER/FUEL PRESSURE REGULATOR. . . 14
FUEL PUMP MODULE . . . . . . . . . . . . . . . . . . . . . 15
FUEL PUMP INLET FILTER . . . . . . . . . . . . . . . . . 16
FUEL GAUGE SENDING UNIT . . . . . . . . . . . . . . . 16
FUEL INJECTOR RAIL3.9/5.2/5.9L ENGINES . . 17
FUEL INJECTOR RAIL4.7L V8 ENGINE. . . . . . 19
FUEL INJECTOR(S) . . . . . . . . . . . . . . . . . . . . . . . 20
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FUEL TANK FILLER TUBE CAP . . . . . . . . . . . . . . 22
ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . . . . 22
THROTTLE CABLE . . . . . . . . . . . . . . . . . . . . . . . 23
THROTTLE CABLE4.7L V-8 ENGINE. . . . . . . . . 24
SPECIFICATIONS
FUEL TANK CAPACITY . . . . . . . . . . . . . . . . . . . . 24
FUEL SYSTEM PRESSURE . . . . . . . . . . . . . . . . . 24
FUEL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . 24
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . . 26
PCM VIN REPROGRAMMING
OPERATION
USE THE DRB SCAN TOOL TO REPROGRAM
THE NEW POWERTRAIN CONTROL MODULE
(PCM) WITH THE VEHICLES ORIGINAL IDEN-
TIFICATION NUMBER (VIN) AND THE VEHI-
CLES ORIGINAL MILEAGE. IF THIS STEP IS
NOT DONE, A DIAGNOSTIC TROUBLE CODE
(DTC) MAY BE SET.
DN FUEL SYSTEM 14 - 1
FUEL DELIVERY SYSTEM
DESCRIPTION
The fuel del i very system consi sts of:
the fuel pump modul e contai ni ng the el ectri c
fuel pump, fuel fi l ter/fuel pressure regul ator, fuel
gauge sendi ng uni t (fuel l evel sensor) and a separate
fuel fi l ter l ocated at bottom of pump modul e
fuel tubes/l i nes/hoses
qui ck-connect fi tti ngs
fuel i njector rai l
fuel i njectors
fuel tank
fuel tank fi l l er/vent tube assembl y
fuel tank fi l l er tube cap
accel erator pedal
throttl e cabl e
OPERATION
Fuel i s returned through the fuel pump modul e
and back i nto the fuel tank through the fuel fi l ter/
fuel pressure regul ator. A separate fuel return l i ne
from the engi ne to the tank i s not used.
The fuel tank assembl y consi sts of: the fuel tank,
fuel pump modul e assembl y, fuel pump modul e metal
l ockri ng and gasket, and rol l over val ve (refer to
Group 25, Emi ssi on Control System for rol l over val ve
i nformati on).
A fuel fi l l er/vent tube assembl y usi ng a pressure/
vacuum, 1/4 turn fuel fi l l er cap i s used. The fuel
fi l l er tube contai ns a fl ap door l ocated bel ow the fuel
fi l l cap.
Al so to be consi dered part of the fuel system i s the
evaporati on control system. Thi s i s desi gned to
reduce the emi ssi on of fuel vapors i nto the atmo-
sphere. The descri pti on and functi on of the Evapora-
ti ve Control System i s found i n Group 25, Emi ssi on
Control Systems.
Both fuel fi l ters (at bottom of fuel pump modul e
and wi thi n fuel pressure regul ator) are desi gned for
extended servi ce. They do not requi re normal sched-
ul ed mai ntenance. Fi l ters shoul d onl y be repl aced i f
a di agnosti c procedure i ndi cates to do so.
FUEL PUMP MODULE
DESCRIPTION
The fuel pump modul e on al l model s/al l engi nes i s
i nstal l ed i n the top of the fuel tank (Fi g. 1). The fuel
pump modul e contai ns the fol l owi ng components
(Fi g. 2):
A combi nati on fuel fi l ter/fuel pressure regul ator
El ectri c fuel pump
Fuel pump reservoi r
A separate i n-tank fuel fi l ter (at bottom of mod-
ul e)
Fuel gauge sendi ng uni t (fuel l evel sensor)
Fuel suppl y l i ne connecti on at fi l ter/regul ator
A metal l ockri ng to retai n pump modul e to fuel
tank
A gasket between tank fl ange and modul e
The fuel gauge sendi ng uni t (fuel l evel sensor), and
pi ck-up fi l ter (at bottom of modul e) may be servi ced
separatel y. I f the el ectri cal fuel pump requi res ser-
vi ce, the enti re fuel pump modul e must be repl aced.
OPERATION
Refer to Fuel Pump, Fuel Fi l ter/Fuel Pressure Reg-
ul ator and Fuel Gauge Sendi ng Uni t.
FUEL PUMP
DESCRIPTION
The fuel pump i s l ocated i nsi de of the fuel pump
modul e. A 12 vol t, permanent magnet, el ectri c motor
powers the fuel pump.
OPERATION
Vol tage to operate the el ectri c pump i s suppl i ed
through the fuel pump rel ay.
Fuel i s drawn i n through a fi l ter at the bottom of
the modul e and pushed through the el ectri c motor
gearset to the pump outl et.
Check Valve Operation: The pump outl et con-
tai ns a one-way check val ve to prevent fuel fl ow back
i nto the tank and to mai ntai n fuel suppl y l i ne pres-
sure (engi ne warm) when pump i s not operati onal . I t
i s al so used to keep the fuel suppl y l i ne ful l of gaso-
l i ne when pump i s not operati onal . After the vehi cl e
has cool ed down, fuel pressure may drop to 0 psi
(col d fl ui d contracts), but l i qui d gasol i ne wi l l remai n
i n fuel suppl y l i ne between the check val ve and fuel
Fig. 1 Fuel Pump Module/Fuel Tank (Top View)
1 FUEL PUMP MODULE
2 FRONT ROLLOVER VALVE
3 FUEL FILTER/FUEL PRESSURE REGULATOR
4 FUEL TANK
5 EVAP LINE
6 REAR ROLLOVER VALVE
14 - 2 FUEL SYSTEM DN
DESCRIPTION AND OPERATION (Continued)
i njectors. Fuel pressure that has dropped to 0
psi on a cooled down vehicle (engine off) is a
normal condition. Refer to the Fuel Pressure Leak
Down Test for more i nformati on.
FUEL GAUGE SENDING UNIT
DESCRIPTION
The fuel gauge sendi ng uni t (fuel l evel sensor) i s
attached to the si de of the fuel pump modul e. The
sendi ng uni t consi sts of a fl oat, an arm, and a vari -
abl e resi stor track (card).
OPERATION
The fuel pump modul e has 4 di fferent ci rcui ts
(wi res). Two of these ci rcui ts are used for the fuel
gauge sendi ng uni t for fuel gauge operati on, and for
certai n OBD I I emi ssi on requi rements. The other 2
wi res are used for el ectri c fuel pump operati on.
For Fuel Gauge Operation: A constant current
source of about 32 mA i s suppl i ed to the resi stor
track on the fuel gauge sendi ng uni t. Thi s i s fed
di rectl y from the Powertrai n Control Modul e (PCM).
The resi stor track i s used to vary the vol tage depend-
i ng on fuel tank fl oat l evel . As fuel l evel i ncreases,
the fl oat and arm move up, whi ch decreases vol tage.
As fuel l evel decreases, the fl oat and arm move
down, whi ch i ncreases vol tage. The vari ed vol tage
si gnal i s returned back to the PCM through the sen-
sor return ci rcui t. Output vol tages wi l l vary from
about.6 vol ts at FULL, to about 8.6 vol ts at EMPTY
(Jeep model s), or, about 7.0 vol ts at EMPTY (Dodge
Truck model s). NOTE: For diagnostic purposes,
this voltage can only be verified with the fuel
gauge sending unit circuit closed (i.e. having all
of the sending units electrical connectors con-
nected).
Both of the el ectri cal ci rcui ts between the fuel
gauge sendi ng uni t and the PCM are hard-wi red (not
mul ti -pl exed). After the vol tage si gnal i s sent from
the resi stor track, and back to the PCM, the PCM
wi l l i nterpret the resi stance (vol tage) data and send
a message across the mul ti -pl ex bus ci rcui ts to the
i nstrument panel cl uster. Here i t i s transl ated i nto
the appropri ate fuel gauge l evel readi ng. Refer to
I nstrument Panel for addi ti onal i nformati on.
For OBD II Emission Monitor Requirements:
The PCM wi l l moni tor the vol tage output sent from
the resi stor track on the sendi ng uni t to i ndi cate fuel
l evel . The purpose of thi s feature i s to prevent the
OBD I I system from recordi ng/setti ng fal se mi sfi re
and fuel system moni tor di agnosti c troubl e codes.
The feature i s acti vated i f the fuel l evel i n the tank
i s l ess than approxi matel y 15 percent of i ts rated
capaci ty. I f equi pped wi th a Leak Detecti on Pump
(EVAP system moni tor), thi s feature wi l l al so be acti -
vated i f the fuel l evel i n the tank i s more than
approxi matel y 85 percent of i ts rated capaci ty.
FUEL FILTER/FUEL PRESSURE REGULATOR
DESCRIPTION
A combi nati on fuel fi l ter and fuel pressure regul a-
tor (Fi g. 3) i s used on al l engi nes. I t i s l ocated on the
top of the fuel pump modul e. A separate frame
mounted fuel fi l ter i s not used wi th any engi ne.
OPERATION
Fuel Pressure Regulator Operation: The pres-
sure regul ator i s a mechani cal devi ce that i s not con-
trol l ed by engi ne vacuum or the powertrai n control
modul e (PCM).
The regul ator i s cal i brated to mai ntai n fuel system
operati ng pressure of approxi matel y 339 kPa 34
kPa (49.2 psi 5 psi ) at the fuel i njectors. I t con-
tai ns a di aphragm, cal i brated spri ngs and a fuel
return val ve. The i nternal fuel fi l ter (Fi g. 3) i s al so
part of the assembl y.
Fig. 2 Fuel Pump Module Components (Typical
Pump Module Shown)
1 FUEL FILTER/PRESSURE REGULATOR
2 ELECTRICAL CONNECTOR
3 ELECTRIC FUEL PUMP
4 FUEL GAUGE FLOAT
5 FUEL PUMP INLET FILTER
6 FUEL GAUGE SENDING UNIT
7 MODULE LOCK TABS (3)
Fuel i s suppl i ed to the fi l ter/regul ator by the el ec-
tri c fuel pump through an openi ng tube at the bot-
tom of fi l ter/regul ator (Fi g. 3).
The regul ator acts as a check val ve to mai ntai n
some fuel pressure when the engi ne i s not operati ng.
Thi s wi l l hel p to start the engi ne. A second check
val ve i s l ocated at the outl et end of the el ectri c fuel
pump. Refer to Fuel PumpDescription and
Operation for more information. Also refer to
the Fuel Pressure Leak Down Test and the Fuel
Pump Pressure Tests.
I f fuel pressure at the pressure regul ator exceeds
approxi matel y 49.2 psi , an i nternal di aphragm opens
and excess fuel pressure i s routed back i nto the tank
through the bottom of pressure regul ator.
FUEL TANK
DESCRIPTION
The fuel tank i s constructed of a pl asti c materi al .
I ts mai n functi ons are for fuel storage and for pl ace-
ment of the fuel pump modul e.
OPERATION
Al l model s pass a ful l 360 degree rol l over test
wi thout fuel l eakage. To accompl i sh thi s, fuel and
vapor fl ow control s are requi red for al l fuel tank con-
necti ons.
A rol l over val ve(s) i s mounted i nto the top of the
fuel tank (or pump modul e). Refer to Emi ssi on Con-
trol System for rol l over val ve i nformati on.
An evaporati on control system i s connected to the
rol l over val ve(s) to reduce emi ssi ons of fuel vapors
i nto the atmosphere. When fuel evaporates from the
fuel tank, vapors pass through vent hoses or tubes to
a charcoal cani ster where they are temporari l y hel d.
When the engi ne i s runni ng, the vapors are drawn
i nto the i ntake mani fol d. Certai n model s are al so
equi pped wi th a sel f-di agnosi ng system usi ng a Leak
Detecti on Pump (LDP). Refer to Emi ssi on Control
System for addi ti onal i nformati on.
FUEL INJECTORS
DESCRIPTION
An i ndi vi dual fuel i njector (Fi g. 4) i s used for each
i ndi vi dual cyl i nder.
OPERATION
The top (fuel entry) end of the i njector (Fi g. 4) i s
attached i nto an openi ng on the fuel rai l .
The fuel i njectors are el ectri cal sol enoi ds. The
i njector contai ns a pi ntl e that cl oses off an ori fi ce at
the nozzl e end. When el ectri c current i s suppl i ed to
the i njector, the armature and needl e move a short
di stance agai nst a spri ng, al l owi ng fuel to fl ow out
the ori fi ce. Because the fuel i s under hi gh pressure, a
fi ne spray i s devel oped i n the shape of a penci l
stream. The sprayi ng acti on atomi zes the fuel , add-
i ng i t to the ai r enteri ng the combusti on chamber.
The nozzl e (outl et) ends of the i njectors are posi -
ti oned i nto openi ngs i n the i ntake mani fol d just
above the i ntake val ve ports of the cyl i nder head.
Fig. 3 Side ViewFilter/Regulator
1 INTERNAL FUEL FILTER
2 FUEL FLOW TO FUEL INJECTORS
4 EXCESS FUEL BACK TO TANK
5 FUEL INLET
6 RUBBER GROMMET
7 TOP OF PUMP MODULE
Fig. 4 Fuel InjectorTypical
1 FUEL INJECTOR
2 NOZZLE
3 TOP (FUEL ENTRY)
The engi ne wi ri ng harness connector for each fuel
i njector i s equi pped wi th an attached numeri cal tag
(I NJ 1, I NJ 2 etc.). Thi s i s used to i denti fy each fuel
i njector.
The i njectors are energi zed i ndi vi dual l y i n a
sequenti al order by the powertrai n control modul e
(PCM). The PCM wi l l adjust i njector pul se wi dth by
swi tchi ng the ground path to each i ndi vi dual i njector
on and off. I njector pul se wi dth i s the peri od of ti me
that the i njector i s energi zed. The PCM wi l l adjust
i njector pul se wi dth based on vari ous i nputs i t
recei ves.
Battery vol tage i s suppl i ed to the i njectors through
the ASD rel ay.
The PCM determi nes i njector pul se wi dth based on
vari ous i nputs.
FUEL RAIL 3. 9/5. 2/5. 9L ENGINES
DESCRIPTION
The fuel i njector rai l i s used to attach the fuel
i njectors to the engi ne. I t i s mounted to the engi ne
(Fi g. 5).
OPERATION
Hi gh pressure from the fuel pump i s routed to the
fuel rai l . The fuel rai l then suppl i es the necessary
fuel to each i ndi vi dual fuel i njector.
A fuel pressure test port i s l ocated on the fuel rai l .
A qui ck-connect fi tti ng wi th a safety l atch cl i p i s
used to attach the fuel l i ne to the fuel rai l .
The fuel rai l i s not repai rabl e.
CAUTION: The left and right sections of the fuel rail
are connected with a flexible connecting hose. Do
not attempt to separate the rail halves at this con-
necting hose. Due to the design of this connecting
hose, it does not use any clamps. Never attempt to
install a clamping device of any kind to the hose.
When removing the fuel rail assembly for any rea-
son, be careful not to bend or kink the connecting
hose.
FUEL INJECTOR RAIL 4. 7L ENGINE
DESCRIPTION
The fuel i njector rai l i s used to mount the fuel
i njectors to the engi ne. I t i s mounted to the i ntake
mani fol d (Fi g. 6).
OPERATION
Hi gh pressure fuel from the fuel pump i s routed to
the fuel rai l . The fuel rai l then suppl i es the neces-
sary fuel to each i ndi vi dual fuel i njector.
A fuel pressure test port i s l ocated on the fuel rai l
(Fi g. 6). A qui ck-connect fi tti ng wi th a safety l atch i s
used to attach the fuel l i ne to the fuel rai l .
The fuel rai l i s not repai rabl e.
CAUTION: 4.7L Engine Only: The left and right sec-
tions of the fuel rail are joined with a connector
tube (Fig. 6). Do not attempt to separate the rail
halves at this tube. Due to the design of this con-
necting tube, it does not use any clamps. Never
attempt to install a clamping device of any kind to
the tube. When removing the fuel rail assembly for
any reason, be careful not to bend or kink the con-
nector tube.
FUEL TANK FILLER TUBE CAP
DESCRIPTION
The pl asti c fuel tank fi l l er tube cap i s threaded
onto the end of the fuel fi l l tube. Certai n model s are
equi pped wi th a 1/4 turn cap.
OPERATION
The l oss of any fuel or vapor out of fuel fi l l er tube
i s prevented by the use of a pressure-vacuum fuel fi l l
cap. Rel i ef val ves i nsi de the cap wi l l rel ease fuel tank
pressure at predetermi ned pressures. Fuel tank vac-
uum wi l l al so be rel eased at predetermi ned val ues.
Thi s cap must be repl aced by a si mi l ar uni t i f
repl acement i s necessary. Thi s i s i n order for the sys-
tem to remai n effecti ve.
Fig. 5 Fuel Rail3.9/5.2/5.9L EngineTypical
1 FUEL RAIL CONNECTING HOSE
2 FUEL RAIL
3 MOUNTING BOLTS (4)
CAUTION: Remove fill cap before servicing any fuel
system component to relieve tank pressure. If
equipped with a California emissions package and a
Leak Detection Pump (LDP), the cap must be tight-
ened securely. If cap is left loose, a Diagnostic
Trouble Code (DTC) may be set.
FUEL TUBES/LINES/HOSES AND CLAMPS
DESCRIPTION
Al so refer to Qui ck-Connect Fi tti ngs.
WARNING: THE FUEL SYSTEM IS UNDER A CON-
STANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES,
FITTINGS OR LINES, THE FUEL SYSTEM PRES-
SURE MUST BE RELEASED. REFER TO THE FUEL
SYSTEM PRESSURE RELEASE PROCEDURE IN
THIS GROUP.
The l i nes/tubes/hoses used on fuel i njected vehi cl es
are of a speci al constructi on. Thi s i s due to the
hi gher fuel pressures and the possi bi l i ty of contami -
nated fuel i n thi s system. I f i t i s necessary to repl ace
these l i nes/tubes/hoses, onl y those marked EFM/EFI
may be used.
If equipped: The hose cl amps used to secure rub-
ber hoses on fuel i njected vehi cl es are of a speci al
rol l ed edge constructi on. Thi s constructi on i s used to
prevent the edge of the cl amp from cutti ng i nto the
hose. Onl y these rol l ed edge type cl amps may be
used i n thi s system. Al l other types of cl amps may
cut i nto the hoses and cause hi gh-pressure fuel l eaks.
Use new ori gi nal equi pment type hose cl amps.
QUICK-CONNECT FITTINGS
DESCRIPTION
Di fferent types of qui ck-connect fi tti ngs are used to
attach vari ous fuel system components, l i nes and
tubes. These are: a si ngl e-tab type, a two-tab type or
a pl asti c retai ner ri ng type. Some are equi pped wi th
safety l atch cl i ps. Some may requi re the use of a spe-
ci al tool for di sconnecti on and removal . Refer to
Qui ck-Connect Fi tti ngs Removal /I nstal l ati on for more
i nformati on.
CAUTION: The interior components (o-rings, clips)
of quick-connect fittings are not serviced sepa-
rately, but new plastic spacers are available for
some types. If service parts are not available, do
not attempt to repair the damaged fitting or fuel line
(tube). If repair is necessary, replace the complete
fuel line (tube) assembly.
FUEL PUMP PRESSURE TEST
Use thi s test i n conjuncti on wi th the Fuel Pump
Capaci ty Test, Fuel Pressure Leak Down Test and
Fuel Pump Amperage Test found el sewhere i n thi s
group.
Check Valve Operation: The el ectri c fuel pump
outl et contai ns a one-way check val ve to prevent fuel
fl ow back i nto the tank and to mai ntai n fuel suppl y
l i ne pressure (engi ne warm) when pump i s not oper-
ati onal . I t i s al so used to keep the fuel suppl y l i ne
ful l of gasol i ne when pump i s not operati onal . After
the vehi cl e has cool ed down, fuel pressure may drop
Fig. 6 Fuel Injector Rail4.7L V-8 Engine
2 INJ.#7
3 INJ.#5
4 QUICK-CONNECT FITTING
5 INJ.#3
6 FUEL INJECTOR RAIL
7 INJ.#1
8 CONNECTOR TUBE
9 INJ.#2
10 INJ.#4
11 INJ.#6
12 INJ.#8
13 PRESSURE TEST PORT CAP
to 0 psi (col d fl ui d contracts), but l i qui d gasol i ne wi l l
remai n i n fuel suppl y l i ne between the check val ve
and fuel i njectors. Fuel pressure that has
dropped to 0 psi on a cooled down vehicle
(engine off) is a normal condition. When the el ec-
tri c fuel pump i s acti vated, fuel pressure shoul d
immediately (12 seconds) ri se to speci fi cati on.
Al l fuel systems are equi pped wi th a fuel tank
modul e mounted, combi nati on fuel fi l ter/fuel pressure
regul ator. The fuel pressure regul ator i s not con-
trol l ed by engi ne vacuum.
WARNING: THE FUEL SYSTEM IS UNDER CON-
STANT FUEL PRESSURE EVEN WITH THE ENGINE
OFF. BEFORE DISCONNECTING FUEL LINE AT
FUEL RAIL, THIS PRESSURE MUST BE RELEASED.
REFER TO THE FUEL SYSTEM PRESSURE
RELEASE PROCEDURE.
(1) Remove protecti ve cap at fuel rai l test port.
Connect the 0414 kPa (0-60 psi ) fuel pressure gauge
(from gauge set 5069) to test port pressure fi tti ng on
fuel rai l (Fi g. 7). The DRB III Scan Tool along
with the PEP module, the 500 psi pressure
transducer, and the transducer-to-test port
adapter may also be used in place of the fuel
pressure gauge.
(2) Start and warm engi ne and note pressure
gauge readi ng. Fuel pressure shoul d be 339 kPa 34
kPa (49.2 psi 5 psi ) at i dl e.
(3) I f engi ne runs, but pressure i s bel ow 44.2 psi ,
check for a ki nked fuel suppl y l i ne somewhere
between fuel rai l and fuel pump modul e. I f l i ne i s not
ki nked, but speci fi cati ons for ei ther the Fuel Pump
Capaci ty, Fuel Pump Amperage or Fuel Pressure
Leak Down Tests were not met, repl ace fuel pump
modul e assembl y. Refer to Fuel Pump Modul e
Removal /I nstal l ati on.
(4) I f operati ng pressure i s above 54.2 psi , el ectri c
fuel pump i s OK, but fuel pressure regul ator i s defec-
ti ve. Repl ace fuel fi l ter/fuel pressure regul ator. Refer
to Fuel Fi l ter/Fuel Pressure Regul ator Removal /I n-
stal l ati on for more i nformati on.
(5) I nstal l protecti ve cap to fuel rai l test port.
FUEL PUMP CAPACITY TEST
Before performing this test, verify fuel pump
pressure. Refer to Fuel Pump Pressure Test.
Use this test in conjunction with the Fuel Pres-
sure Leak Down Test.
(1) Rel ease fuel system pressure. Refer to Fuel
Pressure Rel ease Procedure.
(2) Di sconnect fuel suppl y l i ne at fuel rai l . Refer to
Qui ck-Connect Fi tti ngs. Some engi nes may requi re
ai r cl eaner housi ng removal before l i ne di sconnecti on.
(3) Obtai n correct Fuel Li ne Pressure Test Adapter
Tool Hose. Tool number 6539 i s used for 5/16 fuel
l i nes and tool number 6631 i s used for 3/8 fuel l i nes.
(4) Connect correct Fuel Li ne Pressure Test
Adapter Tool Hose i nto di sconnected fuel suppl y l i ne.
I nsert other end of Adaptor Tool Hose i nto a gradu-
ated contai ner.
(5) Remove fuel fi l l cap.
(6) To acti vate fuel pump and pressuri ze system,
obtai n DRB scan tool and actuate ASD Fuel System
Test.
(7) A good fuel pump wi l l del i ver at l east 1/4 l i ter
of fuel i n 7 seconds. Do not operate fuel pump for
l onger than 7 seconds wi th fuel l i ne di sconnected as
fuel pump modul e reservoi r may run empty.
(a) I f capaci ty i s l ower than speci fi cati on, but
fuel pump can be heard operati ng through fuel fi l l
cap openi ng, check for a ki nked/damaged fuel sup-
pl y l i ne somewhere between fuel rai l and fuel
pump modul e.
(b) I f l i ne i s not ki nked/damaged, and fuel pres-
sure i s OK, but capaci ty i s l ow, repl ace fuel fi l ter/
fuel pressure regul ator. The fi l ter/regul ator may be
servi ced separatel y on certai n appl i cati ons. Refer
to Fuel Fi l ter/Fuel Pressure Regul ator Removal /I n-
stal l ati on for addi ti onal i nformati on.
(c) I f both fuel pressure and capaci ty are l ow,
repl ace fuel pump modul e assembl y. Refer to Fuel
Pump Modul e Removal /I nstal l ati on.
FUEL PRESSURE LEAK DOWN TEST
Use thi s test i n conjuncti on wi th the Fuel Pump
Pressure Test and Fuel Pump Capaci ty Test.
Check Valve Operation: The el ectri c fuel pump
outl et contai ns a one-way check val ve to prevent fuel
Fig. 7 Fuel Pressure Test Gauge (Typical Gauge
Installation at Test Port)
1 SERVICE (TEST) PORT
2 FUEL PRESSURE TEST GAUGE
3 FUEL RAIL
DIAGNOSIS AND TESTING (Continued)
fl ow back i nto the tank and to mai ntai n fuel suppl y
l i ne pressure (engi ne warm) when pump i s not oper-
ati onal . I t i s al so used to keep the fuel suppl y l i ne
ful l of gasol i ne when pump i s not operati onal . After
the vehi cl e has cool ed down, fuel pressure may drop
to 0 psi (col d fl ui d contracts), but l i qui d gasol i ne wi l l
remai n i n fuel suppl y l i ne between the check val ve
and fuel i njectors. Fuel pressure that has
dropped to 0 psi on a cooled down vehicle
(engine off) is a normal condition. When the el ec-
tri c fuel pump i s acti vated, fuel pressure shoul d
immediately (12 seconds) ri se to speci fi cati on.
Abnormal l y l ong peri ods of cranki ng to restart a
hot engi ne that has been shut down for a short
peri od of ti me may be caused by:
Fuel pressure bl eedi ng past a fuel i njector(s).
Fuel pressure bl eedi ng past the check val ve i n
the fuel pump modul e.
(1) Di sconnect the fuel i nl et l i ne at fuel rai l . Refer
to Fuel Tubes/Li nes/Hoses and Cl amps i n thi s secti on
of the group for procedures. On some engi nes, ai r
cl eaner housi ng removal may be necessary before
fuel l i ne di sconnecti on.
(2) Obtai n correct Fuel Li ne Pressure Test Adapter
Tool Hose. Tool number 6539 i s used for 5/16 fuel
l i nes and tool number 6631 i s used for 3/8 fuel l i nes.
(3) Connect correct Fuel Li ne Pressure Test
Adapter Tool Hose between di sconnected fuel l i ne
and fuel rai l (Fi g. 8).
(4) Connect the 0-414 kPa (0-60 psi ) fuel pressure
test gauge (from Gauge Set 5069) to the test port on
the appropri ate Adaptor Tool . The DRB III Scan
Tool along with the PEP module, the 500 psi
pressure transducer, and the transducer-to-test
port adapter may also be used in place of the
fuel pressure gauge.
The fittings on both tools must be in good
condition and free from any small leaks before
performing the proceeding test.
(5) Start engi ne and bri ng to normal operati ng
temperature.
(6) Observe test gauge. Normal operati ng pressure
shoul d be 339 kPa 34 kPa (49.2 psi 5 psi ).
(7) Shut engi ne off.
(8) Pressure shoul d not fal l bel ow 30 psi for five
minutes.
(9) I f pressure fal l s bel ow 30 psi , i t must be deter-
mi ned i f a fuel i njector, the check val ve wi thi n the
fuel pump modul e, or a fuel tube/l i ne i s l eaki ng.
(10) Agai n, start engi ne and bri ng to normal oper-
ati ng temperature.
(11) Shut engi ne off.
(12) Testing for fuel injector or fuel rail leak-
age: Cl amp off the rubber hose porti on of Adaptor
Tool between the fuel rai l and the test port T on
Adapter Tool . I f pressure now hol ds at or above 30
psi , a fuel i njector or the fuel rai l i s l eaki ng.
(13) Testing for fuel pump check valve, filter/
regulator check valve or fuel tube/line leakage:
Cl amp off the rubber hose porti on of Adaptor Tool
between the vehi cl e fuel l i ne and test port T on
Adapter Tool . I f pressure now hol ds at or above 30
psi , a l eak may be found at a fuel tube/l i ne. I f no
l eaks are found at fuel tubes or l i nes, one of the
check val ves i n ei ther the el ectri c fuel pump or fi l ter/
regul ator may be l eaki ng.
Note: A qui ck l oss of pressure usual l y i ndi cates a
defecti ve check val ve i n the fi l ter/regul ator. A sl ow
l oss of pressure usual l y i ndi cates a defecti ve check
val ve i n the el ectri c fuel pump.
The el ectri c fuel pump i s not servi ced separatel y.
Repl ace the fuel pump modul e assembl y. The fi l ter/
regul ator may be repl aced separatel y on certai n
appl i cati ons. Refer to Fuel Fi l ter/Fuel Pressure Reg-
ul ator Removal /I nstal l ati on for addi ti onal i nforma-
ti on.
FUEL PUMP AMPERAGE TEST
Thi s amperage (current draw) test i s to be done i n
conjuncti on wi th the Fuel Pump Pressure Test, Fuel
Pump Capaci ty Test and Fuel Pressure Leak Down
Test. Before performi ng the amperage test, be sure
Fig. 8 Connecting Adapter ToolTypical
1 VEHICLE FUEL LINE
2 TEST PORT T
3 SPECIAL TOOL 6923, 6631, 6541 OR 6539
4 FUEL PRESSURE TEST GAUGE
5 FUEL LINE CONNECTION AT RAIL
6 FUEL RAIL
the temperature of the fuel tank i s above 50 F (10
C).
The DRB Scan Tool al ong wi th the DRB Low Cur-
rent Shunt (LCS) adapter (Fi g. 9) and i ts test l eads
wi l l be used to check fuel pump amperage speci fi ca-
ti ons.
(1) Obtai n LCS adapter.
(2) Pl ug cabl e from LCS adapter i nto DRB scan
tool at SET 1 receptacl e.
(3) Pl ug DRB i nto vehi cl e 16way connector (data
l i nk connector).
(4) Connect (-) and (+) test cabl e l eads i nto LCS
adapter receptacl es. Use 10 amp (10A +) receptacl e
and common (-) receptacl es.
(5) Gai n access to MAI N MENU on DRB screen.
(6) Press DVOM button on DRB.
(7) Usi ng l eft/ri ght arrow keys, hi ghl i ght CHAN-
NEL 1 functi on on DRB screen.
(8) Press ENTER three ti mes.
(9) Usi ng up/down arrow keys, hi ghl i ght RANGE
on DRB screen (screen wi l l defaul t to 2 amp scal e).
(10) Press ENTER to change 2 amp scal e to 10
amp scal e. This step must be done to prevent
damage to DRB scan tool or LCS adapter
(blown fuse).
(11) Remove cover from Power Di stri buti on Center
(PDC).
(12) Remove fuel pump rel ay from PDC. Refer to
l abel on PDC cover for rel ay l ocati on.
WARNING: BEFORE PROCEEDING TO NEXT STEP,
NOTE THE FUEL PUMP WILL BE ACTIVATED AND
SYSTEM PRESSURE WILL BE PRESENT. THIS WILL
OCCUR AFTER CONNECTING TEST LEADS FROM
LCS ADAPTER INTO FUEL PUMP RELAY CAVITIES.
THE FUEL PUMP WILL OPERATE EVEN WITH IGNI-
TION KEY IN OFF POSITION. BEFORE ATTACHING
TEST LEADS, BE SURE ALL FUEL LINES AND FUEL
SYSTEM COMPONENTS ARE CONNECTED.
CAUTION: TO PREVENT POSSIBLE DAMAGE TO
THE VEHICLE ELECTRICAL SYSTEM AND LCS
ADAPTER, THE TEST LEADS MUST BE CON-
NECTED INTO RELAY CAVITIES EXACTLY AS
SHOWN IN FOLLOWING STEPS.
Dependi ng upon vehi cl e model , year or engi ne con-
fi gurati on, three di fferent types of rel ays may be
used: Type-1, type-2 and type3.
(13) I f equi pped wi th type1 relay (Fi g. 10),
attach test l eads from LCS adapter i nto PDC rel ay
cavi ti es number 30 and 87. For l ocati on of these cav-
i ti es, refer to numbers stamped to bottom of rel ay
(Fi g. 10).
cavi ti es number 30 and 87. For l ocati on of these cav-
i ti es, refer to numbers stamped to bottom of rel ay
(Fi g. 11).
cavi ti es number 3 and 5. For l ocati on of these cavi -
ti es, refer to numbers stamped to bottom of rel ay
(Fi g. 12).
(16) When LCS adapter test l eads are attached
i nto rel ay cavi ti es, fuel pump will be activated.
Determi ne fuel pump amperage on DRB screen.
Amperage shoul d be bel ow 10.0 amps. I f amperage i s
bel ow 10.0 amps, and speci fi cati ons for the Fuel
Pump Pressure, Fuel Pump Capaci ty and Fuel Pres-
sure Leak Down tests were met, the fuel pump mod-
ul e i s OK.
(17) I f amperage i s more than 10.0 amps, repl ace
fuel pump modul e assembl y. The el ectri c fuel pump
i s not servi ced separatel y.
(18) Di sconnect test l eads from rel ay cavi ti es
i mmedi atel y after testi ng.
The fuel gauge sendi ng uni t contai ns a vari abl e
resi stor (track). As the fl oat moves up or down, el ec-
tri cal resi stance wi l l change. Refer to Group 8E,
I nstrument Panel and Gauges for Fuel Gauge test-
i ng. To test the gauge sendi ng uni t onl y, i t must be
removed from vehi cl e. The uni t i s part of the fuel
pump modul e. Refer to Fuel Pump Modul e Removal /
Fig. 9 Low Current Shunt Adapter
1 LOW CURRENT SHUNT ADAPTER
2 PLUG TO DRB
3 TEST LEAD RECEPTACLES
I nstal l ati on for procedures. Measure the resi stance
across the sendi ng uni t termi nal s. Wi th fl oat i n up
posi ti on, resi stance shoul d be 20 ohms 6 ohms.
Wi th fl oat i n down posi ti on, resi stance shoul d be 220
ohms 6 ohms.
FUEL INJECTOR TEST
To perform a compl ete test of the fuel i njectors and
thei r ci rcui try, use the DRB scan tool and refer to the
appropri ate Powertrai n Di agnosti cs Procedures man-
ual . To test the i njector onl y, refer to the fol l owi ng:
Di sconnect the fuel i njector wi re harness connector
from the i njector. The i njector i s equi pped wi th 2
el ectri cal termi nal s (pi ns). Pl ace an ohmmeter across
the termi nal s. Resi stance readi ng shoul d be approxi -
matel y 12 ohms 1.2 ohms at 20C (68F).
SERVICE PROCEDURES
FUEL SYSTEM PRESSURE RELEASE
PROCEDURE
Use following procedure if the fuel injector
rail is, or is not equipped with a fuel pressure
test port.
(1) Remove fuel fi l l cap.
(2) Remove fuel pump rel ay from Power Di stri bu-
ti on Center (PDC). For l ocati on of rel ay, refer to l abel
on undersi de of PDC cover.
(3) Start and run engi ne unti l i t stal l s.
TERMINAL LEGEND
NUMBER IDENTIFICATION
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
Fig. 10 Type1 Relay
TERMINAL LEGEND
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
Fig. 11 Type2 Relay
TERMINAL LEGEND
1 COIL BATTERY
2 COIL GROUND
3 COMMON FEED
4 NORMALLY CLOSED
5 NORMALLY OPEN
Fig. 12 Type3 Relay
(4) Attempt restarti ng engi ne unti l i t wi l l no
l onger run.
(5) Turn i gni ti on key to OFF posi ti on.
CAUTION: Steps 1, 2, 3 and 4 must be performed to
relieve high pressure fuel from within fuel rail. Do
not attempt to use following steps to relieve this
pressure as excessive fuel will be forced into a cyl-
inder chamber.
(6) Unpl ug connector from any fuel i njector.
(7) Attach one end of a jumper wi re wi th al l i gator
cl i ps (18 gauge or smal l er) to ei ther i njector termi nal .
(8) Connect other end of jumper wi re to posi ti ve
si de of battery.
(9) Connect one end of a second jumper wi re to
remai ni ng i njector termi nal .
CAUTION: Powering an injector for more than a few
seconds will permanently damage the injector.
(10) Momentari l y touch other end of jumper wi re
to negati ve termi nal of battery for no more than a
few seconds.
(11) Pl ace a rag or towel bel ow fuel l i ne qui ck-con-
nect fi tti ng at fuel rai l .
(12) Di sconnect qui ck-connect fi tti ng at fuel rai l .
Refer to Qui ck-Connect Fi tti ngs.
(13) Return fuel pump rel ay to PDC.
(14) One or more Di agnosti c Troubl e Codes (DTCs)
may have been stored i n PCM memory due to fuel
pump rel ay removal . The DRB scan tool must be
used to erase a DTC.
QUICK-CONNECT FITTINGS
Al so refer to Fuel Tubes/Li nes/Hoses and Cl amps.
Di fferent types of qui ck-connect fi tti ngs are used to
attach vari ous fuel system components, l i nes and
tubes. These are: a si ngl e-tab type, a two-tab type or
a pl asti c retai ner ri ng type. Safety l atch cl i ps are
used on certai n components/l i nes. Certai n fi tti ngs
may requi re use of a speci al tool for di sconnecti on.
DISCONNECTING
STANT PRESSURE (EVEN WITH ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSE,
FITTING OR LINE, FUEL SYSTEM PRESSURE MUST
BE RELEASED. REFER TO FUEL SYSTEM PRES-
SURE RELEASE PROCEDURE.
CAUTION: The interior components (o-rings, spac-
ers) of some types of quick-connect fitting are not
serviced separately. If service parts are not avail-
able, do not attempt to repair a damaged fitting or
fuel line. If repair is necessary, replace complete
fuel line assembly.
(1) Perform fuel pressure rel ease procedure. Refer
to Fuel Pressure Rel ease Procedure i n thi s group.
(2) Di sconnect negati ve battery cabl e from battery.
(3) Cl ean fi tti ng of any forei gn materi al before di s-
assembl y.
(4) Single-Tab Type Fitting: Thi s type of fi tti ng
i s equi pped wi th a si ngl e pul l tab (Fi g. 13). The tab
i s removabl e. After tab i s removed, qui ck-connect fi t-
ti ng can be separated from fuel system component.
(a) Press rel ease tab on si de of fi tti ng to rel ease
pul l tab (Fi g. 14). If release tab is not pressed
prior to releasing pull tab, pull tab will be
damaged.
(b) Whi l e pressi ng rel ease tab on si de of fi tti ng,
use screwdri ver to pry up pul l tab (Fi g. 14).
(c) Rai se pul l tab unti l i t separates from qui ck-
connect fi tti ng (Fi g. 15).
(5) Two-Tab Type Fitting: Thi s type of fi tti ng i s
equi pped wi th tabs l ocated on both si des of fi tti ng
(Fi g. 16). The tabs are suppl i ed for di sconnecti ng
qui ck-connect fi tti ng from component bei ng servi ced.
(a) To di sconnect qui ck-connect fi tti ng, squeeze
pl asti c retai ner tabs (Fi g. 16) agai nst si des of
qui ck-connect fi tti ng wi th your fi ngers. Tool use i s
not requi red for removal and may damage pl asti c
retai ner.
(b) Pul l fi tti ng from fuel system component
bei ng servi ced.
(c) The pl asti c retai ner wi l l remai n on compo-
nent bei ng servi ced after fi tti ng i s di sconnected.
Fig. 13 Single-Tab Type Fitting
1 PULL TAB
3 PRESS HERE TO REMOVE PULL TAB
4 INSERTED TUBE END
SERVICE PROCEDURES (Continued)
The o-ri ngs and spacer wi l l remai n i n qui ck-con-
nect fi tti ng connector body.
(6) Plastic Retainer Ring Type Fitting: Thi s
type of fi tti ng can be i denti fi ed by the use of a ful l -
round pl asti c retai ner ri ng (Fi g. 17) usual l y bl ack i n
col or.
(a) To rel ease fuel system component from qui ck-
connect fi tti ng, fi rml y push fi tti ng towards compo-
nent bei ng servi ced whi l e fi rml y pushi ng pl asti c
retai ner ri ng i nto fi tti ng (Fi g. 17). Wi th pl asti c ri ng
depressed, pul l fi tti ng from component. The plas-
tic retainer ring must be pressed squarely
into fitting body. If this retainer is cocked
during removal, it may be difficult to discon-
nect fitting. Use an open-end wrench on
shoulder of plastic retainer ring to aid in dis-
connection.
Fig. 14 Disconnecting Single-Tab Type Fitting
1 PULL TAB
2 SCREWDRIVER
Fig. 15 Removing Pull Tab
1 FUEL TUBE OR FUEL SYSTEM COMPONENT
2 PULL TAB
4 FUEL TUBE STOP
Fig. 16 Typical Two-Tab Type Quick-Connect Fitting
1 TAB(S)
Fig. 17 Plastic Retainer Ring Type Fitting
1 FUEL TUBE
2 QUICK CONNECT FITTING
3 PUSH
4 PLASTIC RETAINER
5 PUSH
6 PUSH
7 PUSH
8 PUSH
(b) After di sconnecti on, pl asti c retai ner ri ng wi l l
remai n wi th qui ck-connect fi tti ng connector body.
(c) I nspect fi tti ng connector body, pl asti c retai ner
ri ng and fuel system component for damage.
Repl ace as necessary.
(7) Latch Clips: Dependi ng on vehi cl e model and
engi ne, 2 di fferent types of safety l atch cl i ps are used
(Fi g. 18) or (Fi g. 19). Type-1 i s tethered to fuel l i ne
and type-2 i s not. A speci al tool wi l l be necessary to
di sconnect fuel l i ne after l atch cl i p i s removed. The
l atch cl i p may be used on certai n fuel l i ne/fuel rai l
connecti on, or to joi n fuel l i nes together.
(a) Type 1: Pry up on l atch cl i p wi th a screw-
dri ver (Fi g. 18).
(b) Type 2: Separate and unl atch 2 smal l arms
on end of cl i p (Fi g. 19) and swi ng away from fuel
l i ne.
(c) Sl i de l atch cl i p toward fuel rai l whi l e l i fti ng
wi th screwdri ver.
(d) I nsert speci al fuel l i ne removal tool (Snap-On
number FI H 9055-1 or equi val ent) i nto fuel l i ne
(Fi g. 20). Use tool to rel ease l ocki ng fi ngers i n end
of l i ne.
(e) Wi th speci al tool sti l l i nserted, pul l fuel l i ne
from fuel rai l .
(f) After di sconnecti on, l ocki ng fi ngers wi l l
remai n wi thi n qui ck-connect fi tti ng at end of fuel
l i ne.
(8) Di sconnect qui ck-connect fi tti ng from fuel sys-
tem component bei ng servi ced.
CONNECTING
(1) I nspect qui ck-connect fi tti ng body and fuel sys-
tem component for damage. Repl ace as necessary.
(2) Pri or to connecti ng qui ck-connect fi tti ng to
component bei ng servi ced, check condi ti on of fi tti ng
and component. Cl ean parts wi th a l i nt-free cl oth.
Lubri cate wi th cl ean engi ne oi l .
(3) I nsert qui ck-connect fi tti ng i nto fuel tube or
fuel system component unti l bui l t-on stop on fuel
tube or component rests agai nst back of fi tti ng.
(4) Conti nue pushi ng unti l a cl i ck i s fel t.
(5) Si ngl e-tab type fi tti ng: Push new tab down
unti l i t l ocks i nto pl ace i n qui ck-connect fi tti ng.
Fig. 18 Latch ClipType 1
1 TETHER STRAP
2 FUEL LINE
3 SCREWDRIVER
4 LATCH CLIP
5 FUEL RAIL
Fig. 19 Latch ClipType 2
1 LATCH CLIP
Fig. 20 Fuel Line Disconnection Using Special Tool
1 SPECIAL FUEL LINE TOOL
2 FUEL LINE
3 FUEL RAIL
(6) Veri fy a l ocked condi ti on by fi rml y pul l i ng on
fuel tube and fi tti ng (15-30 l bs.).
(7) Latch Cl i p Equi pped: I nstal l l atch cl i p (snaps
i nto posi ti on). If latch clip will not fit, this indi-
cates fuel line is not properly installed to fuel
rail (or other fuel line). Recheck fuel line con-
nection.
(8) Connect negati ve cabl e to battery.
(9) Start engi ne and check for l eaks.
FUEL FILTER/FUEL PRESSURE REGULATOR
REMOVAL
STANT PRESSURE, EVEN WITH ENGINE OFF.
BEFORE SERVICING THE FUEL FILTER/FUEL
PRESSURE REGULATOR, THE FUEL SYSTEM
PRESSURE MUST BE RELEASED.
Refer to Fuel System Pressure Rel ease i n the Fuel
Del i very System secti on of thi s group.
The fuel fi l ter/fuel pressure regul ator i s l ocated at
top of fuel pump modul e on top of fuel tank (Fi g. 22).
Fuel pump modul e removal i s not necessary for fi l -
ter/regul ator removal .
(1) Drai n fuel tank and remove tank. Refer to Fuel
Tank Removal /I nstal l ati on.
(2) Cl ean area around fi l ter/regul ator to prevent
contami nants from enteri ng pump modul e.
(3) The fuel fi l ter/regul ator i s pressed i nto a rub-
ber grommet. Remove by twi sti ng and pul l i ng
strai ght up.
CAUTION: Do not pull filter/regulator more than
three inches from fuel pump module. Damage to
coiled fuel tube (line) may result.
(4) Gentl y cut ol d fuel tube (l i ne) cl amp (Fi g. 23)
taki ng care not to damage pl asti c fuel tube. Remove
and di scard ol d fuel tube cl amp.
(5) Remove pl asti c fuel tube from fi l ter/regul ator
by gentl y pul l i ng downward. Remove fi l ter/regul ator
from fuel pump modul e.
INSTALLATION
(1) I nstal l a new cl amp over pl asti c fuel tube.
(2) I nstal l fi l ter/regul ator to fuel tube. Rotate fi l -
ter/regul ator i n fuel tube (l i ne) (Fi g. 24) unti l i t i s
poi nted towards front of tank (or front of vehi cl e).
(3) Ti ghten l i ne cl amp to fuel l i ne usi ng speci al
Hose Cl amp Pl i ers number C-4124 or equi val ent
(Fi g. 24). Do not use conventional side cutters to
tighten this type of clamp.
(4) Press fi l ter/regul ator (by hand) i nto rubber
grommet.
(5) Rotate fi l ter/regul ator unti l poi nted towards
front of vehi cl e (Fi g. 22).
(6) I nstal l fuel tank. Refer to Fuel Tank Removal /
I nstal l ati on.
(7) Check for fuel l eaks.
Fig. 21 Fuel Filter/Fuel Pressure Regulator
1 INTERNAL FUEL FILTER
2 FUEL FLOW TO FUEL INJECTORS
4 EXCESS FUEL BACK TO TANK
5 FUEL INLET
6 RUBBER GROMMET
Fig. 22 Filter/Regulator Location
1 FUEL PUMP MODULE
2 FRONT ROLLOVER VALVE
4 FUEL TANK
5 EVAP LINE
6 REAR ROLLOVER VALVE
FUEL PUMP MODULE
REMOVAL
BEFORE SERVICING FUEL PUMP MODULE, FUEL
SYSTEM PRESSURE MUST BE RELEASED.
The fuel pump modul e i s l ocated i n top of fuel
tank.
(1) Drai n fuel tank and remove tank. Refer to Fuel
Tank Removal /I nstal l ati on i n thi s group.
(2) Thoroughl y wash and cl ean area around pump
modul e to prevent contami nants from enteri ng tank.
(3) Part of Fuel Tank Removal Procedure: Di scon-
nect EVAP l i ne at pump modul e (Fi g. 25); di sconnect
wi ri ng harness connector at pump modul e; di sconnect
fuel l i ne from fuel fi l ter fi tti ng.
(4) Rotate fuel fi l ter unti l i ts fi tti ng i s poi nted
towards center of pump modul e.
(5) A metal l ockri ng i s used to secure fuel pump
modul e to fuel tank (Fi g. 25). Si x metal fi ngers (Fi g.
25) are mol ded i nto the pl asti c fuel tank. The fi ngers
are used to retai n l ockri ng to fuel tank. A rubber gas-
ket i s used as a seal between modul e and fuel tank.
(6) Before removi ng l ockri ng, appl y a smal l
amount of engi ne oi l to 6 fi ngers where fi ngers meet
l ockri ng (to act as a l ubri cant).
(7) Remove (rotate) l ockri ng countercl ockwi se
usi ng a brass or bronze dri ft punch and a hammer.
Thi s must be done whi l e sl i ghtl y pryi ng back on l ock
tab (Fi g. 25).
(8) Remove l ockri ng and pump modul e from fuel
tank.
INSTALLATION
CAUTION: Whenever fuel pump module is serviced,
the module gasket must be replaced.
Fig. 23 Fuel Tube and ClampTYPICAL
2 TUBE CLAMP
3 FUEL TUBE
4 RUBBER GROMMET
Fig. 24 Tightening Fuel Filter Tube ClampTYPICAL
1 TOOL C-4124
2 TUBE CLAMP
4 FUEL TUBE
Fig. 25 Fuel Pump Module and Lockring
1 FINGER LOCK (6)
2 LOCK TAB
3 ELEC. CONNEC.
4 LOCKRING
5 EVAP LINE
6 FUEL PUMP MODULE
7 FINGERS (6)
REMOVAL AND INSTALLATION (Continued)
(1) Usi ng a new gasket, posi ti on fuel pump modul e
i nto openi ng i n fuel tank. Be sure rubber gasket
remai ns i n pl ace. Rotate pump modul e assembl y
unti l modul e i s posi ti oned as shown i n (Fi g. 25). Thi s
step must be fol l owed to prevent fl oat/fl oat rod from
contacti ng si des of fuel tank.
(2) Before i nstal l i ng l ockri ng, appl y a smal l
amount of engi ne oi l to 6 fi ngers where fi ngers meet
l ockri ng (to act as a l ubri cant).
(3) Posi ti on l ockri ng over top of fuel pump modul e.
Ti ghten fi nger ti ght.
(4) I nstal l (rotate) l ockri ng cl ockwi se usi ng a brass
or bronze dri ft punch and a hammer. Conti nue rotat-
i ng l ockri ng unti l 6 fi ngers (Fi g. 25) drop i nto 6 fi n-
ger l ocks and l ock tab (Fi g. 25) fal l s i nto l ockri ng
notch.
(5) I nstal l fuel tank. Refer to Fuel Tank I nstal l a-
ti on i n thi s secti on.
FUEL PUMP INLET FILTER
The fuel pump i nl et fi l ter (strai ner) i s l ocated on
the bottom of the fuel pump modul e (Fi g. 26). The
fuel pump modul e i s l ocated i nsi de of fuel tank.
REMOVAL
(1) Remove fuel tank. Refer to Fuel Tank Removal /
I nstal l ati on.
(2) Remove fuel pump modul e. Refer to Fuel Pump
Modul e Removal /I nstal l ati on.
(3) Remove fi l ter by careful l y pryi ng 2 l ock tabs at
bottom of modul e wi th 2 screwdri vers. Fi l ter i s
snapped to modul e.
(4) Cl ean bottom of pump modul e.
INSTALLATION
(1) Snap new fi l ter to bottom of modul e. Be sure
o-ri ng i s i n correct posi ti on.
(2) I nstal l fuel pump modul e. Refer to Fuel Pump
I nstal l ati on.
The fuel gauge sendi ng uni t (fuel l evel sensor) and
fl oat assembl y i s l ocated on the si de of fuel pump
modul e (Fi g. 27). The fuel pump modul e i s l ocated
i nsi de of fuel tank.
REMOVAL
(1) Remove fuel tank. Refer to Fuel Tank Removal /
I nstal l ati on.
(2) Remove fuel pump modul e. Refer to Fuel Pump
(3) Unpl ug 4way el ectri cal connector (Fi g. 27).
(4) Di sconnect 2 sendi ng uni t wi res at 4way con-
nector. The l ocki ng col l ar of connector must be
removed before wi res can be rel eased from connector.
Note l ocati on of wi res wi thi n 4way connector.
(5) The sendi ng uni t i s retai ned to pump modul e
wi th a smal l l ock tab and notch (Fi g. 28). Careful l y
push l ock tab to the si de and away from notch whi l e
sl i di ng sendi ng uni t downward on tracks for removal .
Note wi re routi ng whi l e removi ng uni t from modul e.
Fig. 26 Fuel Pump Inlet Filter
2 LOCK TABS (2)
3 FUEL PUMP MODULE (BOTTOM)
Fig. 27 Fuel Gauge Sending Unit Location
TYPICAL Module
1 FUEL FILTER/PRESSURE REGULATOR
3 ELECTRIC FUEL PUMP
4 FUEL GAUGE FLOAT
7 MODULE LOCK TABS (3)
INSTALLATION
(1) Posi ti on sendi ng uni t i nto tracks. Note wi re
routi ng.
(2) Push uni t on tracks unti l l ock tab snaps i nto
notch.
(3) Connect 2 sendi ng uni t wi res i nto 4way con-
nector and i nstal l l ocki ng col l ar.
(4) Connect 4way el ectri cal connector to modul e.
(5) I nstal l fuel pump modul e. Refer to Fuel Pump
I nstal l ati on.
FUEL INJECTOR RAIL 3. 9/5. 2/5. 9L ENGINES
STANT PRESSURE (EVEN WITH ENGINE TURNED
OFF). BEFORE SERVICING FUEL RAIL ASSEMBLY,
FUEL SYSTEM PRESSURE MUST BE RELEASED.
To rel ease fuel pressure, refer to Fuel System Pres-
sure Rel ease Procedure i n thi s group.
CAUTION: The left and right fuel rails are replaced
as an assembly. Do not attempt to separate rail
halves at connecting hose (Fig. 29). Due to the
design of this connecting hose, it does not use any
clamps. Never attempt to install a clamping device
of any kind to hose. When removing fuel rail
assembly for any reason, be careful not to bend or
kink connecting hose.
REMOVAL
(1) Remove negati ve battery cabl e at battery.
(2) Remove ai r cl eaner.
(3) Perform fuel pressure rel ease procedure.
(4) Remove throttl e body from i ntake mani fol d.
Refer to Throttl e Body removal i n thi s group.
(5) I f equi pped wi th ai r condi ti oni ng, remove
A-shaped A/C compressor-to-i ntake mani fol d support
bracket (three bol ts) (Fi g. 30).
(6) Di sconnect el ectri cal connectors at al l 8 fuel
i njectors. To remove connector refer to (Fi g. 31). Push
Fig. 28 Fuel Gauge Sending Unit Lock Tab/Tracks
2 LOCK TAB
3 NOTCH
4 TRACKS
Fig. 29 Fuel Rail Assembly3.9/5.2/5.9L Engine
Typical
1 FUEL RAIL CONNECTING HOSE
2 FUEL RAIL
Fig. 30 A/C Compressor Support BracketTypical
1 AIR CONDITIONING COMPRESSOR SUPPORT BRACKET
2 MOUNTING BOLTS
red col ored sl i der away from i njector (1). Whi l e push-
i ng sl i der, depress tab (2) and remove connector (3)
from i njector. The factory fuel i njecti on wi ri ng har-
ness i s numeri cal l y tagged (I NJ 1, I NJ 2, etc.) for
i njector posi ti on i denti fi cati on. I f harness i s not
tagged, note wi ri ng l ocati on before removal .
(7) 3.9L (V-6) engi ne onl y: Di sconnect el ectri cal
connector at i ntake mani fol d ai r temperature sensor.
Do not remove sensor.
(8) Di sconnect fuel tube (l i ne) at si de of fuel rai l .
Refer to Qui ck-Connect Fi tti ngs for procedures,
(9) Remove remai ni ng fuel rai l mounti ng bol ts.
(10) Cl ean di rt/debri s from each fuel i njector at
i ntake mani fol d.
(11) Gentl y rock and pul l left fuel rai l unti l fuel
i njectors just start to cl ear i ntake mani fol d. Gentl y
rock and pul l right fuel rai l unti l fuel i njectors just
start to cl ear i ntake mani fol d. Repeat thi s procedure
(l eft/ri ght) unti l al l fuel i njectors have cl eared i ntake
mani fol d.
(12) Remove fuel rai l (wi th i njectors attached)
from engi ne.
(13) Remove cl i p(s) retai ni ng i njector(s) to fuel rai l
(Fi g. 32) or (Fi g. 33).
INSTALLATION
(1) Appl y a smal l amount of cl ean engi ne oi l to
each fuel i njector o-ri ng. Thi s wi l l hel p i n fuel rai l
i nstal l ati on.
(2) I nstal l i njector(s) and i njector cl i p(s) to fuel
rai l .
(3) Posi ti on fuel rai l /fuel i njector assembl y to i njec-
tor openi ngs on i ntake mani fol d.
(4) Gui de each i njector i nto i ntake mani fol d. Be
careful not to tear i njector o-ri ng.
(5) Push right fuel rai l down unti l fuel i njectors
have bottomed on i njector shoul der. Push left fuel
Fig. 31 Remove/Install Injector Connector
Fig. 32 Fuel Injector MountingTypical
1 CLIP
2 INJECTOR
3 FUEL RAIL
Fig. 33 Injector Retaining ClipsTypical Injector
1 PLIERS
2 INJECTOR CLIP
3 FUEL INJECTOR
4 FUEL RAIL
rai l down unti l fuel i njectors have bottomed on i njec-
tor shoul der.
(6) I nstal l fuel rai l mounti ng bol ts.
(7) Connect el ectri cal connector to i ntake mani fol d
ai r temperature sensor.
(8) Connect el ectri cal connectors at al l fuel i njec-
tors. To i nstal l connector, refer to (Fi g. 31). Push con-
nector onto i njector (1) and then push and l ock red
col ored sl i der (2). Veri fy connector i s l ocked to i njec-
tor by l i ghtl y tuggi ng on connector.
(9) I nstal l A/C support bracket (i f equi pped).
(10) I nstal l throttl e body to i ntake mani fol d. Refer
to Throttl e Body i nstal l ati on i n thi s group.
(11) I nstal l fuel tube (l i ne) at si de of fuel rai l .
Refer to Qui ck-Connect Fi tti ngs for procedures.
(12) I nstal l ai r cl eaner.
(13) Connect battery cabl e to battery.
FUEL INJECTOR RAIL 4. 7L V8 ENGINE
WARNING: THE FUEL SYSTEM IS UNDER CON-
STANT PRESSURE EVEN WITH ENGINE OFF.
BEFORE SERVICING FUEL RAIL, FUEL SYSTEM
CAUTION: The left and right fuel rails are replaced
as an assembly. Do not attempt to separate rail
halves at connector tube (Fig. 34). Due to design of
tube, it does not use any clamps. Never attempt to
install a clamping device of any kind to tube. When
removing fuel rail assembly for any reason, be care-
ful not to bend or kink tube.
REMOVAL
(1) Remove fuel tank fi l l er tube cap.
(2) Perform Fuel System Pressure Rel ease Proce-
dure.
(3) Remove negati ve battery cabl e at battery.
(4) Remove ai r duct at throttl e body ai r box.
(5) Remove ai r box at throttl e body.
(6) Remove wi ri ng at rear of generator.
(7) Di sconnect fuel l i ne l atch cl i p and fuel l i ne at
fuel rai l . A speci al tool wi l l be necessary for fuel l i ne
di sconnecti on. Refer to Qui ck-Connect Fi tti ngs.
(8) Remove vacuum l i nes at throttl e body.
(9) Di sconnect el ectri cal connectors at al l 8 fuel
i njectors. To remove connector refer to (Fi g. 35). Push
red col ored sl i der away from i njector (1). Whi l e push-
i ng sl i der, depress tab (2) and remove connector (3)
from i njector. The factory fuel i njecti on wi ri ng har-
ness i s numeri cal l y tagged (I NJ 1, I NJ 2, etc.) for
i njector posi ti on i denti fi cati on. I f harness i s not
tagged, note wi ri ng l ocati on before removal .
(10) Di sconnect el ectri cal connectors at throttl e
body.
(11) Di sconnect el ectri cal connectors at MAP and
I AT sensors.
(12) Remove fi rst three i gni ti on coi l s on each bank
(cyl i nders #1, 3, 5, 2, 4 and 6). Refer to I gni ti on Coi l
(13) Remove 4 fuel rai l mounti ng bol ts (Fi g. 34).
(14) Gentl y rock and pul l left si de of fuel rai l unti l
fuel i njectors just start to cl ear machi ned hol es i n
cyl i nder head. Gentl y rock and pul l right si de of rai l
unti l i njectors just start to cl ear cyl i nder head hol es.
Repeat thi s procedure (l eft/ri ght) unti l al l i njectors
have cl eared cyl i nder head hol es.
Fig. 34 Fuel Rail Mounting4.7L V-8 Engine
2 INJ.#7
3 INJ.#5
5 INJ.#3
6 FUEL INJECTOR RAIL
7 INJ.#1
8 CONNECTOR TUBE
9 INJ.#2
10 INJ.#4
11 INJ.#6
12 INJ.#8
13 PRESSURE TEST PORT CAP
(15) Remove fuel rai l (wi th i njectors attached)
from engi ne.
(16) I f fuel i njectors are to be removed, refer to
Fuel I njector Removal /I nstal l ati on.
INSTALLATION
(1) I f fuel i njectors are to be i nstal l ed, refer to Fuel
I njector Removal /I nstal l ati on.
(2) Appl y a smal l amount of engi ne oi l to each fuel
i njector o-ri ng. Thi s wi l l hel p i n fuel rai l i nstal l ati on.
(3) Posi ti on fuel rai l /fuel i njector assembl y to
machi ned i njector openi ngs i n cyl i nder head.
(4) Gui de each i njector i nto cyl i nder head. Be care-
ful not to tear i njector o-ri ngs.
(5) Push right si de of fuel rai l down unti l fuel
i njectors have bottomed on cyl i nder head shoul der.
Push left fuel rai l down unti l i njectors have bot-
tomed on cyl i nder head shoul der.
(6) I nstal l 4 fuel rai l mounti ng bol ts and ti ghten to
27 Nm (20 ft. l bs.).
(7) I nstal l i gni ti on coi l s. Refer to I gni ti on Coi l
(8) Connect el ectri cal connectors to throttl e body.
(9) Connect el ectri cal connectors to MAP and I AT
sensors.
(10) Connect el ectri cal connectors at al l fuel i njec-
tors. To i nstal l connector, refer to (Fi g. 35). Push con-
nector onto i njector (1) and then push and l ock red
col ored sl i der (2). Veri fy connector i s l ocked to i njec-
tor by l i ghtl y tuggi ng on connector.
(11) Connect vacuum l i nes to throttl e body.
(12) Connect fuel l i ne l atch cl i p and fuel l i ne to
fuel rai l . Refer to Qui ck-Connect Fi tti ngs.
(13) Connect wi ri ng to rear of generator.
(14) I nstal l ai r box to throttl e body.
(15) I nstal l ai r duct to ai r box.
(16) Connect battery cabl e to battery.
FUEL INJECTOR(S)
STANT PRESSURE EVEN WITH ENGINE TURNED
OFF. BEFORE SERVICING FUEL INJECTOR(S),
FUEL SYSTEM PRESSURE MUST BE RELEASED.
To rel ease fuel pressure, refer to Fuel System Pres-
sure Rel ease Procedure.
To remove one or more fuel i njectors, fuel rai l
assembl y must be removed from engi ne.
REMOVAL
(1) Remove ai r cl eaner assembl y.
(2) Remove fuel i njector rai l assembl y. Refer to
Fuel I njector Rai l Removal /I nstal l ati on i n thi s group.
(3) Remove cl i p(s) retai ni ng the i njector(s) to fuel
rai l (Fi g. 32) or (Fi g. 33).
(4) Remove i njector(s) from fuel rai l .
INSTALLATION
(1) Appl y a smal l amount of cl ean engi ne oi l to
each fuel i njector o-ri ng. Thi s wi l l hel p i n fuel rai l
i nstal l ati on.
(2) I nstal l i njector(s) and i njector cl i p(s) to fuel
rai l .
(3) I nstal l fuel rai l assembl y. Refer to Fuel I njector
Rai l Removal /I nstal l ati on.
(4) I nstal l ai r cl eaner.
FUEL TANK
BEFORE DRAINING FUEL TANK, FUEL SYSTEM
Two di fferent procedures may be used to drai n fuel
tank (removi ng fuel vent hose at fuel tank or usi ng
DRB scan tool ).
The qui ckest drai ni ng procedure i nvol ves removi ng
fuel vent hose at fuel tank.
As an al ternati ve procedure, the el ectri c fuel pump
may be acti vated al l owi ng tank to be drai ned at fuel
rai l connecti on. Refer to DRB scan tool for fuel pump
Fig. 35 Remove/Install Injector Connector4.7L V-8
Engine
acti vati on procedures. Before di sconnecti ng fuel l i ne
at fuel rai l , rel ease fuel pressure. Refer to the Fuel
System Pressure Rel ease Procedure i n thi s group for
procedures. Attach end of speci al test hose tool num-
ber 6541, 6539, 6631 or 6923 at fuel rai l di sconnec-
ti on (tool number wi l l depend on model and/or engi ne
appl i cati on). Posi ti on opposi te end of thi s hose tool to
an approved gasol i ne drai ni ng stati on. Acti vate fuel
pump and drai n tank unti l empty.
I f el ectri c fuel pump i s not operati ng, tank must
be drai ned by removi ng fuel vent hose. Refer to fol -
l owi ng procedures.
REMOVAL
(1) Perform Fuel System Pressure Rel ease proce-
dure as descri bed i n thi s group.
(2) Di sconnect negati ve battery cabl e at battery.
(3) Remove fuel tank fi l l er tube cap.
(4) Rai se vehi cl e on hoi st.
(5) I f equi pped, remove fuel tank ski d pl ate. Refer
to Fuel Tank Ski d Pl ate i n Group 23, Body.
(6) Two rubber hoses (fuel fi l l er and fuel vent
hoses) connect the fuel tank fi tti ngs (at rear of tank)
to the metal fuel fi l l tube assembl y at body (Fi g. 36).
Di sconnect hose cl amps (Fi g. 36) at fuel fi l l tube
assembl y end of hoses and di sconnect rubber hoses.
(7) Posi ti on a drai n hose i nto the fuel vent hose
(Fi g. 36) and i nto tank.
(8) Drai n fuel i nto an approved portabl e hol di ng
tank or a properl y l abel ed gasol i ne safety contai ner.
(9) Pl ace and secure a transmi ssi on jack under
center of fuel tank and appl y sl i ght pressure.
(10) Remove two tank mounti ng nuts from mount-
i ng straps (Fi g. 37). Posi ti on tank mounti ng straps to
si de of vehi cl e and l ower tank just enough to al l ow
access to connecti ons at top of tank. To prevent fuel
loss, be sure rear of tank is higher than front of
tank when lowering.
(11) Cl ean qui ck-connect fi tti ngs (at top of fuel
tank) of any di rt/contami nants before removal .
(12) Di sconnect fuel suppl y l i ne from fuel fi l ter/
fuel pressure regul ator fi tti ng at top of tank. Refer to
Qui ck-Connect Fi tti ngs for procedures.
(13) Di sconnect rear fuel vapor l i ne (EVAP l i ne)
from rol l over val ve at top/rear of tank.
(14) Di sconnect front fuel vapor l i ne (EVAP l i ne)
from rol l over val ve at fuel pump modul e.
(15) Di sconnect el ectri cal connector from pump
modul e at top of tank.
(16) Lower tank from vehi cl e.
(17) Remove tank from hydraul i c jack.
(18) I f fuel pump modul e requi res servi ce, refer to
Fuel Pump Modul e Removal /I nstal l ati on.
Fig. 36 Fuel Hoses at Rear of Fuel Tank
1 CLAMPS
2 L.R. SHOCK ABSORBER
3 FUEL TANK
4 CLAMPS
5 FUEL VENT HOSE
6 FUEL FILL HOSE
Fig. 37 Fuel Tank Mounting
1 STRAP MOUNTING HOLES (2)
2 TANK MOUNTING STUDS (2)
3 TANK NUTS (2)
4 FUEL TANK
5 TANK STRAPS (2)
INSTALLATION
(1) I f fuel pump modul e i s bei ng i nstal l ed, refer to
Fuel Pump Modul e Removal /I nstal l ati on. Be sure
fuel fi l ter/fuel pressure regul ator i nl et fi tti ng i s
poi nted towards front of vehi cl e.
(2) Pl ace and secure fuel tank on top of transmi s-
si on jack.
(3) Rai se tank up enough to connect fuel l i ne, el ec-
tri cal connector and both EVAP l i nes to top of fuel
tank. Refer to Qui ck-Connect Fi tti ngs for fuel l i ne
procedures.
(4) Conti nue rai si ng tank i nto posi ti on and i nstal l
mounti ng straps and nuts. Ti ghten nuts to 2754
Nm (2040 ft. l bs.) torque. Do not over tighten
mounting strap nuts.
(5) Remove transmi ssi on jack.
(6) Connect fi l l /vent hoses to fi l l /vent tube assem-
bl y.
(7) Ti ghten hose cl amps at fi l l /vent hoses.
(8) I f equi pped, i nstal l fuel tank ski d pl ate. Refer
to Fuel Tank Ski d Pl ate i n Group 23, Body.
(9) Connect negati ve cabl e to battery.
(10) Refi l l fuel tank and i nstal l fi l l cap.
(11) I nspect al l hoses and l i nes for l eaks.
FUEL TANK FILLER TUBE CAP
REMOVAL/INSTALLATION
I f repl acement of the 1/4 turn fuel tank fi l l er tube
cap i s necessary, i t must be repl aced wi th an i denti -
cal cap to be sure of correct system operati on.
CAUTION: Remove the fuel tank filler tube cap to
relieve fuel tank pressure. The cap must be
removed prior to disconnecting any fuel system
component or before draining the fuel tank.
ACCELERATOR PEDAL
Al l engi nes are equi pped wi th torsi on return
spri ngs l ocated on the throttl e body shaft. 3.9L V-6
and 5.2/5.9L V-8 engi nes equi pped wi th a manual
transmi ssi on have an addi ti onal pedal return spri ng
on the throttl e body l i nkage.
REMOVAL
CAUTION: Be careful not to damage or kink the
cable core wire (within the cable sheathing) while
servicing accelerator pedal or cables.
(1) From i nsi de the vehi cl e, hol d up accel erator
pedal . Remove pl asti c cabl e retai ner and throttl e
cabl e core wi re from upper end of pedal arm (Fi g.
38). Pl asti c cabl e retai ner snaps i nto pedal arm.
(2) Remove two accel erator pedal /bracket nuts
(Fi g. 38) and remove pedal /bracket assembl y from
vehi cl e.
INSTALLATION
(1) Posi ti on pedal /bracket assembl y over the two
dash panel mounti ng studs and i nstal l retai ni ng
nuts.
(2) Ti ghten nuts to 7 Nm (65 i n. l bs.) torque.
(3) From i nsi de the vehi cl e, hol d up the accel erator
pedal . I nstal l the throttl e cabl e core wi re and pl asti c
cabl e retai ner i nto the upper end of the pedal arm.
The pl asti c retai ner i s snapped i nto the pedal arm.
When i nstal l i ng the pl asti c retai ner to the accel era-
tor pedal arm, note the i ndex tab on the pedal arm
(Fi g. 39). Al i gn the i ndex sl ot (Fi g. 39) on the pl asti c
cabl e retai ner to thi s i ndex tab.
Fig. 38 Accelerator PedalRemoval or Installation
1 PINCH SIDES
2 CABLE
3 CABLE RETAINER
4 NUTS (2)
5 ACCELERATOR PEDAL
THROTTLE CABLE
CAUTION: Be careful not to damage or kink cable
core wire (within cable sheathing) while servicing
accelerator pedal or cables.
REMOVAL
(1) From i nsi de vehi cl e, hol d up accel erator pedal .
Remove pl asti c cabl e retai ner and throttl e cabl e core
wi re from upper end of pedal arm (Fi g. 38). Pl asti c
cabl e retai ner snaps i nto pedal arm.
(2) Remove cabl e core wi re at pedal arm.
(3) From i nsi de vehi cl e, pi nch both si des of cabl e
housi ng retai ner at dash panel (Fi g. 38). Remove
cabl e housi ng from dash panel and pul l i nto engi ne
compartment.
(4) Remove ai r tube at top of throttl e body.
(5) Operate throttl e body l ever (by hand) to ful l
open throttl e posi ti on. Sl i p cabl e end rearward from
pi n on throttl e l ever (Fi g. 40).
(6) Remove cabl e housi ng at throttl e body mount-
i ng bracket by pressi ng forward on rel ease tab wi th a
smal l screwdri ver (Fi g. 41). To prevent cable hous-
ing breakage, press on tab only enough to
release cable from bracket. Li ft cabl e housi ng
strai ght up from bracket whi l e pressi ng on rel ease
tab. Remove cabl e housi ng.
INSTALLATION
(1) Snap cabl e end onto l ever pi n (Fi g. 40). On
model s wi th V-8 engi nes, be sure cabl e i s routed
under pl asti c cam (Fi g. 40).
(2) Connect cabl e to throttl e body mounti ng
bracket (push down and l ock).
(3) I nstal l remai ni ng cabl e housi ng end i nto dash
panel openi ng (snaps i nto posi ti on).
(4) I nstal l bal l end of cabl e wi re through hol e i n
pedal arm. I nstal l pl asti c cabl e retai ner. The pl asti c
retai ner i s snapped i nto pedal arm. When i nstal l i ng
retai ner to accel erator pedal arm, note i ndex tab on
pedal arm (Fi g. 39). Al i gn i ndex sl ot (Fi g. 39) on pl as-
ti c retai ner to thi s i ndex tab.
(5) Operate and test throttl e before starti ng
engi ne.
Fig. 39 Index Tab and Slot
1 INDEX TAB
2 INDEX SLOT
3 CABLE RETAINER
4 PEDAL ARM
Fig. 40 Throttle Cable at Throttle BodyTypical (V-8
Shown)
1 THROTTLE LEVER PIN
2 CAM (V-8 ENGINE ONLY)
3 THROTTLE CABLE END
Fig. 41 Cable Release TabTypical V-6/V8 Engine
1 TAB
(6) I nstal l ai r tube to throttl e body.
THROTTLE CABLE 4. 7L V-8 ENGINE
REMOVAL
CAUTION: Be careful not to damage or kink the
cable core wire (within the cable sheathing) while
servicing accelerator pedal or throttle cable.
(1) From i nsi de vehi cl e, hol d up accel erator pedal .
Remove pl asti c cabl e retai ner (cl i p) and throttl e cabl e
core wi re from upper end of pedal arm (Fi g. 38).
Pl asti c cabl e retai ner (cl i p) snaps i nto pedal arm.
(2) Remove cabl e core wi re at pedal arm.
(3) From i nsi de vehi cl e, remove cl i p hol di ng cabl e
to dashpanel (Fi g. 38).
(4) Remove ai r box at throttl e body.
(5) Unsnap cabl e from dashpanel routi ng cl i p.
(6) Remove cabl e housi ng from dash panel and
pul l i nto engi ne compartment.
(7) Usi ng fi nger pressure onl y, di sconnect accel era-
tor cabl e connector at throttl e body bel l crank pi n by
pushi ng connector off bel l crank pi n towards front of
vehi cl e (Fi g. 42). DO NOT try to pull connector
off perpendicular to the bellcrank pin. Connec-
tor will be broken.
(8) Li ft accel erator cabl e from top of cabl e cam
(Fi g. 42).
(9) Press tab (Fi g. 43) to rel ease pl asti c cabl e
mount from bracket. Press on tab only enough to
release cable from bracket. If tab is pressed too
much, it will be broken. Sl i de pl asti c mount (Fi g.
43) towards passenger si de of vehi cl e to remove cabl e
from bracket.
(10) Remove throttl e cabl e from vehi cl e.
INSTALLATION
(1) Sl i de accel erator cabl e pl asti c mount i nto
bracket. Conti nue sl i di ng unti l tab (Fi g. 43) i s
al i gned to hol e i n mounti ng bracket.
(2) Route accel erator cabl e over top of cabl e cam.
(3) Connect cabl e end to throttl e body bel l crank
pi n (snaps on rearward).
(4) Sl i de rubber grommet away from pl asti c cabl e
housi ng.
(5) I nstal l rubber grommet i nto dash panel unti l
seated.
(6) Push cabl e housi ng i nto rubber grommet and
through openi ng i n dash panel .
(7) From i nsi de vehi cl e, i nstal l cl i p hol di ng cabl e
to dashpanel (Fi g. 38).
(8) From i nsi de vehi cl e, sl i de throttl e cabl e core
wi re i nto openi ng i n top of pedal arm.
(9) Push cabl e retai ner (cl i p) i nto pedal arm open-
i ng unti l i t snaps i n pl ace.
(10) Snap cabl e i nto dashpanel routi ng cl i p.
(11) I nstal l ai r box to throttl e body.
(12) Before starti ng engi ne, operate accel erator
pedal to check for any bi ndi ng.
SPECIFICATIONS
FUEL TANK CAPACITY
FUEL SYSTEM PRESSURE
Al l Engi nes: 339 kPa 34 kPa (49.2 psi 5 psi )
FUEL REQUIREMENTS
Your engi ne i s desi gned to meet al l emi ssi ons reg-
ul ati ons and provi de excel l ent fuel economy and per-
formance when usi ng hi gh qual i ty unl eaded gasol i ne
havi ng an octane rati ng of 87. The use of premi um
Fig. 42 Accelerator Cable at Bell Crank4.7L V-8
Engine
1 THROTTLE BODY
2 SPEED CONTROL CABLE CONNECTOR
3 OFF
4 OFF
5 ACCELERATOR CABLE CONNECTOR
6 CABLE CAM
7 BELLCRANK
Models Liters U.S. Gallons
Standard 95 25
Nominal refill capacities are shown. A variation may
be observed from vehicle to vehicle due to
manufacturing tolerance and refill procedure.
gasol i ne i s not recommended. The use of premi um
gasol i ne wi l l provi de no benefi t over hi gh qual i ty reg-
ul ar gasol i ne, and i n some ci rcumstances may resul t
i n poorer performance.
Li ght spark knock at l ow engi ne speeds i s not
harmful to your engi ne. However, conti nued heavy
spark knock at hi gh speeds can cause damage and
i mmedi ate servi ce i s requi red. Engi ne damage resul t-
i ng from operati on wi th a heavy spark knock may
not be covered by the new vehi cl e warranty.
Poor qual i ty gasol i ne can cause probl ems such as
hard starti ng, stal l i ng and hesi tati ons. I f you experi -
ence these symptoms, try another brand of gasol i ne
before consi deri ng servi ce for the vehi cl e.
Over 40 auto manufacturers worl d-wi de have
i ssued and endorsed consi stent gasol i ne speci fi cati ons
(the Worl dwi de Fuel Charter, WWFC) to defi ne fuel
properti es necessary to del i ver enhanced emi ssi ons,
performance and durabi l i ty for your vehi cl e. We rec-
ommend the use of gasol i nes that meet the WWFC
speci fi cati ons i f they are avai l abl e.
REFORMULATED GASOLINE
Many areas of the country requi re the use of
cl eaner burni ng gasol i ne referred to as reformul at-
ed gasol i ne. Reformul ated gasol i ne contai n oxygen-
ates, and are speci fi cal l y bl ended to reduce vehi cl e
emi ssi ons and i mprove ai r qual i ty.
We strongl y supports the use of reformul ated gas-
ol i ne. Properl y bl ended reformul ated gasol i ne wi l l
provi de excel l ent performance and durabi l i ty for the
engi ne and fuel system components.
GASOLINE/OXYGENATE BLENDS
Some fuel suppl i ers bl end unl eaded gasol i ne wi th
oxygenates such as 10% ethanol , MTBE, and ETBE.
Oxygenates are requi red i n some areas of the country
duri ng the wi nter months to reduce carbon monoxi de
emi ssi ons. Fuel s bl ended wi th these oxygenates may
be used i n your vehi cl e.
CAUTION: DO NOT use gasoline containing METH-
ANOL. Gasoline containing methanol may damage
critical fuel system components.
MMT IN GASOLINE
MMT i s a manganese-contai ni ng metal l i c addi ti ve
that i s bl ended i nto some gasol i ne to i ncrease octane.
Gasol i ne bl ended wi th MMT provi de no performance
advantage beyond gasol i ne of the same octane num-
ber wi thout MMT. Gasol i ne bl ended wi th MMT
reduce spark pl ug l i fe and reduce emi ssi on system
performance i n some vehi cl es. We recommend that
gasol i nes free of MMT be used i n your vehi cl e. The
MMT content of gasol i ne may not be i ndi cated on the
gasol i ne pump; therefore, you shoul d ask your gaso-
l i ne retai l er whether or not hi s/her gasol i ne contai ns
MMT.
I t i s even more i mportant to l ook for gasol i ne wi th-
out MMT i n Canada because MMT can be used at
l evel s hi gher than al l owed i n the Uni ted States.
MMT i s prohi bi ted i n Federal and Cal i forni a refor-
mul ated gasol i ne.
SULFUR IN GASOLINE
I f you l i ve i n the northeast Uni ted States, your vehi -
cl e may have been desi gned to meet Cal i forni a l ow
emi ssi on standards wi th Cl eaner-Burni ng Cal i forni a
reformul ated gasol i ne wi th l ow sul fur. I f such fuel s are
not avai l abl e i n states adopti ng Cal i forni a emi ssi on
standards, your vehi cl es wi l l operate sati sfactori l y on
fuel s meeti ng federal speci fi cati ons, but emi ssi on con-
trol system performance may be adversel y affected.
Gasol i ne sol d outsi de of Cal i forni a i s permi tted to have
hi gher sul fur l evel s whi ch may affect the performance
of the vehi cl es catal yti c converter. Thi s may cause the
Mal functi on I ndi cator Lamp (MI L), Check Engi ne or
Servi ce Engi ne Soon l i ght to i l l umi nate. We recom-
mend that you try a di fferent brand of unl eaded gaso-
l i ne havi ng l ower sul fur to determi ne i f the probl em i s
fuel rel ated pri or to returni ng your vehi cl e to an
authori zed deal er for servi ce.
Fig. 43 Accelerator Cable Release Tab4.7L V-8
Engine
1 ACCELERATOR CABLE
2 PLASTIC CABLE MOUNT
3 PRESS TAB FOR REMOVAL
4 CABLE BRACKET
5 SLIDE FOR REMOVAL
SPECIFICATIONS (Continued)
CAUTION: If the Malfunction Indicator Lamp (MIL),
Check Engine or Service Engine Soon light is flash-
ing, immediate service is required; see on-board
diagnostics system section.
MATERIALS ADDED TO FUEL
Al l gasol i ne sol d i n the Uni ted States and Canada
are requi red to contai n effecti ve detergent addi ti ves.
Use of addi ti onal detergents or other addi ti ves i s not
needed under normal condi ti ons.
FUEL SYSTEM CAUTIONS
CAUTION: Follow these guidelines to maintain your
vehicles performance:
The use of l eaded gas i s prohi bi ted by Federal
l aw. Usi ng l eaded gasol i ne can i mpai r engi ne perfor-
mance, damage the emi ssi on control system, and
coul d resul t i n l oss of warranty coverage.
An out-of-tune engi ne, or certai n fuel or i gni ti on
mal functi ons, can cause the catal yti c converter to
overheat. I f you noti ce a pungent burni ng odor or
some l i ght smoke, your engi ne may be out of tune or
mal functi oni ng and may requi re i mmedi ate servi ce.
Contact your deal er for servi ce assi stance.
When pul l i ng a heavy l oad or dri vi ng a ful l y
l oaded vehi cl e when the humi di ty i s l ow and the tem-
perature i s hi gh, use a premi um unl eaded fuel to
hel p prevent spark knock. I f spark knock persi sts,
l i ghten the l oad, or engi ne pi ston damage may resul t.
The use of fuel addi ti ves whi ch are now bei ng
sol d as octane enhancers i s not recommended. Most
of these products contai n hi gh concentrati ons of
methanol . Fuel system damage or vehi cl e perfor-
mance probl ems resul ti ng from the use of such fuel s
or addi ti ves i s not the responsi bi l i ty of Dai ml er-
Chrysl er Corporati on and may not be covered under
the new vehi cl e warranty.
NOTE: Intentional tampering with emissions control
systems can result in civil penalties being assessed
against you.
TORQUE CHART
DESCRIPTION TORQUE
Accel erator Pedal Bracket
Mounti ng Nuts . . . . . . . . . . . . 7 Nm (65 i n. l bs.)
Fuel Rai l Mounti ng
Bol ts3.9/5.2/5.9L Engi nes . . . . . . . . . . . 23 Nm
(200 i n. l bs.)
Fuel Tank
Mounti ng Nuts . . . . . . 2754 Nm (2040 ft. l bs.)
Fuel Hose Cl amps
(i f equi pped) . . . . . . . . . . . . . . 3 Nm (25 i n. l bs.)
SPECIFICATIONS (Continued)
FUEL INJ ECTION SYSTEM
TABLE OF CONTENTS
page page
POWERTRAIN CONTROL MODULE (PCM) . . . . . 28
MODES OF OPERATION . . . . . . . . . . . . . . . . . . . 29
AUTOMATIC SHUTDOWN (ASD) RELAY
SENSEPCM INPUT . . . . . . . . . . . . . . . . . . . . 31
BATTERY VOLTAGEPCM INPUT. . . . . . . . . . . . 31
BRAKE SWITCHPCM INPUT. . . . . . . . . . . . . . . 31
ENGINE COOLANT TEMPERATURE
SENSORPCM INPUT. . . . . . . . . . . . . . . . . . . 32
FIVE VOLT SENSOR SUPPLIESPRIMARY
AND SECONDARY . . . . . . . . . . . . . . . . . . . . . . 32
FUEL LEVEL SENSORPCM INPUT . . . . . . . . . . 32
IGNITION CIRCUIT SENSEPCM INPUT . . . . . . 32
INTAKE MANIFOLD AIR TEMPERATURE
SENSORPCM INPUT. . . . . . . . . . . . . . . . . . . 32
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSORPCM INPUT. . . . . . . . . . . . . . . . . . . 33
OIL PRESSURE SENSORPCM INPUT . . . . . . . 34
OXYGEN SENSOR (O2S)PCM INPUT. . . . . . . . 34
POWER GROUNDS . . . . . . . . . . . . . . . . . . . . . . . 35
POWER STEERING PRESSURE SWITCH
PCM INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
SENSOR RETURNPCM INPUT. . . . . . . . . . . . . 36
SIGNAL GROUNDPCM INPUT . . . . . . . . . . . . . 36
THROTTLE POSITION SENSOR (TPS)PCM
INPUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
VEHICLE SPEED AND DISTANCEPCM
INPUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
AUTO SHUTDOWN (ASD) RELAYPCM
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
CCD BUS (+/-) CIRCUITS-PCM OUTPUTS. . . . . . 37
DATA LINK CONNECTORPCM INPUT AND
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
FUEL INJECTORSPCM OUTPUT . . . . . . . . . . . 37
FUEL PUMP RELAY-PCM OUTPUT . . . . . . . . . . . 37
IDLE AIR CONTROL (IAC) MOTORPCM
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
OXYGEN SENSOR HEATER RELAYSPCM
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
RADIATOR COOLING FAN RELAYPCM
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
THROTTLE BODY . . . . . . . . . . . . . . . . . . . . . . . . 39
VISUAL INSPECTION3.9/5.2/5.9L ENGINES . . . 39
ASD AND FUEL PUMP RELAYS. . . . . . . . . . . . . . 42
THROTTLE BODY MINIMUM AIR FLOW
CHECK PROCEDURE. . . . . . . . . . . . . . . . . . . . 43
AUTOMATIC SHUTDOWN (ASD) RELAY . . . . . . . 44
FUEL PUMP RELAY. . . . . . . . . . . . . . . . . . . . . . . 44
OXYGEN SENSOR HEATER RELAYS . . . . . . . . . 45
THROTTLE BODY3.9/5.2/5.9L ENGINES. . . . . . 45
THROTTLE BODY4.7L V-8 ENGINE . . . . . . . . . 45
THROTTLE POSITION SENSOR (TPS)3.9/
5.2/5.9L ENGINES. . . . . . . . . . . . . . . . . . . . . . . 46
THROTTLE POSITION SENSOR (TPS)4.7L
V-8 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
IDLE AIR CONTROL (IAC) MOTOR3.9/5.2/
5.9L ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 47
IDLE AIR CONTROL (IAC) MOTOR4.7L V8
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
SENSOR3.9/5.2/5.9L ENGINES . . . . . . . . . . . 48
SENSOR4.7L V8 ENGINE . . . . . . . . . . . . . . 49
POWERTRAIN CONTROL MODULE (PCM) . . . . . 49
OXYGEN SENSOR. . . . . . . . . . . . . . . . . . . . . . . . 50
AIR CLEANER ELEMENT (FILTER) . . . . . . . . . . . 50
SENSOR3.9/5.2/5.9L ENGINES . . . . . . . . . . . 50
SENSOR4.7L V-8 ENGINE. . . . . . . . . . . . . . . 51
SENSOR3.9/5.2/5.9L ENGINES . . . . . . . . . . . 52
SENSOR4.7L V-8 ENGINE. . . . . . . . . . . . . . . 53
POWER STEERING PRESSURE SWITCH . . . . . . 54
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . . 54
SPECIAL TOOLS
FUEL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . 54
POWERTRAIN CONTROL MODULE (PCM)
DESCRIPTION
The Powertrai n Control Modul e (PCM) (Fi g. 1) i s
l ocated i n the engi ne compartment. The PCM i s
referred to as JTEC.
OPERATION
The PCM operates the fuel system. The PCM i s a
pre-programmed, tri pl e mi croprocessor di gi tal com-
puter. I t regul ates i gni ti on ti mi ng, ai r-fuel rati o,
emi ssi on control devi ces, chargi ng system, certai n
transmi ssi on features, speed control , ai r condi ti oni ng
compressor cl utch engagement and i dl e speed. The
PCM can adapt i ts programmi ng to meet changi ng
operati ng condi ti ons.
The PCM recei ves i nput si gnal s from vari ous
swi tches and sensors. Based on these i nputs, the
PCM regul ates vari ous engi ne and vehi cl e operati ons
through di fferent system components. These compo-
nents are referred to as Powertrai n Control Modul e
(PCM) Outputs. The sensors and swi tches that pro-
vi de i nputs to the PCM are consi dered Powertrai n
Control Modul e (PCM) I nputs.
The PCM adjusts i gni ti on ti mi ng based upon
i nputs i t recei ves from sensors that react to: engi ne
rpm, mani fol d absol ute pressure, engi ne cool ant tem-
perature, throttl e posi ti on, transmi ssi on gear sel ec-
ti on (automati c transmi ssi on), vehi cl e speed and the
brake swi tch.
The PCM adjusts i dl e speed based on i nputs i t
recei ves from sensors that react to: throttl e posi ti on,
vehi cl e speed, transmi ssi on gear sel ecti on, engi ne
cool ant temperature and from i nputs i t recei ves from
the ai r condi ti oni ng cl utch swi tch and brake swi tch.
Based on i nputs that i t recei ves, the PCM adjusts
i gni ti on coi l dwel l . The PCM al so adjusts the gener-
ator charge rate through control of the generator
fi el d and provi des speed control operati on.
NOTE: PCM Inputs:
A/C request (i f equi pped wi th factory A/C)
A/C sel ect (i f equi pped wi th factory A/C)
Auto shutdown (ASD) sense
Battery temperature
Battery vol tage
Brake swi tch
CCD bus (+) ci rcui ts
CCD bus (-) ci rcui ts
Camshaft posi ti on sensor si gnal
Crankshaft posi ti on sensor
Data l i nk connecti on for DRB scan tool
Engi ne cool ant temperature sensor
Fuel l evel
Generator (battery vol tage) output
I gni ti on ci rcui t sense (i gni ti on swi tch i n on/off/
crank/run posi ti on)
I ntake mani fol d ai r temperature sensor
Leak detecti on pump (swi tch) sense (i f equi pped)
Mani fol d absol ute pressure (MAP) sensor
Oi l pressure
Output shaft speed sensor
Overdri ve/overri de swi tch
Oxygen sensors
Park/neutral swi tch (auto. trans. onl y)
Power ground
Sensor return
Si gnal ground
Speed control mul ti pl exed si ngl e wi re i nput
Throttl e posi ti on sensor
Transmi ssi on governor pressure sensor
Transmi ssi on temperature sensor
Vehi cl e speed i nputs from ABS or RWAL system
NOTE: PCM Outputs:
A/C cl utch rel ay
Auto shutdown (ASD) rel ay
CCD bus (+/-) ci rcui ts for: speedometer, vol tme-
ter, fuel gauge, oi l pressure gauge/l amp, engi ne temp.
gauge and speed control warn. l amp
Data l i nk connecti on for DRB scan tool
EGR val ve control sol enoi d (i f equi pped)
EVAP cani ster purge sol enoi d
Fig. 1 PCM Location
1 RIGHT FRONT FENDER
2 PCM MOUNTING BOLTS (3)
3 32WAY CONNECTORS (3)
4 COVER
5 POWERTRAIN CONTROL MODULE (PCM)
Fi ve vol t sensor suppl y (pri mary)
Fi ve vol t sensor suppl y (secondary)
Fuel i njectors
Fuel pump rel ay
Generator fi el d dri ver (-)
Generator fi el d dri ver (+)
Generator l amp (i f equi pped)
I dl e ai r control (I AC) motor
I gni ti on coi l
Leak detecti on pump (i f equi pped)
Mal functi on i ndi cator l amp (Check engi ne l amp).
Dri ven through CCD ci rcui ts.
Overdri ve i ndi cator l amp (i f equi pped)
Speed control vacuum sol enoi d
Speed control vent sol enoi d
Tachometer (i f equi pped). Dri ven through CCD
ci rcui ts.
Transmi ssi on convertor cl utch ci rcui t
Transmi ssi on 34 shi ft sol enoi d
Transmi ssi on rel ay
Transmi ssi on temperature l amp (i f equi pped)
Transmi ssi on vari abl e force sol enoi d
MODES OF OPERATION
OPERATION
As i nput si gnal s to the Powertrai n Control Modul e
(PCM) change, the PCM adjusts i ts response to the
output devi ces. For exampl e, the PCM must cal cul ate
di fferent i njector pul se wi dth and i gni ti on ti mi ng for
i dl e than i t does for wi de open throttl e (WOT).
The PCM wi l l operate i n two di fferent modes:
Open Loop and Closed Loop.
Duri ng Open Loop modes, the PCM recei ves i nput
si gnal s and responds onl y accordi ng to preset PCM
programmi ng. I nput from the oxygen (O2S) sensors
i s not moni tored duri ng Open Loop modes.
Duri ng Cl osed Loop modes, the PCM wi l l moni tor
the oxygen (O2S) sensors i nput. Thi s i nput i ndi cates
to the PCM whether or not the cal cul ated i njector
pul se wi dth resul ts i n the i deal ai r-fuel rati o. Thi s
rati o i s 14.7 parts ai r-to-1 part fuel . By moni tori ng
the exhaust oxygen content through the O2S sensor,
the PCM can fi ne tune the i njector pul se wi dth. Thi s
i s done to achi eve opti mum fuel economy combi ned
wi th l ow emi ssi on engi ne performance.
The fuel i njecti on system has the fol l owi ng modes
of operati on:
I gni ti on swi tch ON
Engi ne start-up (crank)
Engi ne warm-up
I dl e
Crui se
Accel erati on
Decel erati on
Wi de open throttl e (WOT)
I gni ti on swi tch OFF
The i gni ti on swi tch On, engi ne start-up (crank),
engi ne warm-up, accel erati on, decel erati on and wi de
open throttl e modes are Open Loop modes. The i dl e
and crui se modes, (wi th the engi ne at operati ng tem-
perature) are Cl osed Loop modes.
IGNITION SWITCH (KEY-ON) MODE
Thi s i s an Open Loop mode. When the fuel system
i s acti vated by the i gni ti on swi tch, the fol l owi ng
acti ons occur:
The PCM pre-posi ti ons the i dl e ai r control (I AC)
motor.
The PCM determi nes atmospheri c ai r pressure
from the MAP sensor i nput to determi ne basi c fuel
strategy.
The PCM moni tors the engi ne cool ant tempera-
ture sensor i nput. The PCM modi fi es fuel strategy
based on thi s i nput.
I ntake mani fol d ai r temperature sensor i nput i s
moni tored.
Throttl e posi ti on sensor (TPS) i s moni tored.
The auto shutdown (ASD) rel ay i s energi zed by
the PCM for approxi matel y three seconds.
The fuel pump i s energi zed through the fuel
pump rel ay by the PCM. The fuel pump wi l l operate
for approxi matel y three seconds unl ess the engi ne i s
operati ng or the starter motor i s engaged.
The O2S sensor heater el ement i s energi zed vi a
the ASD rel ay. The O2S sensor i nput i s not used by
the PCM to cal i brate ai r-fuel rati o duri ng thi s mode
of operati on.
ENGINE START-UP MODE
Thi s i s an Open Loop mode. The fol l owi ng acti ons
occur when the starter motor i s engaged.
The PCM recei ves i nputs from:
Battery vol tage
Throttl e posi ti on sensor (TPS)
Starter motor rel ay
Camshaft posi ti on sensor si gnal
The PCM moni tors the crankshaft posi ti on sensor.
I f the PCM does not recei ve a crankshaft posi ti on
sensor si gnal wi thi n 3 seconds of cranki ng the
engi ne, i t wi l l shut down the fuel i njecti on system.
The fuel pump i s acti vated by the PCM through
the fuel pump rel ay.
Vol tage i s appl i ed to the fuel i njectors wi th the
ASD rel ay vi a the PCM. The PCM wi l l then control
the i njecti on sequence and i njector pul se wi dth by
turni ng the ground ci rcui t to each i ndi vi dual i njector
on and off.
The PCM determi nes the proper i gni ti on ti mi ng
accordi ng to i nput recei ved from the crankshaft posi -
ti on sensor.
ENGINE WARM-UP MODE
Thi s i s an Open Loop mode. Duri ng engi ne warm-
up, the PCM recei ves i nputs from:
Battery vol tage
Camshaft posi ti on sensor si gnal (i n the di stri bu-
tor)
Park/neutral swi tch (gear i ndi cator si gnal auto.
trans. onl y)
Ai r condi ti oni ng sel ect si gnal (i f equi pped)
Ai r condi ti oni ng request si gnal (i f equi pped)
Based on these i nputs the fol l owi ng occurs:
on and off.
The PCM adjusts engi ne i dl e speed through the
i dl e ai r control (I AC) motor and adjusts i gni ti on ti m-
i ng.
The PCM operates the A/C compressor cl utch
through the cl utch rel ay. Thi s i s done i f A/C has been
sel ected by the vehi cl e operator and requested by the
A/C thermostat.
When engi ne has reached operati ng tempera-
ture, the PCM wi l l begi n moni tori ng O2S sensor
i nput. The system wi l l then l eave the warm-up mode
and go i nto cl osed l oop operati on.
IDLE MODE
When the engi ne i s at operati ng temperature, thi s
i s a Cl osed Loop mode. At i dl e speed, the PCM
recei ves i nputs from:
Battery vol tage
tor)
Battery vol tage
trans. onl y)
Oxygen sensors
Based on these i nputs, the fol l owi ng occurs:
i njecti on sequence and i njector pul se wi dth by turn-
i ng the ground ci rcui t to each i ndi vi dual i njector on
and off.
The PCM moni tors the O2S sensor i nput and
adjusts ai r-fuel rati o by varyi ng i njector pul se wi dth.
I t al so adjusts engi ne i dl e speed through the i dl e ai r
control (I AC) motor.
The PCM adjusts i gni ti on ti mi ng by i ncreasi ng
and decreasi ng spark advance.
through the cl utch rel ay. Thi s happens i f A/C has
been sel ected by the vehi cl e operator and requested
by the A/C thermostat.
CRUISE MODE
i s a Cl osed Loop mode. At crui si ng speed, the PCM
recei ves i nputs from:
Battery vol tage
tor)
trans. onl y)
Oxygen (O2S) sensors
Based on these i nputs, the fol l owi ng occurs:
ASD rel ay vi a the PCM. The PCM wi l l then adjust
the i njector pul se wi dth by turni ng the ground ci rcui t
to each i ndi vi dual i njector on and off.
The PCM moni tors the O2S sensor i nput and
adjusts ai r-fuel rati o. I t al so adjusts engi ne i dl e
speed through the i dl e ai r control (I AC) motor.
The PCM adjusts i gni ti on ti mi ng by turni ng the
ground path to the coi l on and off.
through the cl utch rel ay. Thi s happens i f A/C has
been sel ected by the vehi cl e operator and requested
by the A/C thermostat.
ACCELERATION MODE
Thi s i s an Open Loop mode. The PCM recogni zes
an abrupt i ncrease i n throttl e posi ti on or MAP pres-
sure as a demand for i ncreased engi ne output and
vehi cl e accel erati on. The PCM i ncreases i njector
pul se wi dth i n response to i ncreased throttl e openi ng.
DECELERATION MODE
i s an Open Loop mode. Duri ng hard decel erati on, the
PCM recei ves the fol l owi ng i nputs.
Battery vol tage
tor)
trans. onl y)
Vehi cl e speed sensor
I f the vehi cl e i s under hard decel erati on wi th the
proper rpm and cl osed throttl e condi ti ons, the PCM
wi l l i gnore the oxygen sensor i nput si gnal . The PCM
wi l l enter a fuel cut-off strategy i n whi ch i t wi l l not
suppl y a ground to the i njectors. I f a hard decel era-
ti on does not exi st, the PCM wi l l determi ne the
proper i njector pul se wi dth and conti nue i njecti on.
Based on the above i nputs, the PCM wi l l adjust
engi ne i dl e speed through the i dl e ai r control (I AC)
motor.
WIDE OPEN THROTTLE MODE
Thi s i s an Open Loop mode. Duri ng wi de open
throttl e operati on, the PCM recei ves the fol l owi ng
i nputs.
Battery vol tage
tor)
Duri ng wi de open throttl e condi ti ons, the fol l owi ng
occurs:
on and off. The PCM i gnores the oxygen sensor i nput
si gnal and provi des a predetermi ned amount of addi -
ti onal fuel . Thi s i s done by adjusti ng i njector pul se
wi dth.
IGNITION SWITCH OFF MODE
When i gni ti on swi tch i s turned to OFF posi ti on,
the PCM stops operati ng the i njectors, i gni ti on coi l ,
ASD rel ay and fuel pump rel ay.
SENSE PCM INPUT
DESCRIPTION
The ASD rel ay i s l ocated i n the Power Di stri buti on
Center (PDC). The PDC i s l ocated i n the engi ne com-
partment. Refer to l abel on PDC cover for rel ay l oca-
ti on.
OPERATION
A 12 vol t si gnal at thi s i nput i ndi cates to the PCM
that the ASD has been acti vated. The rel ay i s used to
connect the oxygen sensor heater el ement, i gni ti on
coi l and fuel i njectors to 12 vol t + power suppl y.
Thi s i nput i s used onl y to sense that the ASD rel ay
i s energi zed. I f the powertrai n control modul e (PCM)
does not see 12 vol ts at thi s i nput when the ASD
shoul d be acti vated, i t wi l l set a di agnosti c troubl e
code (DTC).
BATTERY VOLTAGE PCM INPUT
OPERATION
The battery vol tage i nput provi des power to the
Powertrai n Control Modul e (PCM). I t al so i nforms
the PCM what vol tage l evel i s suppl i ed to the i gni -
ti on coi l and fuel i njectors.
I f battery vol tage i s l ow, the PCM wi l l i ncrease
i njector pul se wi dth (peri od of ti me that the i njector
i s energi zed). Thi s i s done to compensate for the
reduced fl ow through i njector caused by the l owered
vol tage.
BRAKE SWITCH PCM INPUT
OPERATION
When the brake l i ght swi tch i s acti vated, the Pow-
ertrai n Control Modul e (PCM) recei ves an i nput i ndi -
cati ng that the brakes are bei ng appl i ed. After
recei vi ng thi s i nput, the PCM mai ntai ns i dl e speed to
a schedul ed rpm through control of the I dl e Ai r Con-
trol (I AC) motor. The brake swi tch i nput i s al so used
to di sabl e vent and vacuum sol enoi d output si gnal s
to the speed control servo.
ENGINE COOLANT TEMPERATURE SENSOR
PCM INPUT
DESCRIPTION
The Engi ne Cool ant Temperature (ECT) sensor i s
used to sense engi ne cool ant temperature. The sensor
protrudes i nto an engi ne water jacket.
The ECT sensor i s a two-wi re Negati ve Thermal
Coeffi ci ent (NTC) sensor. Meani ng, as engi ne cool ant
temperature i ncreases, resi stance (vol tage) i n the
sensor decreases. As temperature decreases, resi s-
tance (vol tage) i n the sensor i ncreases.
OPERATION
At key-on, the Powertrai n Control Modul e (PCM)
sends out a regul ated 5 vol t si gnal to the ECT sensor.
The PCM then moni tors the si gnal as i t passes
through the ECT sensor to the sensor ground (sensor
return).
When the engi ne i s col d, the PCM wi l l operate i n
Open Loop cycl e. I t wi l l demand sl i ghtl y ri cher ai r-
fuel mi xtures and hi gher i dl e speeds. Thi s i s done
unti l normal operati ng temperatures are reached.
The PCM uses i nputs from the ECT sensor for the
fol l owi ng cal cul ati ons:
for engi ne cool ant temperature gauge operati on
through CCD or PCI (J1850) communi cati ons
I njector pul se-wi dth
Spark-advance curves
ASD rel ay shut-down ti mes
I dl e Ai r Control (I AC) motor key-on steps
Pul se-wi dth pri me-shot duri ng cranki ng
O2 sensor cl osed l oop ti mes
Purge sol enoi d on/off ti mes
EGR sol enoi d on/off ti mes (i f equi pped)
Leak Detecti on Pump operati on (i f equi pped)
Radi ator fan rel ay on/off ti mes (i f equi pped)
Target i dl e speed
FIVE VOLT SENSOR SUPPLIES PRIMARY
AND SECONDARY
DESCRIPTION
Two di fferent Powertrai n Control Modul e (PCM)
fi ve vol t suppl y ci rcui ts are used; pri mary and sec-
ondary.
OPERATION
These 2 ci rcui ts wi l l :
suppl y the requi red 5 vol t power source to the
Crankshaft Posi ti on (CKP) sensor.
Camshaft Posi ti on (CMP) sensor.
suppl y a reference vol tage for the Mani fol d Abso-
l ute Pressure (MAP) sensor.
suppl y a reference vol tage for the Throttl e Posi -
ti on Sensor (TPS) sensor.
oi l pressure sensor.
suppl y the requi red 5 vol t power source for the
Vehi cl e Speed Sensor (VSS) (i f equi pped).
suppl y the 5 vol t power source to the transmi s-
si on pressure sensor (i f equi pped wi th an RE auto-
mati c transmi ssi on).
FUEL LEVEL SENSOR PCM INPUT
DESCRIPTION
The fuel l evel sensor (fuel gauge sendi ng uni t) i s
l ocated on the fuel pump modul e.
OPERATION
Refer to Fuel Gauge Sendi ng Uni t i n the Fuel
Del i very secti on for i nformati on.
IGNITION CIRCUIT SENSE PCM INPUT
DESCRIPTION
Thi s ci rcui t ti es the i gni ti on swi tch to the Power-
trai n Control Modul e (PCM).
OPERATION
The i gni ti on ci rcui t sense i nput tel l s the PCM the
i gni ti on swi tch has energi zed the i gni ti on ci rcui t.
Battery vol tage i s suppl i ed to the PCM through the
i gni ti on swi tch when the i gni ti on i s i n the RUN or
START posi ti on. Thi s i s referred to as the i gni ti on
sense ci rcui t and i s used to wake up the PCM.
Vol tage on the i gni ti on i nput can be as l ow as 6 vol ts
and the PCM wi l l sti l l functi on. Vol tage i s suppl i ed to
thi s ci rcui t to power the PCMs 5 vol t pri mary and 5
vol t secondary ci rcui ts. Thi s al l ows the PCM to per-
form fuel , i gni ti on and emi ssi ons control functi ons.
SENSOR PCM INPUT
DESCRIPTION
The 2wi re I ntake Mani fol d Ai r Temperature (I AT)
sensor i s i nstal l ed i n the i ntake mani fol d wi th the
sensor el ement extendi ng i nto the ai r stream.
The I AT sensor i s a two-wi re Negati ve Thermal
Coeffi ci ent (NTC) sensor. Meani ng, as i ntake mani -
fol d temperature i ncreases, resi stance (vol tage) i n the
sensor decreases. As temperature decreases, resi s-
tance (vol tage) i n the sensor i ncreases.
OPERATION
The I AT sensor provi des an i nput vol tage to the
Powertrai n Control Modul e (PCM) i ndi cati ng the
densi ty of the ai r enteri ng the i ntake mani fol d based
upon i ntake mani fol d temperature. At key-on, a
5vol t power ci rcui t i s suppl i ed to the sensor from
the PCM. The sensor i s grounded at the PCM
through a l ow-noi se, sensor-return ci rcui t.
The PCM uses thi s i nput to cal cul ate the fol l owi ng:
Adjustment of spark ti mi ng (to hel p prevent
spark knock wi th hi gh i ntake mani fol d ai r-charge
temperatures)
The resi stance val ues of the I AT sensor i s the same
as for the Engi ne Cool ant Temperature (ECT) sensor.
SENSOR PCM INPUT
DESCRIPTION
The Mani fol d Absol ute Pressure (MAP) sensor i s
attached to the si de of the engi ne throttl e body wi th
2 screws. The sensor i s connected to the throttl e body
wi th a rubber L-shaped fi tti ng.
OPERATION
The MAP sensor i s used as an i nput to the Power-
trai n Control Modul e (PCM). I t contai ns a si l i con
based sensi ng uni t to provi de data on the mani fol d
vacuum that draws the ai r/fuel mi xture i nto the com-
busti on chamber. The PCM requi res thi s i nformati on
to determi ne i njector pul se wi dth and spark advance.
When mani fol d absol ute pressure (MAP) equal s
Barometri c pressure, the pul se wi dth wi l l be at max-
i mum.
A 5 vol t reference i s suppl i ed from the PCM and
returns a vol tage si gnal to the PCM that refl ects
mani fol d pressure. The zero pressure readi ng i s 0.5V
and ful l scal e i s 4.5V. For a pressure swi ng of 015
psi , the vol tage changes 4.0V. To operate the sensor,
i t i s suppl i ed a regul ated 4.8 to 5.1 vol ts. Ground i s
provi ded through the l ow-noi se, sensor return ci rcui t
at the PCM.
The MAP sensor i nput i s the number one contri b-
utor to fuel i njector pul se wi dth. The most i mportant
functi on of the MAP sensor i s to determi ne baromet-
ri c pressure. The PCM needs to know i f the vehi cl e i s
at sea l evel or at a hi gher al ti tude, because the ai r
densi ty changes wi th al ti tude. I t wi l l al so hel p to cor-
rect for varyi ng barometri c pressure. Barometri c
pressure and al ti tude have a di rect i nverse correl a-
ti on; as al ti tude goes up, barometri c goes down. At
key-on, the PCM powers up and l ooks at MAP vol t-
age, and based upon the vol tage i t sees, i t knows the
current barometri c pressure (rel ati ve to al ti tude).
Once the engi ne starts, the PCM l ooks at the vol tage
agai n, conti nuousl y every 12 mi l l i seconds, and com-
pares the current vol tage to what i t was at key-on.
The di fference between current vol tage and what i t
was at key-on, i s mani fol d vacuum.
Duri ng key-on (engi ne not runni ng) the sensor
reads (updates) barometri c pressure. A normal range
can be obtai ned by moni tori ng a known good sensor.
As the al ti tude i ncreases, the ai r becomes thi nner
(l ess oxygen). I f a vehi cl e i s started and dri ven to a
very di fferent al ti tude than where i t was at key-on,
the barometri c pressure needs to be updated. Any
ti me the PCM sees Wi de Open Throttl e (WOT), based
upon Throttl e Posi ti on Sensor (TPS) angl e and RPM,
i t wi l l update barometri c pressure i n the MAP mem-
ory cel l . Wi th peri odi c updates, the PCM can make
i ts cal cul ati ons more effecti vel y.
The PCM uses the MAP sensor i nput to ai d i n cal -
cul ati ng the fol l owi ng:
Mani fol d pressure
Barometri c pressure
Engi ne l oad
Spark-advance programs
Shi ft-poi nt strategi es (certai n automati c trans-
mi ssi ons onl y)
I dl e speed
Decel fuel shutoff
The MAP sensor si gnal i s provi ded from a si ngl e
pi ezoresi sti ve el ement l ocated i n the center of a di a-
phragm. The el ement and di aphragm are both made
of si l i cone. As mani fol d pressure changes, the di a-
phragm moves causi ng the el ement to defl ect, whi ch
stresses the si l i cone. When si l i cone i s exposed to
stress, i ts resi stance changes. As mani fol d vacuum
i ncreases, the MAP sensor i nput vol tage decreases
proporti onal l y. The sensor al so contai ns el ectroni cs
that condi ti on the si gnal and provi de temperature
compensati on.
The PCM recogni zes a decrease i n mani fol d pres-
sure by moni tori ng a decrease i n vol tage from the
readi ng stored i n the barometri c pressure memory
cel l . The MAP sensor i s a l i near sensor; meani ng as
pressure changes, vol tage changes proporti onatel y.
The range of vol tage output from the sensor i s usu-
al l y between 4.6 vol ts at sea l evel to as l ow as 0.3
vol ts at 26 i n. of Hg. Barometri c pressure i s the pres-
sure exerted by the atmosphere upon an object. At
sea l evel on a standard day, no storm, barometri c
pressure i s approxi matel y 29.92 i n Hg. For every 100
feet of al ti tude, barometri c pressure drops.10 i n. Hg.
I f a storm goes through i t can change barometri c
pressure from what shoul d be present for that al ti -
tude. You shoul d know what the average pressure
and correspondi ng barometri c pressure i s for your
area.
OIL PRESSURE SENSOR PCM INPUT
DESCRIPTION
The 2wi re, el ectri cal /mechani cal engi ne oi l pres-
sure sensor (sendi ng uni t) i s l ocated i n an engi ne oi l
pressure gal l ery.
OPERATION
The oi l pressure sensor uses two ci rcui ts. They are:
A si gnal to the PCM rel ati ng to engi ne oi l pres-
sure
A sensor ground through the PCMs sensor
return
The oi l pressure sensor returns a vol tage si gnal
back to the PCM rel ati ng to engi ne oi l pressure. Thi s
si gnal i s then transferred (bussed) to the i nstrument
panel on a CCD bus ci rcui t to operate the oi l pres-
sure gauge and the check gauges l amp. Ground for
the sensor i s provi ded by the PCM through a l ow-
noi se sensor return.
OXYGEN SENSOR (O2S) PCM INPUT
DESCRIPTION
The Oxygen Sensors (O2S) are attached to, and
protrude i nto the vehi cl e exhaust system. Dependi ng
on the emi ssi on package, the vehi cl e may use a total
of ei ther 2 or 4 sensors.
Non-California Engines: On certai n non-Cal i for-
ni a (Federal ) emi ssi ons packages, 2 sensors are used:
upstream (referred to as 1/1) and downstream
(referred to as 1/2). Wi th thi s emi ssi on package, the
upstream sensor (1/1) i s l ocated just before the mai n
catal yti c convertor. The downstream sensor (1/2) i s
l ocated just after the mai n catal yti c convertor.
California Engines: On certai n Cal i forni a emi s-
si ons packages, 4 sensors are used: 2 upstream
(referred to as 1/1 and 2/1) and 2 downstream
(referred to as 1/2 and 2/2). Wi th thi s emi ssi on pack-
age, the ri ght upstream sensor (2/1) i s l ocated i n the
ri ght exhaust downpi pe just before the mi ni -catal yti c
convertor. The l eft upstream sensor (1/1) i s l ocated i n
the l eft exhaust downpi pe just before the mi ni -cata-
l yti c convertor. The ri ght downstream sensor (2/2) i s
l ocated i n the ri ght exhaust downpi pe just after the
mi ni -catal yti c convertor, and before the mai n cata-
l yti c convertor. The l eft downstream sensor (1/2) i s
l ocated i n the l eft exhaust downpi pe just after the
mi ni -catal yti c convertor, and before the mai n cata-
l yti c convertor.
OPERATION
An O2 sensor i s a gal vani c battery that provi des
the PCM wi th a vol tage si gnal (0-1 vol t) i nversel y
proporti onal to the amount of oxygen i n the exhaust.
I n other words, i f the oxygen content i s l ow, the vol t-
age output i s hi gh; i f the oxygen content i s hi gh the
output vol tage i s l ow. The PCM uses thi s i nformati on
to adjust i njector pul se-wi dth to achi eve the
14.7to1 ai r/fuel rati o necessary for proper engi ne
operati on and to control emi ssi ons.
The O2 sensor must have a source of oxygen from
outsi de of the exhaust stream for compari son. Cur-
rent O2 sensors recei ve thei r fresh oxygen (outsi de
ai r) suppl y through the wi re harness. Thi s i s why i t
i s i mportant to never sol der an O2 sensor connector,
or pack the connector wi th grease.
Four wi res (ci rcui ts) are used on each O2 sensor: a
12vol t feed ci rcui t for the sensor heati ng el ement; a
ground ci rcui t for the heater el ement; a l ow-noi se
sensor return ci rcui t to the PCM, and an i nput ci r-
cui t from the sensor back to the PCM to detect sen-
sor operati on.
Oxygen Sensor Heaters/Heater Relays:
Dependi ng on the emi ssi ons package, the heati ng el e-
ments wi thi n the sensors wi l l be suppl i ed vol tage
from ei ther the ASD rel ay, or 2 separate oxygen sen-
sor rel ays. Refer to Wi ri ng Di agrams to determi ne
whi ch rel ays are used.
The O2 sensor uses a Posi ti ve Thermal Co-effi ci ent
(PTC) heater el ement. As temperature i ncreases,
resi stance i ncreases. At ambi ent temperatures
around 70F, the resi stance of the heati ng el ement i s
approxi matel y 4.5 ohms on 5.2 and 5.9L engi nes, and
approxi matel y 13.5 ohms on the 4.7L engi ne. As the
sensors temperature i ncreases, resi stance i n the
heater el ement i ncreases. Thi s al l ows the heater to
mai ntai n the opti mum operati ng temperature of
approxi matel y 930-1100F (500-600 C). Al though
the sensors operate the same, there are physi cal di f-
ferences, due to the envi ronment that they operate
i n, that keep them from bei ng i nterchangeabl e.
Mai ntai ni ng correct sensor temperature at al l
ti mes al l ows the system to enter i nto cl osed l oop
operati on sooner. Al so, i t al l ows the system to remai n
i n cl osed l oop operati on duri ng peri ods of extended
i dl e.
I n Cl osed Loop operati on, the PCM moni tors cer-
tai n O2 sensor i nput(s) al ong wi th other i nputs, and
adjusts the i njector pul se wi dth accordi ngl y. Duri ng
Open Loop operati on, the PCM i gnores the O2 sensor
i nput. The PCM adjusts i njector pul se wi dth based
on preprogrammed (fi xed) val ues and i nputs from
other sensors.
Upstream Sensor (Certain Non-California
Emissions): The upstream sensor (1/1) provi des an
i nput vol tage to the PCM. The i nput tel l s the PCM
the oxygen content of the exhaust gas. The PCM uses
thi s i nformati on to fi ne tune fuel del i very to mai n-
tai n the correct oxygen content at the downstream
oxygen sensor. The PCM wi l l change the ai r/fuel
rati o unti l the upstream sensor i nputs a vol tage that
the PCM has determi ned wi l l make the downstream
sensor output (oxygen content) correct.
The upstream oxygen sensor al so provi des an i nput
to determi ne catal yti c convertor effi ci ency.
Downstream Sensor (Certain Non-California
Emissions): The downstream oxygen sensor (1/2) i s
al so used to determi ne the correct ai r-fuel rati o. As
the oxygen content changes at the downstream sen-
sor, the PCM cal cul ates how much ai r-fuel rati o
change i s requi red. The PCM then l ooks at the
upstream oxygen sensor vol tage and changes fuel
del i very unti l the upstream sensor vol tage changes
enough to correct the downstream sensor vol tage
(oxygen content).
The downstream oxygen sensor al so provi des an
i nput to determi ne catal yti c convertor effi ci ency.
Upstream Sensors (Certain California Emis-
sions): Two upstream sensors are used (1/1 and 2/1).
The 1/1 sensor i s the fi rst sensor to recei ve exhaust
gases from the #1 cyl i nder. They provi de an i nput
vol tage to the PCM. The i nput tel l s the PCM the oxy-
gen content of the exhaust gas. The PCM uses thi s
i nformati on to fi ne tune fuel del i very to mai ntai n the
correct oxygen content at the downstream oxygen
sensors. The PCM wi l l change the ai r/fuel rati o unti l
the upstream sensors i nput a vol tage that the PCM
has determi ned wi l l make the downstream sensors
output (oxygen content) correct.
The upstream oxygen sensors al so provi de an i nput
to determi ne mi ni -catal yst effi ci ency. Mai n catal yti c
convertor effi ci ency i s not cal cul ated wi th thi s pack-
age.
Downstream Sensors (Certain California
Emissions): Two downstream sensors are used (1/2
and 2/2). The downstream sensors are used to deter-
mi ne the correct ai r-fuel rati o. As the oxygen content
changes at the downstream sensor, the PCM cal cu-
l ates how much ai r-fuel rati o change i s requi red. The
PCM then l ooks at the upstream oxygen sensor vol t-
age, and changes fuel del i very unti l the upstream
sensor vol tage changes enough to correct the down-
stream sensor vol tage (oxygen content).
The downstream oxygen sensors al so provi de an
i nput to determi ne mi ni -catal yst effi ci ency. Mai n cat-
al yti c convertor effi ci ency i s not cal cul ated wi th thi s
package.
Engi nes equi pped wi th ei ther a downstream sen-
sor(s), or a post-catal yti c sensor, wi l l moni tor cata-
l yti c convertor effi ci ency. I f effi ci ency i s bel ow
emi ssi on standards, the Mal functi on I ndi cator Lamp
(MI L) wi l l be i l l umi nated and a Di agnosti c Troubl e
Code (DTC) wi l l be set. Refer to Moni tored Systems
i n Emi ssi on Control Systems for addi ti onal i nforma-
ti on.
POWER GROUNDS
OPERATION
The Powertrai n Control Modul e (PCM) has 2 mai n
grounds. Both of these grounds are referred to as
power grounds. Al l of the hi gh-current, noi sy, el ectri -
cal devi ces are connected to these grounds as wel l as
al l of the sensor returns. Sensor return i s a l ow-
noi se, l ow-current, dedi cated ground.
The power ground i s used to control ground ci r-
cui ts for the fol l owi ng PCM l oads:
Generator fi el d wi ndi ng
Fuel i njectors
I gni ti on coi l (s)
Certai n rel ays/sol enoi ds
Certai n sensors
POWER STEERING PRESSURE SWITCH PCM
INPUT
DESCRIPTION
A pressure sensi ng swi tch (Fi g. 2) i s i ncl uded i n
the power steeri ng system (mounted on the hi gh-
pressure l i ne). Thi s swi tch wi l l be used onl y on vehi -
cl es equi pped wi th a 4.7L V8 engi ne and power
steeri ng.
Fig. 2 Power Steering Pump Pressure Switch4.7L
V-8 Engine
1 HYDRAULIC PUMP
2 POWER STEERING PRESSURE SWITCH
3 RACK AND PINION GEAR
4 OIL COOLER
OPERATION
The power steeri ng pressure swi tch provi des an
i nput to the Powertrai n Control Modul e (PCM). Thi s
i nput i s provi ded duri ng peri ods of hi gh pump l oad
and l ow engi ne rpm; such as duri ng parki ng maneu-
vers. The PCM wi l l then i ncrease the i dl e speed
through the I dl e Ai r Control (I AC) motor. Thi s i s
done to prevent the engi ne from stal l i ng under the
i ncreased l oad.
When steeri ng pump pressure exceeds 3275 kPa
690 kPa (475 psi 100 psi ), the normal l y cl osed
swi tch wi l l open and the PCM wi l l i ncrease the
engi ne i dl e speed. Thi s wi l l prevent the engi ne from
stal l i ng.
When pump pressure drops to approxi matel y 1379
kPa (200 psi ), the swi tch ci rcui t wi l l re-cl ose and
engi ne i dl e speed wi l l return to i ts previ ous setti ng.
SENSOR RETURN PCM INPUT
OPERATION
The Sensor Return ci rcui ts are i nternal to the Pow-
ertrai n Control Modul e (PCM).
Sensor Return provi des a l ownoi se ground refer-
ence for al l engi ne control system sensors. Refer to
Power Grounds for more i nformati on.
SIGNAL GROUND PCM INPUT
OPERATION
Si gnal ground provi des a l ow noi se ground to the
data l i nk connector.
THROTTLE POSITION SENSOR (TPS) PCM
INPUT
DESCRIPTION
The 3wi re Throttl e Posi ti on Sensor (TPS) i s
mounted on the throttl e body and i s connected to the
throttl e bl ade.
OPERATION
The TPS i s a 3wi re vari abl e resi stor that provi des
the Powertrai n Control Modul e (PCM) wi th an i nput
si gnal (vol tage) that represents the throttl e bl ade
posi ti on of the throttl e body. The sensor i s connected
to the throttl e bl ade shaft. As the posi ti on of the
throttl e bl ade changes, the resi stance (output vol t-
age) of the TPS changes.
The PCM suppl i es approxi matel y 5 vol ts to the
TPS. The TPS output vol tage (i nput si gnal to the
PCM) represents the throttl e bl ade posi ti on. The
PCM recei ves an i nput si gnal vol tage from the TPS.
Thi s wi l l vary i n an approxi mate range of from.26
vol ts at mi ni mum throttl e openi ng (i dl e), to 4.49 vol ts
at wi de open throttl e. Al ong wi th i nputs from other
sensors, the PCM uses the TPS i nput to determi ne
current engi ne operati ng condi ti ons. I n response to
engi ne operati ng condi ti ons, the PCM wi l l adjust fuel
i njector pul se wi dth and i gni ti on ti mi ng.
The PCM needs to i denti fy the acti ons and posi ti on
of the throttl e bl ade at al l ti mes. Thi s i nformati on i s
needed to assi st i n performi ng the fol l owi ng cal cul a-
ti ons:
I gni ti on ti mi ng advance
Fuel i njecti on pul se-wi dth
I dl e (l earned val ue or mi ni mum TPS)
Off-i dl e (0.06 vol t)
Wi de Open Throttl e (WOT) open l oop (2.608
vol ts above l earned i dl e vol tage)
Decel erati on fuel l ean out
Fuel cutoff duri ng cranki ng at WOT (2.608 vol ts
above l earned i dl e vol tage)
A/C WOT cutoff (certai n automati c transmi s-
si ons onl y)
VEHICLE SPEED AND DISTANCE PCM INPUT
OPERATION
Vehi cl e speed and di stance covered are measured
by the Rear Wheel Speed Sensor. The sensor i s
mounted to the rear axl e. A si gnal i s sent from thi s
sensor to the Control l er Anti l ock Brake (CAB) com-
puter. A si gnal i s then sent from the CAB to the Pow-
ertrai n Control Modul e (PCM) to determi ne vehi cl e
speed and di stance covered. The PCM wi l l then
determi ne strategi es for fuel system and speed con-
trol system operati on.
Refer to Odometer and Tri p Odometer i n Group
8E, I nstrument Panel for addi ti onal i nformati on.
AUTO SHUTDOWN (ASD) RELAY PCM
OUTPUT
DESCRIPTION
The 5pi n, 12vol t, Automati c Shutdown (ASD)
rel ay i s l ocated i n the Power Di stri buti on Center
(PDC). Refer to l abel on PDC cover for rel ay l ocati on.
OPERATION
The ASD rel ay suppl i es battery vol tage (12+ vol ts)
to the fuel i njectors and i gni ti on coi l (s). Wi th certai n
emi ssi ons packages i t al so suppl i es 12vol ts to the
oxygen sensor heati ng el ements.
The ground ci rcui t for the coi l wi thi n the ASD
rel ay i s control l ed by the Powertrai n Control Modul e
(PCM). The PCM operates the ASD rel ay by swi tch-
i ng i ts ground ci rcui t on and off.
The ASD rel ay wi l l be shutdown, meani ng the
12vol t power suppl y to the ASD rel ay wi l l be de-ac-
ti vated by the PCM i f:
the i gni ti on key i s l eft i n the ON posi ti on. Thi s
i s i f the engi ne has not been runni ng for approxi -
matel y 1.8 seconds.
there i s a crankshaft posi ti on sensor si gnal to
the PCM that i s l ower than pre-determi ned val ues.
The PCM wi l l sense i f or when the ASD rel ay has
been acti vated through a sense ci rcui t. Refer to
Automati c Shut-Down (ASD) Rel ay Sense-PCM I nput
for addi ti onal i nformati on.
CCD BUS (+/-) CIRCUITS-PCM OUTPUTS
OPERATION
The Powertrai n Control Modul e (PCM) sends cer-
tai n output si gnal s through the CCD bus ci rcui ts.
These si gnal s are used to control certai n i nstrument
panel l ocated i tems and to determi ne certai n i denti -
fi cati on numbers.
Refer to Group 8E, I nstrument Panel and Gauges
for addi ti onal i nformati on.
DATA LINK CONNECTOR PCM INPUT AND
OUTPUT
DESCRIPTION
The data l i nk connector i s l ocated at the l ower
edge of the i nstrument panel near the steeri ng col -
umn.
OPERATION
The 16way data l i nk connector (di agnosti c scan
tool connector) l i nks the Di agnosti c Readout Box
(DRB) scan tool or the Mopar Di agnosti c System
(MDS) wi th the Powertrai n Control Modul e (PCM).
FUEL INJECTORS PCM OUTPUT
DESCRIPTION
The fuel i njectors are connected to the engi ne wi th
the fuel i njector rai l .
OPERATION
The nozzl e ends of the i njectors are posi ti oned i nto
openi ngs i n the i ntake mani fol d just above the i ntake
val ve ports of the cyl i nder head. The engi ne wi ri ng
harness connector for each fuel i njector i s equi pped
wi th an attached numeri cal tag (I NJ 1, I NJ 2 etc.).
Thi s i s used to i denti fy each fuel i njector wi th i ts
respecti ve cyl i nder number.
The i njectors are energi zed i ndi vi dual l y i n a
sequenti al order by the Powertrai n Control Modul e
(PCM). The PCM wi l l adjust i njector pul se wi dth by
swi tchi ng the ground path to each i ndi vi dual i njector
on and off. I njector pul se wi dth i s the peri od of ti me
that the i njector i s energi zed. The PCM wi l l adjust
i njector pul se wi dth based on vari ous i nputs i t
recei ves.
Battery vol tage (12 vol ts +) i s suppl i ed to the i njec-
tors through the ASD rel ay. The ASD rel ay wi l l shut-
down the 12 vol t power source to the fuel i njectors i f
the PCM senses the i gni ti on i s on, but the engi ne i s
not runni ng. Thi s occurs after the engi ne has not
been runni ng for approxi matel y 1.8 seconds.
The PCM determi nes i njector on-ti me (pul se wi dth)
based on vari ous i nputs.
FUEL PUMP RELAY-PCM OUTPUT
DESCRIPTION
The 5pi n, 12vol t, fuel pump rel ay i s l ocated i n
the Power Di stri buti on Center (PDC). Refer to the
l abel on the PDC cover for rel ay l ocati on.
OPERATION
The Powertrai n Control Modul e (PCM) energi zes
the el ectri c fuel pump through the fuel pump rel ay.
The fuel pump rel ay i s energi zed by fi rst appl yi ng
battery vol tage to i t when the i gni ti on key i s turned
ON, and then appl yi ng a ground si gnal to the rel ay
from the PCM.
Whenever the i gni ti on key i s turned ON, the el ec-
tri c fuel pump wi l l operate. But, the PCM wi l l shut-
down the ground ci rcui t to the fuel pump rel ay i n
approxi matel y 13 seconds unl ess the engi ne i s oper-
ati ng or the starter motor i s engaged.
IDLE AIR CONTROL (IAC) MOTOR PCM
OUTPUT
DESCRIPTION
The I AC stepper motor i s mounted to the throttl e
body, and regul ates the amount of ai r bypassi ng the
control of the throttl e pl ate. As engi ne l oads and
ambi ent temperatures change, engi ne rpm changes. A
pi ntl e on the I AC stepper motor protrudes i nto a pas-
sage i n the throttl e body, control l i ng ai r fl ow through
the passage. The I AC i s control l ed by the Powertrai n
Control Modul e (PCM) to mai ntai n the target engi ne
i dl e speed.
OPERATION
At i dl e, engi ne speed can be i ncreased by retract-
i ng the I AC motor pi ntl e and al l owi ng more ai r to
pass through the port, or i t can be decreased by
restri cti ng the passage wi th the pi ntl e and di mi ni sh-
i ng the amount of ai r bypassi ng the throttl e pl ate.
The I AC i s cal l ed a stepper motor because i t i s
moved (rotated) i n steps, or i ncrements. Openi ng the
I AC opens an ai r passage around the throttl e bl ade
whi ch i ncreases RPM.
The PCM uses the I AC motor to control i dl e speed
(al ong wi th ti mi ng) and to reach a desi red MAP dur-
i ng decel (keep engi ne from stal l i ng).
The I AC motor has 4 wi res wi th 4 ci rcui ts. Two of
the wi res are for 12 vol ts and ground to suppl y el ec-
tri cal current to the motor wi ndi ngs to operate the
stepper motor i n one di recti on. The other 2 wi res are
al so for 12 vol ts and ground to suppl y el ectri cal cur-
rent to operate the stepper motor i n the opposi te
di recti on.
To make the I AC go i n the opposi te di recti on, the
PCM just reverses pol ari ty on both wi ndi ngs. I f onl y
1 wi re i s open, the I AC can onl y be moved 1 step
(i ncrement) i n ei ther di recti on. To keep the I AC
motor i n posi ti on when no movement i s needed, the
PCM wi l l energi ze both wi ndi ngs at the same ti me.
Thi s l ocks the I AC motor i n pl ace.
I n the I AC motor system, the PCM wi l l count
every step that the motor i s moved. Thi s al l ows the
PCM to determi ne the motor pi ntl e posi ti on. I f the
memory i s cl eared, the PCM no l onger knows the
posi ti on of the pi ntl e. So at the fi rst key ON, the
PCM dri ves the I AC motor cl osed, regardl ess of
where i t was before. Thi s zeros the counter. From
thi s poi nt the PCM wi l l back out the I AC motor and
keep track of i ts posi ti on agai n.
When engi ne rpm i s above i dl e speed, the I AC i s
used for the fol l owi ng:
Off-i dl e dashpot (throttl e bl ade wi l l cl ose qui ckl y
but i dl e speed wi l l not stop qui ckl y)
Decel erati on ai r fl ow control
A/C compressor l oad control (al so opens the pas-
sage sl i ghtl y before the compressor i s engaged so
that the engi ne rpm does not di p down when the
compressor engages)
Power steeri ng l oad control
The PCM can control pol ari ty of the ci rcui t to con-
trol di recti on of the stepper motor.
IAC Stepper Motor Program: The PCM i s al so
equi pped wi th a memory program that records the
number of steps the I AC stepper motor most recentl y
advanced to duri ng a certai n set of parameters. For
exampl e: The PCM was attempti ng to mai ntai n a
1000 rpm target duri ng a col d start-up cycl e. The l ast
recorded number of steps for that may have been
125. That val ue woul d be recorded i n the memory
cel l so that the next ti me the PCM recogni zes the
i denti cal condi ti ons, the PCM recal l s that 125 steps
were requi red to mai ntai n the target. Thi s program
al l ows for greater customer sati sfacti on due to
greater control of engi ne i dl e.
Another functi on of the memory program, whi ch
occurs when the power steeri ng swi tch (i f equi pped),
or the A/C request ci rcui t, requi res that the I AC step-
per motor control engi ne rpm, i s the recordi ng of the
l ast targeted steps i nto the memory cel l . The PCM
can anti ci pate A/C compressor l oads. Thi s i s accom-
pl i shed by del ayi ng compressor operati on for approx-
i matel y 0.5 seconds unti l the PCM moves the I AC
stepper motor to the recorded steps that were l oaded
i nto the memory cel l . Usi ng thi s program hel ps el i m-
i nate i dl e-qual i ty changes as l oads change. Fi nal l y,
the PCM i ncorporates a No-Load engi ne speed l i m-
i ter of approxi matel y 1800 - 2000 rpm, when i t rec-
ogni zes that the TPS i s i ndi cati ng an i dl e si gnal and
I AC motor cannot mai ntai n engi ne i dl e.
A (factory adjusted) set screw i s used to mechani -
cal l y l i mi t the posi ti on of the throttl e body throttl e
pl ate. Never attempt to adjust the engine idle
speed using this screw. Al l i dl e speed functi ons are
control l ed by the I AC motor through the PCM.
OXYGEN SENSOR HEATER RELAYS PCM
OUTPUT
DESCRIPTION
The 2 oxygen (O2) sensor heater rel ays (upstream
and downstream) are l ocated i n the Powertrai n Di s-
tri buti on Center (PDC).
OPERATION
Engi nes equi pped wi th the Cal i forni a (NAE) Emi s-
si ons Package use four O2 sensors.
Two of the four sensor heater el ements (upstream
sensors 1/1 and 2/1) are control l ed by the upstream
heater rel ay through output si gnal s from the Power-
trai n Control Modul e (PCM).
The other two heater el ements (downstream sen-
sors 1/2 and 2/2) are control l ed by the downstream
heater rel ay through output si gnal s from the PCM.
To avoi d a l arge si mul taneous current surge, power
i s del ayed to the 2 downstream heater el ements by
the PCM for approxi matel y 2 seconds.
RADIATOR COOLING FAN RELAY PCM
OUTPUT
DESCRIPTION
The radi ator cool i ng fan rel ay i s a 5pi n, sol enoi d
type, mi ni -rel ay. I t i s l ocated i n the Power Di stri bu-
ti on Center (PDC). Refer to l abel on PDC cover for
rel ay l ocati on.
OPERATION
The el ectri c radi ator cool i ng fan i s control l ed by
the Powertrai n Control Modul e (PCM) through the
radi ator cool i ng fan rel ay. The PCM wi l l acti vate the
rel ay after recei vi ng i nputs from the engi ne cool ant
temperature sensor and/or an ai r condi ti oni ng on/off
si gnal . Not Equipped With A/C: The rel ay i s ener-
gi zed when cool ant temperature i s above approxi -
matel y 103C (217F). I t wi l l then de-energi ze when
cool ant temperature drops to approxi matel y 98C
(208F). Refer to Cool i ng Systems for addi ti onal
i nformati on. Equipped With A/C: I n addi ti on to
usi ng cool ant temperatures to control cool i ng fan
operati on, the cool i ng fan wi l l al so be engaged when
the ai r condi ti oni ng system has been acti vated. Refer
to Heati ng and Ai r Condi ti oni ng for addi ti onal i nfor-
mati on.
THROTTLE BODY
DESCRIPTION
The throttl e body i s l ocated on the i ntake mani fol d.
Fuel does not enter the i ntake mani fol d through the
throttl e body. Fuel i s sprayed i nto the mani fol d by
the fuel i njectors.
OPERATION
Fi l tered ai r from the ai r cl eaner enters the i ntake
mani fol d through the throttl e body. The throttl e body
contai ns an ai r control passage control l ed by an I dl e
Ai r Control (I AC) motor. The ai r control passage i s
used to suppl y ai r for i dl e condi ti ons. A throttl e val ve
(pl ate) i s used to suppl y ai r for above i dl e condi ti ons.
Certai n sensors are attached to the throttl e body.
The accel erator pedal cabl e, speed control cabl e and
transmi ssi on control cabl e (when equi pped) are con-
nected to the throttl e body l i nkage arm.
control l ed by the PCM.
VISUAL INSPECTION 3. 9/5. 2/5. 9L ENGINES
A vi sual i nspecti on for l oose, di sconnected or i ncor-
rectl y routed wi res and hoses shoul d be made. Thi s
shoul d be done before attempti ng to di agnose or ser-
vi ce the fuel i njecti on system. A vi sual check wi l l
hel p spot these faul ts and save unnecessary test and
di agnosti c ti me. A thorough vi sual i nspecti on wi l l
i ncl ude the fol l owi ng checks:
(1) Veri fy three 32way el ectri cal connectors are
ful l y i nserted i nto connector of powertrai n control
modul e (PCM) (Fi g. 3).
(2) I nspect battery cabl e connecti ons. Be sure they
are cl ean and ti ght.
(3) I nspect fuel pump rel ay and ai r condi ti oni ng
compressor cl utch rel ay (i f equi pped). I nspect ASD
rel ay connecti ons. I nspect starter motor rel ay connec-
ti ons. I nspect rel ays for si gns of physi cal damage and
corrosi on. The rel ays are l ocated i n Power Di stri bu-
ti on Center (PDC) (Fi g. 4). Refer to l abel on PDC
cover for rel ay l ocati on.
(4) I nspect i gni ti on coi l connecti ons. Veri fy coi l sec-
ondary cabl e i s fi rml y connected to coi l (Fi g. 5).
(5) Veri fy di stri butor cap i s correctl y attached to
di stri butor. Be sure spark pl ug cabl es are fi rml y con-
nected to the di stri butor cap and the spark pl ugs are
i n thei r correct fi ri ng order. Be sure coi l cabl e i s
Fig. 3 Powertrain Control Module (PCM)
4 COVER
Fig. 4 Power Distribution Center (PDC)
1 POWER DISTRIBUTION CENTER (PDC)
fi rml y connected to di stri butor cap and coi l . Be sure
camshaft posi ti on sensor wi re connector (at the di s-
tri butor) i s fi rml y connected to harness connector.
I nspect spark pl ug condi ti on. Refer to Group 8D,
I gni ti on. Connect vehi cl e to an osci l l oscope and
i nspect spark events for foul ed or damaged spark
pl ugs or cabl es.
(6) Veri fy generator output wi re, generator connec-
tor and ground wi re are fi rml y connected to genera-
tor.
(7) I nspect system body grounds for l oose or di rty
connecti ons. Refer to Group 8, Wi ri ng for ground
l ocati ons.
(8) Veri fy posi ti ve crankcase venti l ati on (PCV)
val ve operati on. Refer to Group 25, Emi ssi on Control
System for addi ti onal i nformati on. Veri fy PCV val ve
hose i s fi rml y connected to PCV val ve and mani fol d
(Fi g. 6).
(9) I nspect fuel tube qui ck-connect fi tti ng-to-fuel
rai l connecti ons.
(10) Veri fy hose connecti ons to al l ports of vacuum
fi tti ngs on i ntake mani fol d are ti ght and not l eaki ng.
(11) I nspect accel erator cabl e, transmi ssi on throt-
tl e cabl e (i f equi pped) and crui se control cabl e con-
necti ons (i f equi pped). Check thei r connecti ons to
throttl e arm of throttl e body for any bi ndi ng or
restri cti ons.
(12) I f equi pped wi th vacuum brake booster, veri fy
vacuum booster hose i s fi rml y connected to fi tti ng on
i ntake mani fol d. Al so check connecti on to brake vac-
uum booster.
(13) I nspect ai r cl eaner i nl et and ai r cl eaner el e-
ment for di rt or restri cti ons.
(14) I nspect radi ator gri l l e area, radi ator fi ns and
ai r condi ti oni ng condenser for restri cti ons.
(15) Veri fy i ntake mani fol d ai r temperature sensor
wi re connector i s fi rml y connected to harness connec-
tor (Fi g. 7).
(16) Veri fy MAP sensor el ectri cal connector i s
fi rml y connected to MAP sensor (Fi g. 8). Al so veri fy
rubber L-shaped fi tti ng from MAP sensor to throttl e
body i s fi rml y connected (Fi g. 9).
(17) Veri fy fuel i njector wi re harness connectors
are fi rml y connected to i njectors i n correct order.
Each harness connector i s numeri cal l y tagged wi th
Fig. 5 Ignition Coil
1 ACCESSORY DRIVE BELT TENSIONER
2 COIL CONNECTOR
3 IGNITION COIL
4 COIL MOUNTING BOLTS
Fig. 6 PCV Valve Hose Connections
1 PCV VALVE
2 PCV VALVE HOSE CONNECTIONS
Fig. 7 Intake Manifold Air Temperature Sensor
Typical
1 INTAKE MANIFOLD AIR TEMPERATURE SENSOR
i njector number (I NJ 1, I NJ 2 etc.) of i ts correspond-
i ng fuel i njector and cyl i nder number.
(18) Veri fy harness connectors are fi rml y con-
nected to i dl e ai r control (I AC) motor, throttl e posi -
ti on sensor (TPS) and mani fol d absol ute pressure
(MAP) sensor (Fi g. 8).
(19) Veri fy wi re harness connector i s fi rml y con-
nected to engi ne cool ant temperature sensor (Fi g.
10).
(20) Rai se and support vehi cl e.
(21) Veri fy both upstream and downstream oxygen
sensor wi re connectors are fi rml y connected to sen-
sors. I nspect sensors and connectors for damage (Fi g.
11) or (Fi g. 12).
(22) I nspect for pi nched or l eaki ng fuel tubes.
I nspect for pi nched, cracked or l eaki ng fuel hoses.
Fig. 8 Sensor and IAC Motor LocationTypical (V-8
Shown)
1 MAP SENSOR
2 IDLE AIR CONTROL MOTOR
3 THROTTLE POSITION SENSOR
Fig. 9 Rubber L-Shaped FittingMAP Sensor-to-
Throttle Body
1 MAP SENSOR
2 RUBBER FITTING
3 IDLE AIR PASSAGE
Fig. 10 Engine Coolant Temperature Sensor
1 GENERATOR
2 A/C COMPRESSOR
3 ENGINE COOLANT TEMPERATURE SENSOR
4 ELEC. CONN.
Fig. 11 Upstream Oxygen Sensor
1 EXHAUST PIPE
2 UPSTREAM OXYGEN SENSOR
(23) I nspect for exhaust system restri cti ons such
as pi nched exhaust pi pes, col l apsed muffl er or
pl ugged catal yti c convertor.
(24) I f equi pped wi th automati c transmi ssi on, ver-
i fy el ectri cal harness i s fi rml y connected to park/neu-
tral swi tch. Refer to Automati c Transmi ssi on secti on
of Group 21.
(25) Veri fy el ectri cal harness i s fi rml y connected to
rear wheel speed sensor. Veri fy rear wheel speed sen-
sor i s fi rml y attached to rear axl e wi th proper ai r
gap. Refer to Group 5, Brakes for i nformati on.
(26) I f equi pped wi th 4wheel anti l ock brake sys-
tem, veri fy el ectri cal harness i s fi rml y connected to
each front wheel speed sensor. Veri fy both front
wheel speed sensors are fi rml y attached. Refer to
Group 5, Brakes for i nformati on.
(27) Veri fy fuel pump/gauge sender uni t wi re con-
nector i s fi rml y connected to harness connector.
(28) I nspect fuel hoses at fuel pump/gauge sender
uni t for cracks or l eaks.
(29) I nspect transmi ssi on torque convertor housi ng
(automati c transmi ssi on) or cl utch housi ng (manual
transmi ssi on) for damage to ti mi ng ri ng on dri ve
pl ate/fl ywheel .
(30) Veri fy battery cabl e and sol enoi d feed wi re
connecti ons to starter sol enoi d are ti ght and cl ean.
I nspect for chaffed wi res or wi res rubbi ng agai nst
other components.
ASD AND FUEL PUMP RELAYS
The following description of operation and
tests apply only to the Automatic Shutdown
(ASD) and fuel pump relays. The termi nal s on the
bottom of each rel ay are numbered (Fi g. 13).
OPERATION
Termi nal number 30 i s connected to battery vol t-
age. For both the ASD and fuel pump rel ays, termi -
nal 30 i s connected to battery vol tage at al l ti mes.
The PCM grounds the coi l si de of the rel ay
through termi nal number 85.
Termi nal number 86 suppl i es vol tage to the coi l
si de of the rel ay.
When the PCM de-energi zes the ASD and fuel
pump rel ays, termi nal number 87A connects to termi -
nal 30. Thi s i s the Off posi ti on. I n the off posi ti on,
vol tage i s not suppl i ed to the rest of the ci rcui t. Ter-
mi nal 87A i s the center termi nal on the rel ay.
When the PCM energi zes the ASD and fuel
pump rel ays, termi nal 87 connects to termi nal 30.
Thi s i s the On posi ti on. Termi nal 87 suppl i es vol tage
to the rest of the ci rcui t.
TESTING
The fol l owi ng procedure appl i es to the ASD and
fuel pump rel ays.
(1) Remove rel ay from connector before testi ng.
(2) Wi th the rel ay removed from the vehi cl e, use
an ohmmeter to check the resi stance between termi -
nal s 85 and 86. The resi stance shoul d be 75 5
ohms.
(3) Connect the ohmmeter between termi nal s 30
and 87A. The ohmmeter shoul d show conti nui ty
between termi nal s 30 and 87A.
(4) Connect the ohmmeter between termi nal s 87
and 30. The ohmmeter shoul d not show conti nui ty at
thi s ti me.
Fig. 12 Downstream Oxygen Sensor
1 DOWNSTREAM OXYGEN SENSOR
2 FRAME RAIL
3 CATALYTIC CONVERTER
TERMINAL LEGEND
30 COMMON FEED
85 COIL GROUND
86 COIL BATTERY
87 NORMALLY OPEN
87A NORMALLY CLOSED
Fig. 13 ASD and Fuel Pump Relay Terminals
(5) Connect one end of a jumper wi re (16 gauge or
smal l er) to rel ay termi nal 85. Connect the other end
of the jumper wi re to the ground si de of a 12 vol t
power source.
(6) Connect one end of another jumper wi re (16
gauge or smal l er) to the power si de of the 12 vol t
power source. Do not attach the other end of the
jumper wire to the relay at this time.
WARNING: DO NOT ALLOW OHMMETER TO CON-
TACT TERMINALS 85 OR 86 DURING THIS TEST.
(7) Attach the other end of the jumper wi re to
rel ay termi nal 86. Thi s acti vates the rel ay. The ohm-
meter shoul d now show conti nui ty between rel ay ter-
mi nal s 87 and 30. The ohmmeter shoul d not show
conti nui ty between rel ay termi nal s 87A and 30.
(8) Di sconnect jumper wi res.
(9) Repl ace the rel ay i f i t di d not pass the conti nu-
i ty and resi stance tests. I f the rel ay passed the tests,
i t operates properl y. Check the remai nder of the ASD
and fuel pump rel ay ci rcui ts. Refer to group 8W, Wi r-
i ng Di agrams.
THROTTLE BODY MINIMUM AIR FLOW CHECK
PROCEDURE
3. 9/5. 2/5. 9L ENGINES
The fol l owi ng test procedure has been devel oped to
check throttl e body cal i brati ons for correct i dl e condi -
ti ons. The procedure shoul d be used to di agnose the
throttl e body for condi ti ons that may cause i dl e prob-
l ems. This procedure should be used only after
normal diagnostic procedures have failed to
produce results that indicate a throttle body
related problem. Be sure to check for proper
operation of the idle air control motor before
performing this test.
A speci al fi xed ori fi ce tool (number 6714) (Fi g. 14)
must be used for the fol l owi ng test.
(1) Start the engi ne and bri ng to operati ng tem-
perature. Be sure al l accessori es are off before per-
formi ng thi s test.
(2) Shut off the engi ne and remove the ai r duct at
throttl e body.
(3) Di sconnect the vacuum l i ne at the PCV val ve
(Fi g. 15).
(4) I nstal l the 0.185 i nch ori fi ce tool (number 6714)
i nto the di sconnected vacuum l i ne i n pl ace of the
PCV val ve (Fi g. 15).
Fig. 14 Fixed Orifice Tool
Fig. 15 Install Orifice Tool
1 PCV VALVE
2 VACUUM LINE
3 ORIFICE TOOL
(5) Di sconnect the i dl e purge vacuum l i ne from fi t-
ti ng at throttl e body. Thi s vacuum l i ne i s l ocated on
the front of throttl e body next to the MAP sensor
(Fi g. 16). Cap the fi tti ng at throttl e body after vac-
uum l i ne has been removed.
(6) Connect the DRB scan tool to the 16way data
l i nk connector. Thi s connector i s l ocated under the
i nstrument panel to the l eft of the steeri ng col umn.
Refer to the appropri ate Powertrai n Di agnosti c Pro-
cedures servi ce manual for DRB operati on.
(7) Start the engi ne and al l ow to warm up.
(8) Usi ng the DRB scan tool , scrol l through the
menus as fol l ows: sel ectStand Al one DRB I I I , sel ect
the year 2000 Di agnosti cs, sel ectEngi ne, sel ect
System Test, sel ectMi ni mum Ai r Fl ow.
(9) The DRB scan tool wi l l count down to stabi l i ze
the i dl e rpm and di spl ay the mi ni mum ai r fl ow i dl e
rpm. The i dl e rpm shoul d be between 500 and 900
rpm. I f the i dl e speed i s outsi de of these speci fi ca-
ti ons, repl ace the throttl e body. Refer to Throttl e
Body i n the Component Removal /I nstal l ati on secti on
of thi s group.
(10) Di sconnect the DRB scan tool from the vehi -
cl e.
(11) Remove cap from i dl e purge fi tti ng at throttl e
body and i nstal l vacuum l i ne.
(12) Remove ori fi ce tool and connect vacuum l i ne
to PCV val ve.
(13) I nstal l ai r duct to throttl e body.
The ASD rel ay i s l ocated i n the Power Di stri buti on
Center (PDC) (Fi g. 17). Refer to l abel on PDC cover
for rel ay l ocati on.
REMOVAL
(1) Remove PDC cover.
(2) Remove rel ay from PDC.
(3) Check condi ti on of rel ay termi nal s and PDC
connector termi nal s for damage or corrosi on. Repai r
i f necessary before i nstal l i ng rel ay.
(4) Check for pi n hei ght (pi n hei ght shoul d be the
same for al l termi nal s wi thi n the PDC connector).
Repai r i f necessary before i nstal l i ng rel ay.
INSTALLATION
(1) I nstal l rel ay to PDC.
(2) I nstal l cover to PDC.
FUEL PUMP RELAY
The fuel pump rel ay i s l ocated i n the Power Di stri -
buti on Center (PDC) (Fi g. 17). Refer to l abel on PDC
cover for rel ay l ocati on.
REMOVAL
Fig. 16 Idle Purge Line
1 THROTTLE BODY
2 PURGE VACUUM LINE
Fig. 17 Power Distribution Center (PDC) Location
1 POWER DISTRIBUTION CENTER (PDC)
INSTALLATION
OXYGEN SENSOR HEATER RELAYS
The oxygen sensor heater rel ays are l ocated i n the
Power Di stri buti on Center (PDC) (Fi g. 17). Refer to
l abel on PDC cover for rel ay l ocati on.
REMOVAL
INSTALLATION
THROTTLE BODY 3. 9/5. 2/5. 9L ENGINES
control l ed by the powertrai n control modul e (PCM).
REMOVAL
(1) Remove the ai r duct at throttl e body.
(2) Di sconnect throttl e body el ectri cal connectors
at MAP sensor, I AC motor and TPS (Fi g. 18).
(3) Remove vacuum l i ne at throttl e body.
(4) Remove al l control cabl es from throttl e body
(l ever) arm. Refer to the Accel erator Pedal and Throt-
tl e Cabl e secti on of thi s group for addi ti onal i nforma-
ti on.
(5) Remove four throttl e body mounti ng bol ts (Fi g.
19).
(7) Di scard ol d throttl e body-to-i ntake mani fol d
gasket.
INSTALLATION
(1) Cl ean the mati ng surfaces of the throttl e body
and the i ntake mani fol d.
(2) I nstal l new throttl e body-to-i ntake mani fol d
gasket.
(3) I nstal l throttl e body to i ntake mani fol d.
(4) I nstal l four mounti ng bol ts. Ti ghten bol ts to 23
Nm (200 i n. l bs.) torque.
(5) I nstal l control cabl es.
(6) I nstal l vacuum l i ne to throttl e body.
(7) I nstal l el ectri cal connectors.
(8) I nstal l ai r duct at throttl e body.
THROTTLE BODY 4. 7L V-8 ENGINE
Fig. 18 Sensor Electrical Connectors3.9/5.2/5.9L
EnginesTypical
1 MAP SENSOR
2 IDLE AIR CONTROL MOTOR
Fig. 19 Throttle Body Mounting Bolts3.9/5.2/5.9L
EnginesTypical
1 THROTTLE BODY MOUNTING BOLTS (4)
2 THROTTLE BODY
control l ed by the Powertrai n Control Modul e (PCM).
REMOVAL
(1) Remove the ai r duct and ai r resonator box at
throttl e body.
(2) Di sconnect throttl e body el ectri cal connectors
at I AC motor and TPS (Fi g. 20).
(3) Remove vacuum l i ne at throttl e body.
(4) Remove al l control cabl es from throttl e body
(l ever) arm. Refer to Accel erator Pedal and Throttl e
Cabl e.
(5) Remove three throttl e body mounti ng bol ts
(Fi g. 20).
INSTALLATION
(1) Cl ean throttl e body-to-i ntake mani fol d o-ri ng.
(2) Cl ean mati ng surfaces of throttl e body and
i ntake mani fol d.
(3) I nstal l throttl e body to i ntake mani fol d by posi -
ti oni ng throttl e body to mani fol d al i gnment pi ns.
(4) I nstal l three mounti ng bol ts. Ti ghten bol ts to
12 Nm (105 i n. l bs.) torque.
(5) I nstal l control cabl es.
(6) I nstal l vacuum l i ne to throttl e body.
(7) I nstal l el ectri cal connectors.
(8) I nstal l ai r duct/ai r box at throttl e body.
THROTTLE POSITION SENSOR (TPS) 3. 9/5. 2/
5. 9L ENGINES
REMOVAL
The TPS i s l ocated on si de of throttl e body.
(1) Remove ai r duct at throttl e body.
(2) Di sconnect TPS el ectri cal connector.
(3) Remove two TPS mounti ng bol ts (Fi g. 21).
(4) Remove TPS from throttl e body.
INSTALLATION
The throttl e shaft end of the throttl e body sl i des
i nto a socket i n the TPS (Fi g. 22). The TPS must be
i nstal l ed so that i t can be rotated a few degrees. I f
the sensor wi l l not rotate, i nstal l the sensor wi th the
throttl e shaft on the other si de of the socket tangs.
The TPS wi l l be under sl i ght tensi on when rotated.
(1) I nstal l the TPS and two retai ni ng bol ts.
(2) Ti ghten bol ts to 7 Nm (60 i n. l bs.) torque.
(3) Manual l y operate the throttl e control l ever by
hand to check for any bi ndi ng of the TPS.
(4) Connect TPS el ectri cal connector to TPS.
THROTTLE POSITION SENSOR (TPS) 4. 7L
V-8 ENGINE
REMOVAL
The TPS i s l ocated on the throttl e body.
(1) Remove ai r duct and ai r resonator box at throt-
tl e body.
(2) Di sconnect TPS el ectri cal connector (Fi g. 20).
(3) Remove two TPS mounti ng bol ts (screws) (Fi g.
23).
Fig. 20 Throttle Body, Sensors and Electrical
Connectors4.7L V-8 Engine
2 THROTTLE BODY
3 IAT SENSOR CONNECTOR
4 IAC MOTOR CONNECTOR
5 TPS CONNECTOR
Fig. 21 TPS Mounting Bolts3.9/5.2/5.9L Engines
2 MOUNTING SCREWS
(4) Remove TPS from throttl e body.
INSTALLATION
The throttl e shaft end of throttl e body sl i des i nto a
socket i n TPS (Fi g. 24). The TPS must be i nstal l ed so
that i t can be rotated a few degrees. I f sensor wi l l
not rotate, i nstal l sensor wi th throttl e shaft on other
si de of socket tangs. The TPS wi l l be under sl i ght
tensi on when rotated.
(1) I nstal l TPS and two retai ni ng bol ts.
(2) Ti ghten bol ts to 7 Nm (60 i n. l bs.) torque.
(3) Manual l y operate throttl e control l ever by hand
to check for any bi ndi ng of TPS.
(4) Connect TPS el ectri cal connector to TPS.
(5) I nstal l ai r duct/ai r box to throttl e body.
IDLE AIR CONTROL (IAC) MOTOR 3. 9/5. 2/
5. 9L ENGINES
The I AC motor i s l ocated on the back of the throt-
tl e body (Fi g. 25).
REMOVAL
(2) Di sconnect el ectri cal connector from I AC motor.
(3) Remove two mounti ng bol ts (screws) (Fi g. 25).
(4) Remove I AC motor from throttl e body.
INSTALLATION
(1) I nstal l I AC motor to throttl e body.
Fig. 22 Installation3.9/5.2/5.9L EnginesTypical
1 THROTTLE BODY
3 THROTTLE SHAFT
4 SOCKET LOCATING TANGS
Fig. 23 TPS Mounting Bolts4.7L V8 Engine
1 THROTTLE BODY
2 TPS
3 IAC MOTOR
4 IAT SENSOR
5 MOUNTING SCREWS
Fig. 24 TPS Installation4.7L V8 Engine
1 THROTTLE BODY
2 LOCATING TANGS
4 SOCKET
5 THROTTLE SHAFT
(2) I nstal l and ti ghten two mounti ng bol ts (screws)
to 7 Nm (60 i n. l bs.) torque.
(3) I nstal l el ectri cal connector.
IDLE AIR CONTROL (IAC) MOTOR 4. 7L V8
ENGINE
The I AC motor i s l ocated on the throttl e body.
REMOVAL
(1) Remove ai r duct and ai r resonator box at throt-
tl e body.
(2) Di sconnect el ectri cal connector from I AC motor
(Fi g. 20).
(3) Remove two mounti ng bol ts (screws) (Fi g. 21).
(4) Remove I AC motor from throttl e body.
INSTALLATION
(1) I nstal l I AC motor to throttl e body.
(2) I nstal l and ti ghten two mounti ng bol ts (screws)
to 7 Nm (60 i n. l bs.) torque.
(4) I nstal l ai r duct/ai r box to throttl e body.
SENSOR 3. 9/5. 2/5. 9L ENGINES
The MAP sensor i s l ocated on the front of the
throttl e body (Fi g. 26). An L-shaped rubber fi tti ng i s
used to connect the MAP sensor to throttl e body (Fi g.
27).
REMOVAL
(2) Remove two MAP sensor mounti ng bol ts
(screws) (Fi g. 26).
(3) Whi l e removi ng MAP sensor, sl i de the vacuum
rubber L-shaped fi tti ng (Fi g. 27) from the throttl e
body.
(4) Remove rubber L-shaped fi tti ng from MAP sen-
sor.
INSTALLATION
(1) I nstal l rubber L-shaped fi tti ng to MAP sensor.
Fig. 25 Mounting Bolts (Screws)IAC Motor3.9/
5.2/5.9L Engines
1 MOUNTING SCREWS
2 IDLE SPEED MOTOR
Fig. 26 MAP Sensor Location3.9/5.2/5.9L Engines
1 MAP SENSOR
2 MOUNTING SCREWS (2)
Fig. 27 MAP Sensor L-Shaped Rubber Fitting3.9/
5.2/5.9L Engines
1 MAP SENSOR
2 RUBBER FITTING
3 IDLE AIR PASSAGE
(2) Posi ti on sensor to throttl e body whi l e gui di ng
rubber fi tti ng over throttl e body vacuum ni ppl e.
(3) I nstal l MAP sensor mounti ng bol ts (screws).
Ti ghten screws to 3 Nm (25 i n. l bs.) torque.
SENSOR 4. 7L V8 ENGINE
The MAP sensor i s l ocated on the front of the
i ntake mani fol d (Fi g. 28). An o-ri ng seal s the sensor
to the i ntake mani fol d.
REMOVAL
(1) Di sconnect el ectri cal connector at sensor.
(2) Cl ean area around MAP sensor.
(3) Remove 2 sensor mounti ng bol ts (Fi g. 28).
(4) Remove MAP sensor from i ntake mani fol d.
INSTALLATION
(1) Cl ean MAP sensor mounti ng hol e at i ntake
mani fol d.
(2) Check MAP sensor o-ri ng seal for cuts or tears.
(3) Posi ti on sensor i nto mani fol d.
(4) I nstal l MAP sensor mounti ng bol ts (screws).
Ti ghten screws to 3 Nm (25 i n. l bs.) torque.
(5) Connect el ectri cal connector.
POWERTRAIN CONTROL MODULE (PCM)
The PCM i s l ocated i n the engi ne compartment
(Fi g. 29).
REMOVAL
To avoi d possi bl e vol tage spi ke damage to the
PCM, i gni ti on key must be off, and negati ve battery
cabl e must be di sconnected before unpl uggi ng PCM
connectors.
(1) Di sconnect negati ve battery cabl e at battery.
(2) Remove cover over el ectri cal connectors. Cover
snaps onto PCM.
(3) Careful l y unpl ug the three 32way connectors
from PCM.
(4) Remove three PCM mounti ng bol ts and remove
PCM from vehi cl e.
INSTALLATION
(1) I nstal l PCM and mounti ng bol ts to vehi cl e.
(2) Ti ghten bol ts to 35 Nm (3040 i n. l bs.).
(3) Check pi n connectors i n the PCM and the three
32way connectors for corrosi on or damage. Repai r
as necessary.
(4) I nstal l three 32way connectors.
(5) I nstal l cover over el ectri cal connectors. Cover
snaps onto PCM.
(6) I nstal l battery cabl e.
(7) Use the DRB scan tool to reprogram new PCM
wi th vehi cl es ori gi nal I denti fi cati on Number (VI N)
and ori gi nal vehi cl e mi l eage. I f thi s step i s not done,
a Di agnosti c Troubl e Code (DTC) may be set.
Fig. 28 MAP and ECT Sensor Locations4.7L V8
Engine
1 ECT SENSOR
3 MAP SENSOR
4 INTAKE MANIFOLD
Fig. 29 PCM Location and Mounting
4 COVER
OXYGEN SENSOR
REMOVAL
Never apply any type of grease to the oxygen
sensor electrical connector, or attempt any sol-
dering of the sensor wiring harness. For sensor
operation, it must have a comparison source of
oxygen from outside the exhaust system. This
fresh air is supplied to the sensor through its
pigtail wiring harness.
5.2L/5.9L Engi nes: The upstream O2S sensor i s
l ocated on exhaust downpi pe (Fi g. 30). The down-
stream sensor i s l ocated near outl et end of catal yti c
converter (Fi g. 31).
4.7L V-8 Engi nes: Refer to (Fi g. 32) for l ocati ons.
WARNING: THE EXHAUST MANIFOLD, EXHAUST
PIPES AND CATALYTIC CONVERTER BECOME
VERY HOT DURING ENGINE OPERATION. ALLOW
ENGINE TO COOL BEFORE REMOVING OXYGEN
SENSOR.
(1) Rai se and support the vehi cl e.
(2) Di sconnect the wi re connector from the O2S
sensor.
CAUTION: When disconnecting the sensor electri-
cal connector, do not pull directly on wire going
into sensor.
(3) Remove the O2S sensor wi th an oxygen sensor
removal and i nstal l ati on tool .
INSTALLATION
Threads of new oxygen sensors are factory coated
wi th anti -sei ze compound to ai d i n removal . DO
NOT add any additional anti-seize compound to
the threads of a new oxygen sensor.
(1) I nstal l the O2S sensor. Ti ghten to 30 Nm (22
ft. l bs.) torque.
(2) Connect the O2S sensor wi re connector.
(3) Lower the vehi cl e.
AIR CLEANER ELEMENT (FILTER)
REMOVAL
Housi ng removal i s not necessary for el ement (fi l -
ter) repl acement.
(1) Pry up spri ng cl i ps from housi ng cover (spri ng
cl i ps retai n cover to housi ng).
(2) Rel ease housi ng cover from l ocati ng tabs on
housi ng (Fi g. 33) and remove cover.
(3) Remove ai r cl eaner el ement (fi l ter) from hous-
i ng.
(4) Cl ean i nsi de of housi ng before repl aci ng el e-
ment.
INSTALLATION
(1) I nstal l el ement i nto housi ng.
(2) Posi ti on housi ng cover i nto housi ng l ocati ng
tabs.
(3) Pry up spri ng cl i ps and l ock cover to housi ng.
3. 9/5. 2/5. 9L ENGINES
The engi ne cool ant temperature sensor i s i nstal l ed
i nto a water jacket at front of i ntake mani fol d near
rear of generator (Fi g. 34).
Fig. 30 Upstream Oxygen Sensor Locations5.2L/
5.9L V-8 Engines
1 EXHAUST PIPE
2 UPSTREAM OXYGEN SENSOR
Fig. 31 Downstream Oxygen Sensor Location5.2L/
5.9L V-8 Engines
1 DOWNSTREAM OXYGEN SENSOR
2 FRAME RAIL
3 CATALYTIC CONVERTER
REMOVAL
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOV-
ING THE COOLANT TEMPERATURE SENSOR.
REFER TO GROUP 7, COOLING.
(1) Parti al l y drai n cool i ng system. Refer to Group
7, Cool i ng.
(2) Di sconnect el ectri cal connector from sensor
(Fi g. 34).
(3) Engines with air conditioning: When
removi ng the connector from sensor, do not pul l
di rectl y on wi ri ng harness. Fabri cate an L-shaped
hook tool from a coat hanger (approxi matel y ei ght
i nches l ong). Pl ace the hook part of tool under the
connector for removal . The connector i s snapped onto
the sensor. I t i s not equi pped wi th a l ock type tab.
(4) Remove sensor from i ntake mani fol d.
INSTALLATION
(1) I nstal l sensor.
(2) Ti ghten to 11 Nm (8 ft. l bs.) torque.
(3) Use l ong needl enose pl i ers to connect el ectri cal
connector to sensor. The sensor connector i s symmet-
ri cal (not i ndexed). I t can be i nstal l ed to the sensor
i n ei ther di recti on.
(4) Repl ace any l ost engi ne cool ant. Refer to Group
7, Cool i ng System.
4. 7L V-8 ENGINE
REMOVAL
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOV-
ING THE ENGINE COOLANT TEMPERATURE (ECT)
SENSOR. REFER TO GROUP 7, COOLING.
Fig. 32 Oxygen Sensor Locations4.7L V-8 Engine
The ECT sensor i s l ocated near the front of the
i ntake mani fol d (Fi g. 35).
(1) Parti al l y drai n cool i ng system. Refer to Group
7, Cool i ng.
(2) Di sconnect el ectri cal connector from ECT sen-
sor.
INSTALLATION
(1) I nstal l sensor.
(2) Ti ghten to 11 Nm (8 ft. l bs.) torque.
(3) Connect el ectri cal connector to sensor.
(4) Repl ace any l ost engi ne cool ant. Refer to Group
7, Cool i ng System.
SENSOR 3. 9/5. 2/5. 9L ENGINES
The i ntake mani fol d ai r temperature sensor i s
l ocated i n the front/si de of the i ntake mani fol d (Fi g.
36).
REMOVAL
(2) Di sconnect el ectri cal connector at sensor (Fi g.
36).
Fig. 33 Air Cleaner Housing Assembly
1 AIR CLEANER ELEMENT COVER
2 TABS
3 HOUSING
Fig. 34 Engine Coolant Temperature Sensor3.9/
5.2/5.9L EnginesTypical
1 GENERATOR
2 A/C COMPRESSOR
3 ENGINE COOLANT TEMPERATURE SENSOR
4 ELEC. CONN.
Fig. 35 Engine Coolant Temperature Sensor4.7L
V8 Engine
1 ECT SENSOR
3 MAP SENSOR
4 INTAKE MANIFOLD
INSTALLATION
(1) I nstal l sensor to i ntake mani fol d. Ti ghten to 28
Nm (20 ft. l bs.) torque.
SENSOR 4. 7L V-8 ENGINE
The I ntake Mani fol d Ai r Temperature (I AT) sensor
i s i nstal l ed i nto the i ntake mani fol d pl enum near the
l eft si de of the throttl e body (Fi g. 37).
REMOVAL
(1) Di sconnect el ectri cal connector from sensor.
INSTALLATION
(1) I nstal l sensor i nto i ntake mani fol d. Ti ghten
sensor to 28 Nm (20 ft. l bs.) torque.
(2) Connect el ectri cal connector to sensor.
Fig. 36 Intake Manifold Air Temperature Sensor
3.9/5.2/5.9L EnginesTypical
1 INTAKE MANIFOLD AIR TEMPERATURE SENSOR
Fig. 37 Intake Manifold Air Sensor Location4.7L
V-8 Engine
1 THROTTLE BODY
2 TPS
3 IAC MOTOR
4 IAT SENSOR
5 MOUNTING SCREWS
POWER STEERING PRESSURE SWITCH
Thi s swi tch i s used onl y wi th 4.7L V-8 engi ne.
The power steeri ng pressure swi tch i s i nstal l ed i n
the power steeri ng hi gh-pressure hose (Fi g. 38).
REMOVAL
(1) Di sconnect el ectri cal connector from power
steeri ng pressure swi tch.
(2) Pl ace a smal l contai ner or shop towel beneath
swi tch to col l ect any excess fl ui d.
(3) Remove swi tch. Use back-up wrench on power
steeri ng l i ne to prevent l i ne bendi ng.
INSTALLATION
(1) I nstal l power steeri ng swi tch i nto power steer-
i ng l i ne.
(2) Ti ghten to 1422 Nm (124195 i n. l bs.) torque.
(3) Connect el ectri cal connector to swi tch.
(4) Check power steeri ng fl ui d and add as neces-
sary.
(5) Start engi ne and agai n check power steeri ng
fl ui d. Add fl ui d i f necessary.
SPECIFICATIONS
TORQUE CHART
DESCRIPTION TORQUE
Engi ne Cool ant Temperature
SensorAl l Engi nes . . . . . . . 11 Nm (96 i n. l bs.)
I AC Motor-To-Throttl e
Body Bol ts . . . . . . . . . . . . . . . 7 Nm (60 i n. l bs.)
I ntake Mani fol d Ai r Temp.
SensorAl l Engi nes . . . . . . . 28 Nm (20 ft. l bs.)
MAP Sensor Mounti ng
ScrewsAl l Engi nes . . . . . . . 3 Nm (25 i n. l bs.)
Oxygen SensorAl l Engi nes . . . 30 Nm (22 ft. l bs.)
Powertrai n Control Modul e
Mounti ng Screws . . . . . 35 Nm (3040 i n. l bs.)
Throttl e Body
Mounti ng Bol ts . . . . . . . . . . 23 Nm (200 i n. l bs.)
Throttl e Posi ti on Sensor Mounti ng
ScrewsAl l Engi nes . . . . . . . 7 Nm (60 i n. l bs.)
SPECIAL TOOLS
FUEL SYSTEM
Fig. 38 Power Steering Pressure Switch4.7L
Engine
1 HYDRAULIC PUMP
2 POWER STEERING PRESSURE SWITCH
3 RACK AND PINION GEAR
4 OIL COOLER
Fitting, Air Metering6714
Adapters, Fuel Pressure Test6539 and/or 6631
Test Kit, Fuel PressureC-4799-B
Fuel Line Removal Tool6782
O2S (Oxygen Sensor) Remover/InstallerC-4907
Test Kit, Fuel Pressure5069
SPECIAL TOOLS (Continued)

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