Jeep Grand Cherokee WJ - 14a-3.1 TD - Sistema Inyección

FUEL SYSTEM3.
1L DIESEL ENGINE
WJ
14 - 1
FUEL SYSTEM3.1L DIESEL ENGINE

TABLE OF CONTENTS
page
page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1
FUEL DELIVERY SYSTEM3.1L DIESEL
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FUEL INJECTION SYSTEM3.1L DIESEL

ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
GENERAL INFORMATION
TABLE OF CONTENTS
page
DESCRIPTION AND OPERATION
FUEL REQUIREMENTS3.1L DIESEL
page
FUEL SHUTDOWN SOLENOID . . . . . . . . . . . . . . . 1
........1

FUEL SHUTDOWN SOLENOID
DESCRIPTION
The fuel shutdown solenoid is controlled and
operated by the ECM.
The fuel shutdown (shut-off) solenoid is used to
electrically shut off the diesel fuel supply to the highpressure fuel injection pump. The solenoid is
mounted to the rear of the injection pump.
The solenoid controls starting and stopping of the
engine regardless of the position of the accelerator
pedal. When the ignition (key) switch is OFF,

solenoid is shut off and fuel flow is not allowed to
fuel injection pump. When the key is placed in
ON or START positions, fuel supply is allowed at
injection pump.
the
the
the
the
FUEL REQUIREMENTS3.1L DIESEL

DESCRIPTION
Premium quality diesel fuel with a minimum Cetane rating of 50 or higher is required.
14 - 2
WJ
FUEL DELIVERY SYSTEM3.1L DIESEL ENGINE

TABLE OF CONTENTS
page
page

FUEL DRAIN TUBES . . . . . . . . . . . . . . . . . . . . . . . 6
FUEL FILTER/WATER SEPARATOR . . . . . . . . . . . . 3
FUEL GAUGE SENDING UNIT . . . . . . . . . . . . . . . . 3
FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
FUEL HEATER RELAY . . . . . . . . . . . . . . . . . . . . . . 7
FUEL INJECTION PUMP . . . . . . . . . . . . . . . . . . . . 4
FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . 5
FUEL SHUTDOWN SOLENOID . . . . . . . . . . . . . . . 4
FUEL SYSTEM PRESSURE WARNING . . . . . . . . . 2
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FUEL TANK MODULE . . . . . . . . . . . . . . . . . . . . . . 3
FUEL TUBES/LINES/HOSES AND CLAMPS
LOW-PRESSURE TYPE . . . . . . . . . . . . . . . . . . . 5
HIGH-PRESSURE FUEL LINES . . . . . . . . . . . . . . . 6
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
QUICK-CONNECT FITTINGSLOW
PRESSURE TYPE. . . . . . . . . . . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING
AIR IN FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . 9
FUEL HEATER RELAY TEST . . . . . . . . . . . . . . . . 10
FUEL INJECTION PUMP TEST . . . . . . . . . . . . . . . 11
FUEL INJECTOR / NEEDLE MOVEMENT
SENSOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . 10
FUEL INJECTOR TEST . . . . . . . . . . . . . . . . . . . . 10

FUEL SHUTDOWN SOLENOID TEST . . . . . . . . . . 11
FUEL SUPPLY RESTRICTIONS . . . . . . . . . . . . . . 11
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . 7
HIGH-PRESSURE FUEL LINE LEAK TEST . . . . . . 11
VISUAL INSPECTION. . . . . . . . . . . . . . . . . . . . . . . 7
SERVICE PROCEDURES
AIR BLEED PROCEDURES . . . . . . . . . . . . . . . . . 12
FUEL INJECTION PUMP TIMING . . . . . . . . . . . . . 13
REMOVAL AND INSTALLATION
AIR CLEANER ELEMENT. . . . . . . . . . . . . . . . . . . 13
FUEL DRAIN TUBES . . . . . . . . . . . . . . . . . . . . . . 13
FUEL FILTER/WATER SEPARATOR . . . . . . . . . . . 13
FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
FUEL HEATER RELAY . . . . . . . . . . . . . . . . . . . . . 15
FUEL INJECTION PUMP . . . . . . . . . . . . . . . . . . . 15
FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . . 20
FUEL LEVEL SENSOR . . . . . . . . . . . . . . . . . . . . . 15
HIGH-PRESSURE LINES . . . . . . . . . . . . . . . . . . . 21
SPECIFICATIONS
FUEL INJECTOR FIRING SEQUENCE . . . . . . . . . 22
FUEL SYSTEM PRESSURE . . . . . . . . . . . . . . . . . 22
FUEL TANK CAPACITY . . . . . . . . . . . . . . . . . . . . 22
IDLE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
HIGHPRESSURE FUEL LEAKS. INSPECT FOR

HIGHPRESSURE FUEL LEAKS WITH A SHEET OF
CARDBOARD (Fig. 1). HIGH FUEL INJECTION
PRESSURE CAN CAUSE PERSONAL INJURY IF
CONTACT IS MADE WITH THE SKIN.
INTRODUCTION
This Fuel Delivery section will cover components
not controlled by the PCM. For components controlled by the PCM, refer to the Fuel Injection System3.1L Diesel Engine section of this group.
The fuel heater relay, fuel heater and fuel gauge
are not operated by the PCM. These components are
controlled by the ignition (key) switch. All other fuel
system electrical components necessary to operate
the engine are controlled or regulated by the PCM.
FUEL SYSTEM PRESSURE WARNING

DESCRIPTION
WARNING: HIGHPRESSURE FUEL LINES DELIVER
DIESEL FUEL UNDER EXTREME PRESSURE FROM
THE INJECTION PUMP TO THE FUEL INJECTORS.
THIS MAY BE AS HIGH AS 45,000 KPA (6526 PSI).
USE EXTREME CAUTION WHEN INSPECTING FOR
FUEL TANK
DESCRIPTION
The fuel tank and tank mounting used with the
diesel powered engine is the same as used with gasoline powered models, although the fuel tank module
is different.
The fuel tank contains the fuel tank module and
one rollover valve. Two fuel lines are routed to the
fuel tank module. One line is used for fuel supply to
the fuel filter/water separator. The other is used to
return excess fuel back to the fuel tank.
The fuel tank module contains the fuel gauge electrical sending unit. An electric fuel pump is not
used with the diesel engine.
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14 - 3
DESCRIPTION AND OPERATION (Continued)

increases the sending unit resistance, causing the
PCM to send a signal to the fuel gauge on the instrument panel to move toward empty.
FUEL FILTER/WATER SEPARATOR

The fuel filter/water separator is located in the
engine compartment on the left side behind the generator (Fig. 2).
Fig. 1 Typical Fuel Pressure Test at Injection Pump

1 FITTING
2 HIGH PRESSURE LINE
3 CARDBOARD
FUEL TANK MODULE

DESCRIPTION
An electric fuel pump is not attached to the fuel
tank module for diesel powered engines. Fuel is
drawn by the fuel injection pump.
The fuel tank module is installed in the top of the
fuel tank. The fuel tank module contains the following components:
Fuel reservoir
Electric fuel gauge sending unit
Fuel supply line connection
Fuel return line connection
Wire harness
Fuel inlet filter (Strainer)
FUEL GAUGE SENDING UNIT

DESCRIPTION
The fuel gauge sending unit is attached to the side
of the fuel pump module. The sending unit consists of
a float, an arm, and a variable resistor (track). The
track is used to send an electrical signal used for fuel
gauge operation.
As the fuel level increases, the float and arm move
up. This decreases the sending unit resistance, causing the PCM to send a signal to the fuel gauge on the
instrument panel to read full. As the fuel level
decreases, the float and arm move down. This
Fig. 2 Fuel Filter/Water Separator Location

1
2
3
4
5

FUEL FILTER/WATER SEPARATOR RETAINING NUTS
FUEL INLET HOSE
ELECTRICAL CONNECTORS
FUEL OUTLET HOSE
The combination fuel filter/water separator protects the fuel injection pump by helping to remove
water and contaminants from the fuel. Moisture collects at the bottom of the filter/separator in a plastic
bowl.
The fuel filter/water separator assembly contains
the fuel filter, fuel heater element, and fuel drain
valve.
For information on the fuel heater, refer to Fuel
Heater in this group.
Refer to the maintenance schedules in Group 0 in
this manual for the recommended fuel filter replacement intervals.
For periodic draining of water from the bowl, refer
to Fuel Filter/Water Separator Removal/Installation
in this group.
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FUEL SHUTDOWN SOLENOID

DESCRIPTION
The fuel shutdown solenoid is controlled and
operated by the ECM.
The fuel shutdown (shut-off) solenoid is used to
electrically shut off the diesel fuel supply to the highpressure fuel injection pump. The solenoid is
mounted to the rear of the injection pump.
The solenoid controls starting and stopping of the
engine regardless of the position of the accelerator
pedal. When the ignition (key) switch is OFF, the
solenoid is shut off and fuel flow is not allowed to the
fuel injection pump. When the key is placed in the
ON or START positions, fuel supply is allowed at the
injection pump.
FUEL INJECTION PUMP

The fuel injection pump is a mechanical distributortype, Bosch VP36 series (Fig. 3). A gear on the
end of the injection pump shaft meshes with the
drive gear at the front of engine. The pump is
mechanically timed to the engine. The ECM can
make adjustments to the timing of the injection
pump.
Fig. 3 Fuel Injection Pump

1 FUEL INJECTION PUMP ASSEMBLY
The injection pump contains the fuel shutdown

solenoid, fuel temperature sensor, control sleeve sensor, fuel quantity actuator and the fuel timing solenoid (Fig. 3).
In the electronically controlled injection pump, the
pump plunger works the same as the pump plunger
in a mechanically controlled injection pump, but the
amount of fuel and the time the fuel is injected is
controlled by the vehicles ECM, instead of by a

mechanical governor assembly. A solenoid controlled
by the ECM is used in place of the mechanical governor assembly, and it moves a control sleeve inside
the pump that regulates the amount of fuel being
injected. There is no mechanical connection between
the accelerator pedal and the electronically controlled
injection pump. Instead, a sensor connected to the
accelerator pedal sends a signal to the ECM that represents the actual position of the accelerator pedal.
The ECM uses this input, along with input from
other sensors to move the control sleeve to deliver
the appropriate amount of fuel. This system is known
as Drive-By-Wire
The actual time that the fuel is delivered is very
important to the diesel combustion process. The ECM
monitors outputs from the engine speed sensor (flywheel position in degrees), and the fuel injector sensor (mechanical movement within the #1 cylinder
fuel injector). Outputs from the Accelerator Pedal
Position sensor, engine speed sensor (engine rpm)
and engine coolant temperature sensor are also used.
The ECM will then compare its set values to these
outputs to electrically adjust the amount of fuel timing (amount of advance) within the injection pump.
This is referred to as Closed Loop operation. The
ECM monitors fuel timing by comparing its set value
to when the injector #1 opens. If the value is greater
than a preset value a fault will be set.
Actual electric fuel timing (amount of advance) is
accomplished by the fuel timing solenoid mounted to
the bottom of the injection pump (Fig. 3). Fuel timing
will be adjusted by the ECM, which controls the fuel
timing solenoid.
An overflow valve is attached into the fuel return
line at the rear of the fuel injection pump (Fig. 3).
This valve serves two purposes. One is to ensure that
a certain amount of residual pressure is maintained
within the pump when the engine is switched off.
This will prevent the fuel timing mechanism within
the injection pump from returning to its zero position. The other purpose is to allow excess fuel to be
returned to the fuel tank through the fuel return
line. The pressure values within this valve are preset
and can not be adjusted.
The fuel injection pump supplies highpressure
fuel of approximately 45,000 kPa (6526 psi) to each
injector in precise metered amounts at the correct
time.
For mechanical injection pump timing, refer to
Fuel Injection Pump Timing in the Service Procedures section of this group.
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14 - 5
FUEL INJECTORS
Fuel drain tubes (Fig. 4) are used to route excess
fuel back to the overflow valve at the rear of the
injection pump. This excess fuel is then returned to
the fuel tank through the fuel return line.
Fig. 5 Fuel Injector Sensor

1
2
3
4
Fig. 4 Fuel Injectors and Drain Tubes

1 FUEL DRAIN TUBES
2 FUEL INJECTORS
3 FITTING AT PUMP
The injectors are connected to the fuel injection

pump by the high pressure fuel lines. A separate
injector is used for each of the five cylinders. An
injector containing a sensor (Fig. 5) is used on the
cylinder number one injector. This injector is called
instrumented injector #1 or needle movement sensor.
It is used to tell the ECM when the #1 injectors
internal spring-loaded valve seat has been forced
open by pressurized fuel being delivered to the cylinder, which is at the end of its compression stroke.
When the instrumented injectors valve seat is force
open, it sends a small voltage spike pulse to the
ECM. This tells the ECM that cylinder #1 is firing. It
is not used with the other four injectors.
Fuel enters the injector at the fuel inlet (top of
injector) and is routed to the needle valve bore. When
fuel pressure rises to approximately 15,00015,800
kPa (21752291 psi), the needle valve spring tension
is overcome. The needle valve rises and fuel flows
through the spray holes in the nozzle tip into the
combustion chamber. The pressure required to lift
the needle valve is the injector opening pressure setting. This is referred to as the pop-off pressure setting.
NEEDLE MOVEMENT SENSOR

FUEL INJECTOR (NUMBER 1 CYLINDER ONLY)
COPPER WASHER
SENSOR CONNECTOR
Fuel pressure in the injector circuit decreases after

injection. The injector needle valve is immediately
closed by the needle valve spring and fuel flow into
the combustion chamber is stopped. Exhaust gases
are prevented from entering the injector nozzle by
the needle valve.
A copper washer (gasket) is used at the base of
each injector (Fig. 5) to prevent combustion gases
from escaping.
Fuel injector firing sequence is 12453.
FUEL TUBES/LINES/HOSES AND CLAMPS

LOW-PRESSURE TYPE
DESCRIPTION
Also refer to the proceeding section on QuickConnect Fittings.
Inspect all hose connections such as clamps, couplings and fittings to make sure they are secure and
leaks are not present. The component should be
replaced immediately if there is any evidence of degradation that could result in failure.
Never attempt to repair a plastic fuel line/tube or a
quickconnect fitting. Replace complete line/tube as
necessary.
Avoid contact of any fuel tubes/hoses with other
vehicle components that could cause abrasions or
scuffing. Be sure that the fuel lines/tubes are properly routed to prevent pinching and to avoid heat
sources.
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The lines/tubes/hoses are of a special construction.
If it is necessary to replace these lines/tubes/hoses,
use only original equipment type.
The hose clamps used to secure the rubber hoses
are of a special rolled edge construction. This construction is used to prevent the edge of the clamp
from cutting into the hose. Only these rolled edge
type clamps may be used in this system. All other
types of clamps may cut into the hoses and cause
fuel leaks.
Where a rubber hose is joined to a metal tube
(staked), do not attempt to repair. Replace entire
line/tube assembly.
Use new original equipment type hose clamps.
Tighten hose clamps to 2 Nm (20 in. lbs.) torque.
QUICK-CONNECT FITTINGSLOW PRESSURE

TYPE
DESCRIPTION
Different types of quick-connect fittings are used to
attach various fuel system components. These are: a
single-tab type, a two-tab type or a plastic retainer
ring type (Fig. 6). Refer to Quick-Connect Fittings in
the Removal/Installation section for more information.
CAUTION: The interior components (o-rings, spacers) of quick-connect fitting are not serviced separately, but new pull tabs are available for some
types. Do not attempt to repair damaged fittings or
fuel lines/tubes. If repair is necessary, replace the
complete fuel tube assembly.
HIGH-PRESSURE FUEL LINES

DESCRIPTION
CAUTION: The highpressure fuel lines must be
held securely in place in their holders. The lines
cannot contact each other or other components. Do
not attempt to weld highpressure fuel lines or to
repair lines that are damaged. Only use the recommended lines when replacement of highpressure
fuel line is necessary.
Highpressure fuel lines deliver fuel under pressure of up to approximately 45,000 kPa (6526 PSI)
from the injection pump to the fuel injectors. The
lines expand and contract from the highpressure
fuel pulses generated during the injection process. All
highpressure fuel lines are of the same length and
inside diameter. Correct highpressure fuel line
usage and installation is critical to smooth engine
operation.
Fig. 6 Plastic Retainer Ring-Type Fitting

1
2
3
4
5
6
7
8
FUEL TUBE
QUICK CONNECT FITTING
PUSH
PLASTIC RETAINER
PUSH
PUSH
PUSH
PUSH
WARNING: USE
EXTREME
CAUTION
WHEN
INSPECTING FOR HIGHPRESSURE FUEL LEAKS.
INSPECT FOR HIGHPRESSURE FUEL LEAKS WITH
A SHEET OF CARDBOARD. HIGH FUEL INJECTION
PRESSURE CAN CAUSE PERSONAL INJURY IF
CONTACT IS MADE WITH THE SKIN.
FUEL DRAIN TUBES

These rubber tubes are lowpressure type.
Some excess fuel is continually vented from the
fuel injection pump. During injection, a small amount
of fuel flows past the injector nozzle and is not
injected into the combustion chamber. This fuel
drains into the fuel drain tubes (Fig. 7) and back to
the tee banjo fitting, which is connected to the same
line as the overflow valve, which allows a variable
quantity to return to the fuel tank. The overflow
valve is calibrated to open at a preset pressure.
Excess fuel not required by the pump to maintain the
minimum pump cavity pressure is then returned
through the overflow valve and on to the fuel tank
through the fuel return line.
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14 - 7
Fig. 8 Fuel Heater Temperature Sensor and Element

Location
Fig. 7 Fuel Drain Tubes
1 FUEL DRAIN TUBES
2 FUEL INJECTORS
3 FITTING AT PUMP
1 TERMINAL 2
2 FUEL HEATER
3 TERMINAL 1
FUEL HEATER RELAY

FUEL HEATER
DESCRIPTION
The fuel heater is used to prevent diesel fuel from
waxing and plugging the fuel filter during cold
weather operation. The fuel heater is located in the
bottom plastic bowl of the fuel filter/water separator
(Fig. 8).
The element inside the heater assembly is made of
a Positive Temperature Coefficient (PTC) material,
and has power applied to it by the fuel heater relay
anytime the ignition key is in the on position. PTC
material has a high resistance to current flow when
its temperature is high, which means that it will not
generate heat when the temperature is above a certain value. When the temperature is below 7C (45
F), the resistance of the PTC element is lowered, and
allows current to flow through the fuel heater element warming the fuel. When the temperature is
above 29C (85 F), the PTC elements resistance
rises, and current flow through the heater element
stops.
Voltage to operate the fuel heater is supplied from
the ignition (key) switch and through the fuel heater
relay. Refer to the following Fuel Heater Relay for
additional information. The fuel heater and fuel
heater relay are not controlled by the Powertrain Control Module (ECM).
DESCRIPTION
Voltage to operate the fuel heater is supplied from
the ignition (key) switch through the fuel heater
relay. The PCM or ECM is not used to control
this relay.
The fuel heater relay is located in the PDC. The
PDC is located next to the battery in the engine compartment. For the location of the relay within the
PDC, refer to label on PDC cover.

GENERAL INFORMATION
This section of the group will cover a general diagnosis of diesel engine fuel system components.
Diagnostic Trouble Codes: Refer to On-Board
Diagnostics in Group 25, Emission Control System
for a list of Diagnostic Trouble Codes (DTCs) for certain fuel system components.
VISUAL INSPECTION
A visual inspection for loose, disconnected, or incorrectly routed wires and hoses should be made before
attempting to diagnose or service the diesel fuel
injection system. A visual check will help find these
conditions. It also saves unnecessary test and diagnostic time. A thorough visual inspection of the fuel
injection system includes the following checks:
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DIAGNOSIS AND TESTING (Continued)

(1) Be sure that the battery connections are tight
and not corroded.
(2) Be sure that the 60 way connector is fully
engaged with the PCM.
(3) Be sure that the 68 way connector is fully
engaged with the ECM.
(4) Verify that the electrical connections for the
ASD relay are clean and free of corrosion. This relay
is located in the PDC. For the location of the relay
within the PDC, refer to label on PDC cover.
(5) Verify that the electrical connections for the
fuel heater relay are clean and free of corrosion. This
relay is located in the PDC. For the location of the
relay within the PDC, refer to label on PDC cover.
(6) Be sure the electrical connectors at the ends of
the glow plugs (Fig. 9) are tight and free of corrosion.
CAV
COLOR
FUNCTION
30
RD/DB
FUSED B(+)
85
DB/
WT
FUSED ASD RELAY

OUTPUT
86
WT
GLOW PLUG RELAY

#1 CONTROL
87
GY
GLOW PLUG RELAY

#1 OUTPUT
Fig. 10 Glow Plug Relay #1 Location
Fig. 9 Glow Plug Connector
CAV
COLOR
FUNCTION
30
VT/RD
FUSED B(+)
85
DB/
WT
FUSED ASD RELAY

OUTPUT
86
LB/WT
GLOW PLUG RELAY

#2 CONTROL
87
GY/YL
GLOW PLUG RELAY

#2 OUTPUT
1 GLOW PLUG ELECTRICAL CONNECTOR
(7) Be sure that the electrical connections at the

glow plug relay are tight and not corroded. The glow
plug relay is located in the engine compartment on
the leftinner fender (Fig. 10) (Fig. 11).
(8) Inspect the starter motor and starter solenoid
connections for tightness and corrosion.
(9) Verify that the Fuel Injection Pump electrical
connector is firmly connected. Inspect the connector
for corrosion or damaged wires.
(10) Verify that the fuel heater electrical connector
is firmly attached to the filter bowl at the bottom of
the fuel filter/water separator. Inspect the connector
for corrosion or damaged wires.
(11) Verify that the electrical pigtail connector
(sensor connector) (Fig. 12) for the fuel injector sensor is firmly connected to the engine wiring harness.
Inspect the connector for corrosion or damaged wires.
This sensor is used on the #1 cylinder injector only.
(12) Inspect for exhaust system restrictions such
as pinched exhaust pipes or a collapsed or plugged
muffler.

(13) Verify turbocharger wastegate operation.
Refer to Group 11, Exhaust System and Turbocharger Group for information.
(14) Verify that the harness connector is firmly
connected to the engine coolant temperature sensors.
The (PCM) E. C. T. sensor is located on the side of
cylinder head near the rear of fuel injection pump
(Fig. 13). The (ECM) E. C. T. sensor is located on the
side of the cylinder head just to the rear of the PCM
sensor (Fig. 13).
(15) Check for air in the fuel system. Refer to the
Air Bleed Procedure.
(16) Inspect all fuel supply and return lines for
signs of leakage.
(17) Be sure that the ground connections are tight
and free of corrosion. Refer to Group 8, Wiring for
locations of ground connections.
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14 - 9

the intake manifold. Refer to Group 11, Exhaust System and Turbocharger for information.
(20) Be sure that the vacuum hoses to the vacuum
pump are connected and not leaking. The vacuum
pump is located in the front of engine (internal) and
is driven from the crankshaft gear (Fig. 14). Disconnect the hose and check for minimum vacuum from
the pump. Refer to Group 5, Brake System for specifications and procedures.

1
2
3
4

COPPER WASHER
SENSOR CONNECTOR
Fig. 14 Vacuum Pump at Front of Engine

1
2
3
4
5
6
Fig. 13 Engine Coolant Temperature Sensor

Locations
1
2
3
4
PCM
ECM
ECM
PCM
ENGINE COOLANT TEMPERATURE (ECT) SENSOR

ECT SENSOR HARNESS CONNECTOR
(18) Inspect the air cleaner element (filter) for

restrictions.
(19) Be sure that the turbocharger output hose is
properly connected to the charge air cooler (intercooler) inlet tube. Verify that the charge air cooler
output hose is properly connected to the cooler and
VACUUM PUMP
CAMSHAFT
INJECTION PUMP
TIMING MARKS
OIL PUMP
CRANKSHAFT
(21) Be sure that the accessory drive belt is not

damaged or slipping.
(22) Verify there is a good connection at the engine
speed sensor. Refer to the Fuel Injection System in
this section for location of the engine speed sensor
location.
(23) Verify there is a good connection at the Boost
Pressure Sensor, which is a part of the air intake
assembly.
AIR IN FUEL SYSTEM

Air will enter the fuel system whenever the fuel
supply lines, fuel filter/water separator, fuel filter
bowl, injection pump, highpressure lines or injectors
are removed or disconnected. Air will also enter the
fuel system whenever the fuel tank has been run
empty.
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Air trapped in the fuel system can result in hard
starting, a rough running engine, engine misfire, low
power, excessive smoke and fuel knock. After service
is performed, air must be bled from the system
before starting the engine.
Inspect the fuel system from the fuel tank to the
injectors for loose connections. Leaking fuel is an
indicator of loose connections or defective seals. Air
can also enter the fuel system between the fuel tank
and the injection pump. Inspect the fuel tank and
fuel lines for damage that might allow air into the
system.
For air bleeding, refer to Air Bleed Procedure in
the Service Procedures section of this group.
engine speed. If engine speed drops, the injector was

operating normally. If engine speed remains the
same, the injector may be malfunctioning. After testing, tighten the line nut to 19 Nm (14 ft. lbs.)
torque. Test all injectors in the same manner one at
a time.
FUEL HEATER RELAY TEST

The fuel heater relay is located in the Power Distribution Center (PDC). Refer to RelaysOperation/
Testing in Fuel Ingection System section of this
group for test procedures.
FUEL INJECTOR TEST

The fuel injection nozzels, located in the engine
cylinder head, spray fuel under high pressure into
the individual combustion chambers. Pressurized
fuel, delivered by the fuel injection pump, unseats a
spring-loaded needle valve inside the injector, and
the fuel is atomized as it escapes through the injector
opening into the engines combustion chamber. If the
fuel injector does not operate properly, the engine
may misfire, or cause other driveability problems.
A leak in the injection pumptoinjector highpressure fuel line can cause many of the same symptoms
as a malfunctioning injector. Inspect for a leak in the
highpressure lines before checking for a malfunctioning fuel injector.
WARNING: THE INJECTION PUMP SUPPLIES HIGHPRESSURE FUEL OF UP TO APPROXIMATELY
45,000 KPA (6526 PSI) TO EACH INDIVIDUAL INJECTOR THROUGH THE HIGHPRESSURE LINES. FUEL
UNDER THIS AMOUNT OF PRESSURE CAN PENETRATE THE SKIN AND CAUSE PERSONAL INJURY.
WEAR SAFETY GOGGLES AND ADEQUATE PROTECTIVE CLOTHING. AVOID CONTACT WITH FUEL
SPRAY WHEN BLEEDING HIGHPRESSURE FUEL
LINES.
WARNING: DO NOT BLEED AIR FROM THE FUEL
SYSTEM OF A HOT ENGINE. DO NOT ALLOW FUEL
TO SPRAY ONTO THE EXHAUST MANIFOLD WHEN
BLEEDING AIR FROM THE FUEL SYSTEM.
To determine which fuel injector is malfunctioning,
run the engine and loosen the highpressure fuel line
nut at the injector (Fig. 15). Listen for a change in
Fig. 15 Typical Inspection of Fuel Injector

1
2
3
4
FUEL INJECTOR
LINE FITTING
HIGH-PRESSURE FUEL LINE
FUEL DRAIN TUBES
Once an injector has been found to be malfunctioning, remove it from the engine and test it. Refer to
the Removal/Installation section of this group for procedures.
After the injector has been removed, install it to a
benchmount injector tester. Refer to operating
instructions supplied with tester for procedures.
The opening pressure or pop pressure should be
15,00015,800 kPa (21752291 psi). If the fuel injector needle valve is opening (popping) to early or to
late, replace the injector.
FUEL INJECTOR / NEEDLE MOVEMENT

SENSOR TEST
The needle movement sensor is used only on the
number1 cylinder fuel injector (Fig. 16). It is not
used on the injectors for cylinders number 2, 3, 4 or
5.
Testing the needle movement sensor requires the
use of a DRB Scan tool. Refer to the Powertrain
Diagnostic Procedures manual for additional information.
WJ
14 - 11
FUEL SUPPLY RESTRICTIONS

LOWPRESSURE LINES
Restricted or Plugged supply lines or fuel filter can
cause a timing fault that will cause the ECM to operate the engine in a Limp Home mode. See the
introduction of the Fuel Injection System in this
group for more information on the Limp Home mode.
Fuel supply line restrictions can cause starting problems and prevent the engine from revving up. The
starting problems include; low power and blue or
white fog like exhaust. Test all fuel supply lines for
restrictions or blockage. Flush or replace as necessary. Bleed the fuel system of air once a fuel supply
line has been replaced. Refer to the Air Bleed Procedure section of this group for procedures.
HIGHPRESSURE LINES
Fig. 16 Needle Movement Sensor Location
1
2
3
4

COPPER WASHER
SENSOR CONNECTOR
FUEL INJECTION PUMP TEST

The injection pump is not to be serviced or
the warranty may be voided. If the injection
pump requires service, the complete assembly
must be replaced.
Incorrect injection pump timing (mechanical or
electrical) can cause poor performance, excessive
smoke and emissions and poor fuel economy.
A defective fuel injection pump, defective fuel timing solenoid or misadjusted mechanical pump timing
can cause starting problems or prevent the engine
from revving up. It can also cause:
Engine surge at idle
Rough idle (warm engine)
Low power
Excessive fuel consumption
Poor performance
Low power
Black smoke from the exhaust
Blue or white fog like exhaust
Incorrect idle or maximum speed
The electronically controlled fuel pump has no
mechanical governor like older mechanically controlled fuel pumps. Do not remove the top cover of
the fuel pump, or the screws fastening the wiring
pigtail to the side of the pump. The warranty of
the injection pump and the engine may be void
if those seals have been removed or tampered
with.
Restricted (kinked or bent) highpressure lines can

cause starting problems, poor engine performance
and black smoke from exhaust.
Examine all highpressure lines for any damage.
Each radius on each highpressure line must be
smooth and free of any bends or kinks.
Replace damaged, restricted or leaking highpressure fuel lines with the correct replacement line.
clamped securely in place in the holders. The lines
FUEL SHUTDOWN SOLENOID TEST

Refer to the 3.1L Diesel Powertrain Diagnostic
Manual for the Fuel Shutdown Solenoid test.
HIGH-PRESSURE FUEL LINE LEAK TEST

Highpressure fuel line leaks can cause starting
problems and poor engine performance.
WARNING: DUE TO EXTREME FUEL PRESSURES
OF UP TO 45,000 KPA (6526 PSI), USE EXTREME
CAUTION WHEN INSPECTING FOR HIGHPRESSURE FUEL LEAKS. DO NOT GET YOUR HAND, OR
ANY PART OF YOUR BODY NEAR A SUSPECTED
LEAK. INSPECT FOR HIGHPRESSURE FUEL
LEAKS WITH A SHEET OF CARDBOARD. HIGH
FUEL INJECTION PRESSURE CAN CAUSE PERSONAL INJURY IF CONTACT IS MADE WITH THE
SKIN.
14 - 12
WJ

Start the engine. Move the cardboard over the
highpressure fuel lines and check for fuel spray onto
the cardboard (Fig. 17). If a highpressure line connection is leaking, bleed the system and tighten the
connection. Refer to the Air Bleed Procedure in this
group for procedures. Replace damaged, restricted or
leaking highpressure fuel lines with the correct
replacement line.

Some air enters the fuel system when the fuel filter or injection pump supply line is changed. This
small amount of air is vented automatically from the
injection pump through the fuel drain manifold tubes
if the filter was changed according to instructions.
Ensure the the fuel filter/water separator is full of
fuel
It may be necessary to manually bleed the system
if:
The bowl of the fuel filter/water separator is not
partially filled before installation of a new filter
The injection pump is replaced
Highpressure fuel line connections are loosened
or lines replaced
Initial engine startup or startup after an
extended period of no engine operation
Running fuel tank empty
FUEL INJECTION PUMP BLEEDING

(1) If the fuel injection pump has been replaced,
air should be bled at the overflow valve before
attempting to start engine.
(a) Loosen the overflow valve (Fig. 18) at the
rear of the injection pump.
(b) Place a towel below the valve.
Fig. 17 Typical Fuel Pressure Test at Injection Pump

1 FITTING
2 HIGH PRESSURE LINE
3 CARDBOARD

clamped securely in the holders. The lines cannot
contact each other or other components. Do not
attempt to weld highpressure fuel lines or to repair
lines that are damaged. Only use the recommended
lines when replacement of highpressure fuel line
is necessary.
SERVICE PROCEDURES
AIR BLEED PROCEDURES
AIR BLEEDING AT FUEL FILTER
A certain amount of air may become trapped in the
fuel system when fuel system components are serviced or replaced. Bleed the system as needed after
fuel system service according to the following procedures.
Fig. 18 Overflow Valve

1
2
3
4
5
6
FUEL INJECTION PUMP ASSEMBLY

FUEL RETURN LINE
FUEL SUPPLY LINE
FUEL INJECTION PUMP 10WAY CONNECTOR
TIMING SOLENOID
OVERFLOW VALVE
WJ
14 - 13
SERVICE PROCEDURES (Continued)

WARNING: WHEN CRANKING THE ENGINE TO
BLEED AIR FROM THE INJECTION PUMP, THE
ENGINE MAY START. PLACE THE TRANSMISSION
IN NEUTRAL OR PARK AND SET PARKING BRAKE
BEFORE ENGAGING THE STARTER MOTOR.
CAUTION: Do not engage the starter motor for
more than 30 seconds at a time. Allow 2 minutes
between cranking intervals.
(2) Crank the engine for 30 seconds at a time to
allow air trapped in the injection pump to vent out
the fuel injector drain tubes. Continue this procedure
until the engine starts. Observe the previous WARNING and CAUTION.
(3) Tighten overflow valve.
HIGHPRESSURE FUEL LINE BLEEDING

WARNING: THE INJECTION PUMP SUPPLIES HIGHPRESSURE FUEL OF APPROXIMATELY 45,000 KPA
(6,526 PSI) TO EACH INDIVIDUAL INJECTOR
THROUGH THE HIGHPRESSURE LINES. FUEL
UNDER THIS AMOUNT OF PRESSURE CAN PENETRATE THE SKIN AND CAUSE PERSONAL INJURY.
WEAR SAFETY GOGGLES AND ADEQUATE PROTECTIVE CLOTHING AND AVOID CONTACT WITH
FUEL SPRAY WHEN BLEEDING HIGHPRESSURE
FUEL LINES.
Fig. 19 Bleeding HighPressure Fuel LineTypical

1
2
3
4
FUEL INJECTOR
LINE FITTING
FUEL DRAIN TUBES

AIR CLEANER ELEMENT

Bleed air from one injector at time.
(1) Loosen the highpressure fuel line fitting at
the injector (Fig. 19).
(2) Crank the engine until all air has been bled
from the line. Do not operate the starter motor
for longer than 30 seconds. Wait 2 minutes
between cranking intervals.
(3) Start the engine and bleed one injector at a
time until the engine runs smoothly.
FUEL INJECTION PUMP TIMING

Refer to the Fuel Injection Pump Removal and
Installation procedure in Service Procedures later in
this Group.
REMOVAL
(1) Loosen 4 clamps holding air cleaner housing
halves together.
(2) Remove top of air cleaner housing.
(3) Remove element from air cleaner housing.
INSTALLATION
(1) Install a new element in housing.
(2) Position housing halves together.
(3) Snap clamps into place.
FUEL DRAIN TUBES

The fuel drain tubes (Fig. 20) are lowpressure
type.
Pull each tube from the injector for removal. Push
on for installation. Clamps are not required for these
tubes.

The fuel filter/water separator is located in the
engine compartment on the left side behind the generator (Fig. 21).
14 - 14
WJ
REMOVAL AND INSTALLATION (Continued)

The fuel filter/water separator assembly contains
the fuel filter, fuel heater element, and fuel drain
valve.
DRAINING WATER FROM FILTER BOWL

Moisture (water) collects at the bottom of the filter/
separator in a plastic bowl. Water entering the fuel
injection pump can cause serious damage to the
pump. Note that the bulb will be illuminated for
approximately 2 seconds each time the key is
initially placed in the ON position. This is done
for a bulb check.
WARNING: DO NOT ATTEMPT TO DRAIN WATER
FROM THE FILTER/SEPARATOR WITH THE ENGINE
HOT.
Fig. 20 Fuel Injectors and Drain Tubes

1 FUEL DRAIN TUBES
2 FUEL INJECTORS
3 FITTING AT PUMP
(1) The bottom of the filter/separator bowl is

equipped with a drain valve. The drain valve is
equipped with a fitting. Attach a piece of rubber hose
to this fitting. This hose is to be used as a drain
hose.
(2) Place a drain pan under the drain hose.
(3) With the engine not running, open the drain
valve (unscrewdrain valve has right hand threads)
from the filter/separator bowl. To gain access to this
fitting, the two filtertomounting bracket nuts may
have to be loosened a few turns.
(4) Hold the drain open until clean fuel exits the
drain.
(5) After draining, close drain valve.
(6) Remove rubber drain hose.
(7) Dispose of mixture in drain pan according to
applicable local or federal regulations.
FUEL FILTER REMOVAL

(1) Drain all fuel and/or water from fuel filter/water separator assembly. Refer to the previous Draining Water From Filter Bowl.
(2) Unplug the electrical connectors at bottom of
plastic bowl.
(3) Remove plastic bowl from bottom of fuel filter
(unscrews).
(4) Remove fuel filter from bottom of filter base
(unscrews).
FUEL FILTER INSTALLATION

Fig. 21 Fuel Filter / Water Separator Position &
Orientation
1
2
3
4
5
6
FUEL FILTER/WATER SEP. RETAINING NUTS

FUEL PRIMING PUMP
FUEL LINE FROM TANK
FUEL FILTER
FUEL LINE TO INJECTION PUMP
(1) Clean bottom of fuel filter base.

(2) Apply clean diesel fuel to new fuel filter gasket.
(3) Install and tighten filter to filter base. The beveled part of the rubber gasket should be facing up
towards the filter base.
(4) Clean the inside of bowl with a soap and water
mixture before installation. Carefully clean any residue between the two metal probes at the top of the
waterinfuel sensor. Do not use chemical cleaners
as damage to the plastic bowl may result.
WJ
14 - 15

(5) Pour diesel fuel into the plastic bowl before
installing bowl to bottom of fuel filter. Do this to help
prevent air from entering fuel injection pump while
attempting to starting engine.
(6) Install filter bowl to bottom of filter.
(7) Install the electrical connectors at bottom of
bowl.
(8) Tighten the filtertomounting bracket nuts
(Fig. 21) to 28 Nm (250 in. lbs.) torque.
FUEL HEATER
If the fuel heater element needs replacement, the
plastic filter bowl assembly must be replaced. Refer
to Fuel Filter/Water Separator for information.
FUEL HEATER RELAY

The fuel heater relay is located in the PDC. For
the location of the relay within the PDC (Fig. 22),
refer to label on PDC cover.
Fig. 23 Fuel Level Sensor Release Tab

1
2
3
4
CAV
COLOR
FUNCTION
30
RD/TN
FUSED B(+)
85
OR
IGNITION SWITCH
OUTPUT
86
BK
GROUND
87
RD/BK
FUEL HEATER
RELAY OUTPUT
Fig. 22 Power Distribution Center (PDC)
FUEL LEVEL SENSOR

The fuel level sensor is located on the side of the
fuel pump module.
REMOVAL
(1) Remove fuel tank. Refer to Fuel Tank Removal/
Installation.
(2) Remove fuel pump module. Refer to Fuel Pump
Module Removal/Installation
(3) Remove electrical wire connector at sending
unit terminals.
(4) Press on release tab (Fig. 23) to remove level
sensor from the pump module.
ELECTRICAL CONNECTOR
FUEL LEVEL SENSOR
RELEASE TAB
FUEL RESERVOIR MODULE
FUEL INJECTION PUMP

REMOVAL
(1) Disconnect the negative battery cable.
(2) Remove the intake air duct retaining bolts
from the top of the intake manifold.
(3) Disconnect the intercooler outlet hose from the
intercooler.
(4) Remove the engine intake air duct and hose
assembly from the vehicle.
(5) Remove the engine accessory drive belt. Refer
to Group 7, Cooling System for the procedure.
(6) Remove the generator assembly. Refer to Group
8C, Charging System for the procedure.
(7) Thoroughly the clean the area around the
injection pump and fuel lines of all dirt, grease and
other contaminants. Due to the close internal tolerances of the injection pump, this step must be
performed before removing pump.
(8) Remove the rubber fuel return and supply
hoses from the metal lines at the pump (Fig. 24).
(9) Disconnect the engine coolant temperature sensor electrical connector (Fig. 25). Located closest to
the injection pump.
(10) Disconnect the Fuel Injection Pump electrical
connector at the pump. (Fig. 24).
(11) Disconnect the main engine wiring harness
from the glow plugs.
14 - 16
WJ

(13) Remove the plug from timing gear cover.
(14) The Top Dead Center (T. D. C.) compression
firing position for the #1 cylinder can be determined
as follows:
Fig. 24 Fuel Injection Pump

1
2
3
4
5

FUEL RETURN LINE
FUEL SUPPLY LINE
FUEL TIMING SOLENOID
Fig. 26 Top Dead Center Alignment Tool Access

Hole
1 TORQUE CONVERTER BOLT ACCESS HOLE
2 ENGINE OIL PAN
3 TOP DEAD CENTER ALIGNMENT TOOL ACCESS HOLE
Fig. 25 Engine Coolant Temperature Sensors

1
2
3
4
PCM
ECM
ECM
PCM

(12) Disconnect the five highpressure fuel lines

from the fuel injection pump. Also disconnect fuel
lines at the fuel injectors. For procedures, refer to
HighPressure Fuel Lines in this group. Place a rag
beneath the fittings to catch excess fuel.
(a) Using a socket attached to the front of the

crankshaft, rotate the engine clockwise until special alignment tool VM# 8374 can be inserted
through the T. D. C. tool access hole in the right
side of the transmission adapter plate (Fig. 26),
stopping the flexplate rotation. This position is T.
D. C. or 360 (crankshaft deg.) away from T. D. C.
Engine must be positioned at T. D. C. on #1
cylinder compression firing stroke.
(b) To verify that you are at T. D. C. Remove the
oil fill cap from the cylinder head cover and the
alignment tool from the transmission adapter plate.
(c) Rotate the crankshaft one-quarter turn
counter-clockwise and clockwise while observing
the cylinder #2 intake rocker arm through the oil
fill cap hole. (The intake valve rocker arm should
stop moving). If the rocker arm does not move you
have identified T. D. C.
(d) If T. D. C. was found continue the procedure,
if not rotate the crankshaft one revolution (360)
until the alignment tool can be re-installed in the
flexplate (Fig. 26). T. D. C. is now identified for the
#1 cylinder compression firing stroke. Mark the
damper and timing cover for quick reference to T.
WJ
14 - 17

D. C. Remove the alignment tool from the transmission adapter plate.
(15) Remove access plug and plug washer at rear
of pump (Fig. 27). Thread special dial indicator and
adapter tool VM# 1011 (Fig. 28) into this opening.
Hand tighten only.
Fig. 27 Access Plug at Rear of Pump

1 ACCESS PLUG
2 WASHER
(16) Slowly rotate the engine in a counter-clockwise direction until the dial gauge indicator stops
moving (20-25 before T. D. C.).
(17) Remove the injection pump drive gear nut
(Fig. 29).
Fig. 29 Removing Pump Drive Gear Nut

1 TIMING GEAR COVER
2 INJECTION PUMP GEAR
3 PUMP GEAR NUT
(18) A special 3piece gear removal tool set VM#

1003 (Fig. 30) must be used to remove the injection
pump drive gear from the pump shaft.
Fig. 30 Pump Gear Tools

Fig. 28 Installing Dial Indicator and Special Adapter
Tools
1 DIAL INDICATOR TOOL
2 ADAPTER TOOL VM1011
1 DRIVE BOLT
2 TIMING COVER ADAPTER
3 GEAR PULLER
14 - 18
WJ

(a) Thread the adapter (Fig. 31) into the timing
cover.
(b) Thread the gear puller into the injection
pump drive gear (Fig. 31). This tool is also used to
hold the gear in synchronization during pump
removal.
(c) Remove the three injection pumptogear
cover mounting nuts (Fig. 32). CAUTION: This
step must be done to prevent injection pump
damage.
(d) Install the drive bolt into the gear puller
(Fig. 31). Tighten the drive bolt to press (remove)
the drive gear from injection pump shaft while
driving injection pump rearward from timing gear
cover mounting studs.
Fig. 32 Injection Pump Mounting Nuts

1 MOUNTING FLANGE
2 SLOTTED HOLES (3)
3 PUMP MOUNTING NUTS (3)
Fig. 31 Installing Pump Drive Gear Removal Tools

1 ADAPTER
2 DRIVE BOLT
3 GEAR PULLER
(19) Remove pump from engine. Do not rotate

engine while gear puller is installed. Engine
damage will occur.
INSTALLATION / ADJUSTING INJECTION PUMP

TIMING
NOTE: Engine should be positioned at 20- 25
degrees before T. D. C.
(1) Clean the mating surfaces of injection pump
and timing gear cover.
(2) Install a new injection pumptotiming gear
cover gasket.
(3) Remove the gear removing bolt (drive bolt)

from gear puller. CAUTION: Do not remove the
special gear puller or timing cover adapter
tools from timing cover at this time. Gear misalignment will result.
(4) Place the key way on the pump shaft to the 11
oclock position as viewed from the front of pump.
Install the pump into the rear of timing gear cover
while aligning the key way on pump shaft into pump
gear.
(5) Install and snug the 3 injection pump mounting nuts. This is not the final tightening sequence.
(6) Remove the special gear puller and adapter
tools from timing gear cover.
(7) Install the injection pump drive gear nut.
Torque the nut to 86 Nm.
(8) Remove the access plug and plug washer at
rear of pump (Fig. 33). Thread special dial indicator
adapter tool VM# 1011 (Fig. 34) into this opening.
Hand tighten only.
(9) Attach special dial indicator tool VM# 1013
into the adapter tool (Fig. 34)
(10) Using a socket attached to the front of the
crankshaft, rotate the engine in a counter-clockwise
direction until
the dial gauge indicator stops moving (20-25
before T. D. C.).
(11) Set the dial indicator to 0 mm. Be sure the tip
of the dial indicator is touching the tip inside the
adapter tool.
(12) Rotate the crankshaft clockwise until the
alignment tool can be reinstalled in the flexplate
(Fig. 35).
WJ
14 - 19
Fig. 33 Access Plug at Rear of Pump

1 ACCESS PLUG
2 WASHER
Fig. 35 Top Dead Center Alignment Tool Access

Hole
1 TORQUE CONVERTER BOLT ACCESS HOLE
2 ENGINE OIL PAN
3 TOP DEAD CENTER ALIGNMENT TOOL ACCESS HOLE
NOTE: If the engine is fitted with all new gears, the

specification is 0.49 - 0.50 mm.
Fig. 34 Installing Dial Indicator and Special Adapter

Tools
1 DIAL INDICATOR TOOL
2 ADAPTER TOOL VM1011
NOTE: Engine must be positioned at T. D. C. #1 cylinder compression stroke.

(13) The gauge reading should be at 0.45 mm. If
not, the pump must be rotated for adjustment:
(a) Loosen the three injection pump mounting

nuts at the mounting flanges. These flanges are
equipped with slotted holes. The slotted holes are
used to rotate and position the injection pump for
fuel timing. Loosen the three nuts just enough to
rotate the pump.
(b) Rotate the pump until 0.45 mm is indicated
on the dial indicator gauge. If while rotating the
pump the 0.45 mm specification is passed do not
attempt to rotate the pump in the opposite direction. You must rotate the pump back to 0.15 mm
and start the procedure over from the start of the
T. D. C. procedure. This will prevent a false reading due to gear backlash.
(c) Tighten the three pump mounting nuts to 30
Nm (22 ft. lbs.) torque.
(d) Recheck the dial indicator after tightening
the pump mounting nuts. Gauge should still be
reading 0.45 mm at T. D. C.
(14) Remove the dial indicator and adapter tools.
(15) Install access plug and washer to rear of
injection pump.
(16) Install plug at timing gear cover.
14 - 20
WJ

(17) Install and connect the five highpressure fuel
lines to the fuel injection pump. Also connect fuel
lines at the fuel injectors. For procedures, refer to
HighPressure Fuel Lines in this group.
(18) Install electrical connector at engine coolant
temperature sensor.
(19) Connect electrical connector at fuel shutdown
solenoid.
(20) Connect the main engine wiring harness to
the glow plugs.
(21) Connect the fuel timing solenoid pigtail harness to the engine wiring harness.
(22) Connect the overflow valve/banjo fitting (fuel
return line assembly). Replace copper gaskets before
installing.
(23) Connect the rubber fuel return and supply
hoses to metal lines at pump. Tighten hose clamps to
2 Nm (20 in. lbs.) torque.
(24) Install the generator assembly. Refer to Group
8C, Charging System for the procedure.
(25) Install the engine accessory drive belt. Refer
to Group 7, Cooling System for the procedure.
(26) Position the gasket and Install the intake air
duct on the intake manifold. Torque the bolts to 27
Nm (20 ft. lbs.).
(27) Install the intercooler outlet hose on the intercooler.
(28) Connect the negative battery cable.
(29) Start the engine and bring to normal operating temperature.
(30) Check for fuel leaks.
Fig. 36 Fuel Injector Sensor #1 Cylinder

1
2
3
4

COPPER WASHER
SENSOR CONNECTOR
1
2
3
4
FUEL INJECTOR
LINE FITTING
FUEL DRAIN TUBES
FUEL INJECTORS
Four fuel injectors are used on each engine. Of
these four, two different types are used. The fuel
injector used on cylinder number one is equipped
with a fuel injector sensor (Fig. 36). The other three
fuel injectors are identical. Do not place the fuel
injector equipped with the fuel injector sensor
into any other location except the cylinder
number one position.
REMOVAL
(1) Disconnect negative battery cable at battery.
(2) Thoroughly clean the area around the injector
with compressed air.
(3) Remove the fuel drain hoses (tubes) at each
injector (Fig. 37) being serviced. Each of these hoses
is slipfit to the fitting on injector.
(4) Remove the highpressure fuel line at injector
being removed. Refer to HighPressure Fuel Lines in
this group for procedures.
(5) Remove the injector using special socket tool
number VM.1012B. When removing cylinder number
one injector, thread the wiring harness through the
access hole on the special socket (Fig. 38).
Fig. 37 Fuel InjectorTypical
(6) Remove and discard the copper washer (seal) at

bottom of injector (Fig. 36).
WJ
14 - 21
Fig. 38 Wiring Harness Through Socket

1
2
3
4
FUEL INJECTOR
WIRING HARNESS (NUMBER 1 CYLINDER ONLY)
SPECIAL SOCKET
FUEL INJECTOR SENSOR (NUMBER 1 CYLINDER ONLY)
INSTALLATION
(1) Clean the injector threads in cylinder head.
(2) Install new copper washer (seal) to injector.
(3) Install injector to engine. Tighten to 70 Nm
(52 ft. lbs.) torque.
(4) Install highpressure fuel lines. Refer to High
Pressure Fuel Lines in this group for procedures.
(5) Install fuel drain hoses (tubes) to each injector.
Do not use clamps at fuel drain hoses.
(6) Connect negative battery cable to battery.
(7) Bleed the air from the highpressure lines.
Refer to the Air Bleed Procedure section of this
group.
HIGH-PRESSURE LINES
All highpressure fuel lines are of the same length
and inside diameter. Correct highpressure fuel line
usage and installation is critical to smooth engine
operation.
clamped securely in place in the holders. The lines
REMOVAL
(1) Disconnect negative battery cable from battery.
(2) Remove the necessary clamps holding the lines
to the engine.
(3) Clean the area around each fuel line connection. Disconnect each line at the top of each fuel
injector (Fig. 39).
Fig. 39 Fuel Lines at Fuel Injectors

1
2
3
4
FUEL INJECTOR
LINE FITTING
FUEL DRAIN TUBES
(4) Disconnect each highpressure line fitting at

each fuel injection pump delivery valve.
(5) Very carefully remove each line from the
engine. Note the position (firing order) of each line
while removing. Do not bend the line while
removing.
CAUTION: Be sure that the highpressure fuel lines
are installed in the same order that they were
removed. Prevent the injection pump delivery valve
holders from turning when removing or installing
highpressure lines from injection pump.
INSTALLATION
(1) Carefully position each highpressure fuel line
to the fuel injector and fuel injection pump delivery
valve holder in the correct firing order. Also position
each line in the correct line holder.
(2) Loosely install the line clamp/holder bolts.
(3) Tighten each line at the delivery valve to 19
Nm (168 in. lbs.) torque.
(4) Tighten each line at the fuel injector to 19 Nm
(168 in. lbs.) torque.
Be sure the lines are not contacting each
other or any other component.
(5) Bleed air from the fuel system. Refer to the Air
Bleed Procedure section of this group.
14 - 22
SPECIFICATIONS
WJ
FUEL INJECTOR FIRING SEQUENCE

12453
FUEL TANK CAPACITY

78 Liters (20.5 Gals.)
Nominal refill capacities are shown. A variation
may be observed from vehicle to vehicle due to manufacturing tolerances, ambient temperatures and
refill procedures.
IDLE SPEED
750 RPM 625 RPM with engine at normal operating temperature.
FUEL SYSTEM PRESSURE

Peak Injection Pressure/Fuel Injection Pump
Operating Pressure: 40,00045,000 kPa (5801
6526 psi).
Opening
Pressure
of
Fuel
Injector:
16,50017,300 kPa (23932509 psi).
WJ
14 - 23
FUEL INJECTION SYSTEM3.1L DIESEL ENGINE

TABLE OF CONTENTS
page
AIR CONDITIONING (A/C) CONTROLSECM
INPUTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR CONDITIONING RELAYECM OUTPUT . .
ASD RELAYECM INPUT . . . . . . . . . . . . . . . .
BATTERY VOLTAGEPCM INPUT. . . . . . . . . .
BOOST / PRESSURE SENSOR . . . . . . . . . . . .
BRAKE SWITCHECM INPUT. . . . . . . . . . . . .
DATA LINK CONNECTORPCM AND ECM
INPUT AND OUTPUT . . . . . . . . . . . . . . . . . .
ELECTRIC VACUUM MODULATOR (EVM)
ECM OUTPUT. . . . . . . . . . . . . . . . . . . . . . . .
ENGINE COOLANT GAUGEPCM OUTPUT . .
ENGINE COOLANT TEMPERATURE
SENSORECM/PCM INPUT. . . . . . . . . . . . .
ENGINE OIL PRESSURE GAUGEPCM
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE SPEED/CRANK POSITION
SENSORECM INPUT . . . . . . . . . . . . . . . . .
FIVE VOLT POWERECM/PCM OUTPUT . . . .
FUEL INJECTION SYSTEM . . . . . . . . . . . . . . .
FUEL INJECTOR SENSORGROUND. . . . . . .
GLOW PLUG LAMPPCM OUTPUT . . . . . . . .
GLOW PLUG RELAYECM OUTPUT . . . . . . .
GLOW PLUGS . . . . . . . . . . . . . . . . . . . . . . . . .
IGNITION CIRCUIT SENSEPCM/ECM INPUT
NEEDLE MOVEMENT OR INTRUMENTED
FIRST INJECTORECM INPUT . . . . . . . . . .
POWER GROUND . . . . . . . . . . . . . . . . . . . . . .
POWERTRAIN CONTROL MODULE (PCM)
AND ENGINE CONTROL MODULE (ECM). . .
.
.
.
.
.
.
. 27
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. 27
. 25
. 24
. 27
. . 27
. . 30
. . 28
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.
.
. 26
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. 25
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. . 25
page
SENSOR RETURNECM/PCM INPUT
(ANALOG GROUND) . . . . . . . . . . . . . . . . . . .
SPEED CONTROLECM INPUT . . . . . . . . . . .
SPEED CONTROLPCM OUTPUTS . . . . . . . .
TACHOMETERPCM OUTPUT . . . . . . . . . . . .
TIMING SOLENOIDECM OUTPUT . . . . . . . .
VEHICLE THEFT ALARM . . . . . . . . . . . . . . . . .
ASD RELAY TEST . . . . . . . . . . . . . . . . . . . . . .
BOOST / PRESSURE SENSOR . . . . . . . . . . . .
DIAGNOSTIC TROUBLE CODES . . . . . . . . . . .
DIESEL DIAGNOSTICS . . . . . . . . . . . . . . . . . .
ENGINE COOLANT TEMPERATURE SENSOR
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE SPEED SENSOR TEST . . . . . . . . . . .
GLOW PLUG RELAY TEST . . . . . . . . . . . . . . .
GLOW PLUG TEST . . . . . . . . . . . . . . . . . . . . .
RELAYSOPERATION/TESTING . . . . . . . . . . .
VEHICLE SPEED SENSOR TEST. . . . . . . . . . .
A/C CLUTCH RELAY . . . . . . . . . . . . . . . . . . . .
ASD RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE COOLANT TEMPERATURE SENSOR.
ENGINE SPEED SENSOR . . . . . . . . . . . . . . . .
GLOW PLUGS . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
GLOW PLUG CURRENT DRAW . . . . . . . . . . . .
TORQUE CHART3.1L DIESEL. . . . . . . . . . . .
.
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. 25
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. 25
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. . 24

FUEL INJECTION SYSTEM
DESCRIPTION
This section will cover components either regulated
or controlled by the ECM controller and the Powertrain Control Module (PCM). The fuel heater relay
and fuel heater are not operated by the ECM controller or the PCM. These components are controlled by
the ignition (key) switch. All other fuel system electrical components necessary to operate the engine
are controlled or regulated by the ECM controller,
which interfaces with the PCM. Refer to the following description for more information.
Certain fuel system component failures may cause

a no start, or prevent the engine from running. It is
important to know that the ECM has a feature
where, if possible, it will ignore the failed sensor, set
a code related to the sensor, and operate the engine
in a Limp Home mode. When the ECM is operating
in a Limp Home mode, the Check Engine Lamp on
the instrument panel may be constantly illuminated,
and the engine will most likely have a noticeable loss
of performance. An example of this would be an
Accelerator Pedal Position Sensor failure, and in that
situation, the engine would run at a constant 1100
RPM, regardless of the actual position of the pedal.
This is the most extreme of the three Limp Home
modes.
14 - 24
WJ

When the Check Engine Lamp is illuminated constantly with the key on and the engine running,, it
usually indicates a problem has been detected somewhere within the fuel system. The DRBIIIt scan tool
is the best method for communicating with the ECM
and PCM to diagnose faults within the system.
POWERTRAIN CONTROL MODULE (PCM) AND

ENGINE CONTROL MODULE (ECM)
The Engine Control Module (ECM) is mounted
underneath the left rear seat. The Powertrain Control Module (PCM) is mounted in the engine compartment.
The ECM Controller is a preprogrammed, digital
computer. It will either directly operate or partially
regulate the:
Speed Control
Speed Control lamp
Fuel Timing Solenoid
Check Engine Light
Glow Plug Relay
Glow Plugs
Glow Plug Lamp
ASD Relay
Air Conditioning
Tachometer
Electric Vacuum Modulator (EVM)
The ECM can adapt its programming to meet
changing operating conditions.
The ECM receives input signals from various
switches and sensors. Based on these inputs, the
ECM regulates various engine and vehicle operations
through different system components. These components are referred to as ECM Outputs. The sensors
and switches that provide inputs to the ECM are
considered ECM Inputs.
ECM Inputs are:
Air Conditioning Selection
Theft Alarm
ASD Relay
Control Sleeve Position Sensor
Fuel Temperature Sensor
Mass Air Flow Sensor
Accelerator Pedal Position Sensor
Engine Coolant Temperature Sensor
Low Idle Position Switch
5 Volt Supply
Vehicle Speed Sensor
Engine Speed/Crank Position Sensor (rpm)
Needle Movement Sensor
Starter Signal
Brake Switch
Speed Control Switch
Power Ground
Ignition (key) Switch Sense
ECM Outputs:
After inputs are received by the ECM and PCM,

certain sensors, switches and components are controlled or regulated by the ECM and PCM. These are
considered ECM Outputs. These outputs are for:
A/C Clutch Relay (for A/C clutch operation)
Speed Control Lamp
ASD Relay
5 Volts Supply
Fuel Quantity Actuator
Fuel Timing Solenoid
Fuel Shutdown Solenoid
Glow Plug Lamp
Check Engine Lamp (On/Off signal)
Electric Vacuum Modulator (EVM)
Glow Plug Relay
Tachometer
The PCM sends and receives signals to and from
the ECM controller. PCM inputs are:
Power Ground
5 Volts Supply
Vehicle Speed Sensor
Water-In-Fuel Sensor
Coolant Temperature Sensor
Low Coolant Sensor
Sensor Return
Fuel Level Sensor
Oil Pressure Sensor
Tachometer Signal
Glow Plug Lamp
Check Engine Lamp (On/Off signal)
Brake On/Off Switch
Battery Voltage
ASD Relay
PCM Outputs:
A/C On Signal
Vehicle Theft Alarm Ok to Run signal
Body Control Module CCD Bus (+)
Body Control Module CCD Bus ()
Scan Tool Data Link Receive
Scan Tool Data Link Transmit
Low Coolant Lamp
Generator Control
BOOST / PRESSURE SENSOR

The Boost Pressure Sensor is mounted to the top of
the intake manifold (Fig. 1). It is a sensor that measures both manifold vacuum and turbo boost, and it
also contains an integrated intake air temperature
sensor. The Boost Pressure Sensor takes the place of
the Mass Air Flow (MAF). In the Intake Air Temperature Sensor component, there is a ceramic element
that changes its resistance based on temperature.
The ceramic element is part of an electronic circuit
connected to the PCM, and has a voltage applied to
it. The ceramic element is exposed to the air inside
the intake. This air has a cooling effect on the
WJ
14 - 25

ceramic element, and its resistance changes. This
causes the voltage flowing through the intake air
temperature circuit to vary. The voltage signal produced by the Intake Air Temperature Sensor changes
inversely to the temperature, and is measured by the
PCM. As a general rule, when the temperature of the
air in the intake is high, the voltage signal produced
by the Intake Air Temperature Sensor is low. The
component of the Boost Pressure Sensor that measures manifold vacuum and turbo boost produces a
voltage signal that is proportional to the pressure in
the intake manifold. When the intake manifold pressure is low, the voltage is low, and when the pressure
is high, the voltage is high. The PCM uses the voltage signals from the Boost Pressure Sensor, and the
Intake Air Temperature Sensor to determine the
amount of air flowing through the intake manifold.
BATTERY VOLTAGEPCM INPUT

DESCRIPTION
The battery voltage input provides power to the
PCM. It also informs the PCM what voltage level is
being supplied by the generator once the vehicle is
running.
The battery input also provides the voltage that is
needed to keep the PCM memory alive. The memory
stores Diagnostic Trouble Code (DTC) messages.
Trouble codes will still be stored even if the battary
voltage is lost.
SENSOR RETURNECM/PCM INPUT (ANALOG

GROUND)
DESCRIPTION
Sensor Return provides a low noise Analog ground
reference for all system sensors.
IGNITION CIRCUIT SENSEPCM/ECM INPUT

The ignition circuit sense input signals the PCM
and ECM that the ignition (key) switch has been
turned to the ON position. This signal initiates the
glow plug control routine to begin the preheat
cycle.
POWER GROUND
DESCRIPTION
Provides a common ground for power devices (solenoid and relay devices).
Fig. 1 Boost Pressure Sensor Location

1 BOOST PRESSURE SENSOR HARNESS CONNECTOR
2 BOOST PRESSURE SENSOR
VEHICLE THEFT ALARM

DESCRIPTION
The PCM can learn if the vehicle has a Vehicle
Theft Alarm (VTA) system. Once it detects the vehicle having VTA, the controller can ONLY BE
USED ON VEHICLES WITH VTA.
If the PCM is put it on a vehicle without VTA the
Glow Plug Lamp will start to blink and the vehicle
will not start.
The PCM cannot be flashed to remove the VTA.
NEEDLE MOVEMENT OR INTRUMENTED FIRST

INJECTORECM INPUT
This input from the ECM supplies a constant 30
mA electrical current source for the first injector sensor. It will vary the voltage to this sensor when it
senses a mechanical movement within the injector
needle (pintle) of the number1 cylinder fuel injector.
When this voltage has been determined by the ECM,
it will then control an output to the fuel timing solenoid (the fuel timing solenoid is located on the fuel
injection pump). Also refer to Fuel Injection Pump for
additional information.
The first injector sensor is a magnetic (inductive)
type.
The first injector sensor is used only on the fuel
injector for the number1 cylinder (Fig. 2).
14 - 26
WJ

1
2
3
4

COPPER WASHER
SENSOR CONNECTOR
Fig. 3 Engine Coolant Temperature Sensor Location

1
2
3
4
PCM
ECM
ECM
PCM

FUEL INJECTOR SENSORGROUND

DESCRIPTION
Provides a low noise ground for the fuel injector
sensor only.

ECM/PCM INPUT
DESCRIPTION
The 05 volt input from this sensor tells the ECM
and PCM the temperature of the engine coolant.
Based on the voltage received at the ECM, it will
then determine operation of the fuel timing solenoid,
glow plug relay, electrical vacuum modulator (emission component) and generator (charging system).
The sensor is located on the side of the #3 cylinder
head near the rear of fuel injection pump (Fig. 3).
ENGINE SPEED/CRANK POSITION SENSOR

ECM INPUT
The engine speed sensor is mounted to the transmission bellhousing at the right/rear side of the
engine block (Fig. 4).
The engine speed sensor produces its own output
signal. If this signal is not received, the ECM will not
allow the engine to start.
The engine speed sensor input is used in conjunction with the first injector sensor to establish fuel
injection pump timing.
Fig. 4 Engine Speed Sensor Location

1 ENGINE SPEED SENSOR RETAINING BOLTS
2 RUBBER GASKET
3 ENGINE SPEED SENSOR
WJ
14 - 27

The flywheel has five notches at its outer edge.
Each notch is spaced equally every 72. The notches
cause a pulse to be generated when they pass under
the speed sensor. These pulses are the input to the
ECM. The input from this sensor determines crankshaft position (in degrees) by monitoring the notches.
The sensor also generates an rpm signal to the
ECM. This signal is used as an input for the control
of the generator field, vehicle speed control, and
instrument panel mounted tachometer.
If the engine speed sensor should fail, the system
is unable to compensate for the problem and the car
will stop.
AIR CONDITIONING (A/C) CONTROLSECM

INPUTS
DESCRIPTION
The A/C control system information applies to factory installed air conditioning units.
A/C REQUEST SIGNAL: When either the A/C or
Defrost mode has been selected and the A/C low and
highpressure switches are closed, an input signal is
sent to the ECM. The ECM uses this input to cycle
the A/C compressor through the A/C relay.
If the A/C low or highpressure switch opens, the
ECM will not receive an A/C request signal. The
PCM will then remove the ground from the A/C relay.
This will deactivate the A/C compressor clutch. Also,
if the engine coolant reaches a temperature outside
normal of its normal range, or it overheats, the ECM
will deactivate the A/C clutch.
BRAKE SWITCHECM INPUT

DESCRIPTION
When the brake light switch is activated, the ECM
receives an input indicating that the brakes are
being applied. After receiving this input, the ECM is
used to control the speed control system. There is a
Primary and a Secondary brake switch. The Secondary brake switch is closed until the brake pedal is
pressed.
DATA LINK CONNECTORPCM AND ECM

INPUT AND OUTPUT
The 16way data link connector (diagnostic scan
tool connector) links the Diagnostic Readout Box
(DRB) scan tool with the PCM and ECM. The data
link connector is located under the instrument panel
near the left body side cowl panel on left hand drive
vehicles (Fig. 5). And near the right body side cowl
panel on right hand drive vehicles.
Fig. 5 Data Link Connector Location L. H. D.

1 INSTRUMENT PANEL LOWER/LEFT EDGE
2 DATA LINK CONNECTOR
SPEED CONTROLECM INPUT

DESCRIPTION
The speed control system provides five separate
inputs to the ECM: On/Off, Set, Resume/Accel, Cancel,
and Decel.. The On/Off input informs the ECM that the
speed control system has been activated. The Set input
informs the ECM that a fixed vehicle speed has been
selected. The Resume input indicates to the ECM that
the previous fixed speed is requested.
Speed control operation will start at 50 km/h142
km/h (3585 mph). The upper range of operation is
not restricted by vehicle speed. Inputs that effect
speed control operation are vehicle speed sensor and
accelerator pedal position sensor.
Refer to Group 8H for further speed control information.
ASD RELAYECM INPUT

DESCRIPTION
A 12 volt signal at this input indicates to the ECM
that the ASD relay has been activated. The ASD relay is
located in the PDC. The PDC is located next to the battery in the engine compartment. For the location of the
This input is used only to sense that the ASD relay
is energized. If the ECM does not see 12 volts (+) at
this input when the ASD relay should be activated, it
will set a Diagnostic Trouble Code (DTC).
14 - 28
WJ
FIVE VOLT POWERECM/PCM OUTPUT

DESCRIPTION
This circuit supplies approximately 5 volts to
power the Accelerator Pedal Position Sensor, and the
Boost Pressure Sensor.
ENGINE COOLANT GAUGEPCM OUTPUT

DESCRIPTION
Refer to the Instrument Panel and Gauges group
for additional information.
ENGINE OIL PRESSURE GAUGEPCM

OUTPUT
DESCRIPTION
Refer to the Instrument Panel and Gauges group
for additional information.
GLOW PLUG LAMPPCM OUTPUT

DESCRIPTION
The Glow Plug lamp (malfunction indicator lamp)
illuminates on the message center each time the ignition (key) switch is turned on. It will stay on for
about two seconds as a bulb test.
Fig. 6 Glow Plug Lamp Symbol
SPEED CONTROLPCM OUTPUTS

DESCRIPTION
These two circuits control the fuel quantity actuator to regulate vehicle speed. Refer to Group 8H for
Speed Control information.
AIR CONDITIONING RELAYECM OUTPUT

DESCRIPTION
This circuit controls a ground signal for operation
of the A/C clutch relay. Also refer to Air Conditioning
(A/C) ControlsECM Input for additional information.
The A/C relay is located in the Power Distribution
Center (PDC). The PDC is located next to the battery
in the engine compartment. For the location of the
TIMING SOLENOIDECM OUTPUT

DESCRIPTION
The timing solenoid is located on the bottom of the
fuel injection pump (Fig. 7).
Fig. 7 Timing Solenoid

1
2
3
4
5
6

FUEL RETURN LINE
FUEL SUPPLY LINE
TIMING SOLENOID
OVERFLOW VALVE
This 12(+) volt, pulse width modulated (dutycycle)

output controls the amount of fuel timing (advance)
in the fuel injection pump. The higher the dutycycle, the lower the advance. The lower the dutycycle,
the more advanced the fuel timing.
The dutycycle is determined by the ECM from
inputs it receives from the fuel injector sensor and
engine speed sensor.
TACHOMETERPCM OUTPUT
DESCRIPTION
The PCM recieves engine rpm values from the
ECM controller, and then supplies engine rpm values
to the Body Controller that then supplies the instrument cluster mounted tachometer (if equipped). Refer
to Group 8E for tachometer information.
GLOW PLUG RELAYECM OUTPUT

When the ignition (key) switch is placed in the ON
position, a signal is sent to the ECM relating current
engine coolant temperature. This signal is sent from
the engine coolant temperature sensor.
After receiving this signal, the ECM will determine
if, when and for how long a period the glow plug
relay should be activated. This is done before, during
and after the engine is started. Whenever the glow
plug relay is activated, it will control the 12V+ 100
amp circuit for the operation of the four glow plugs.
WJ
14 - 29

GLOW PLUG CONTROL
ENGINE
COOLANT
TEMPERATURE KEY
ON
WAIT-TOSTART
LAMP ON
(SECONDS)
PRE-HEAT
CYCLE
(GLOW
PLUGS ON)
(SECONDS)
POST-HEAT
CYCLE
(SECONDS)
-30 C
15 SEC.
45 SEC.
200 SEC.
CAV
COLOR
FUNCTION
-10 C
8 SEC.
35 SEC.
180 SEC.
30
RD/DB
FUSED B(+)
+10 C
6 SEC.
25 SEC.
118 SEC.
85
DB/WT
FUSED ASD
RELAY OUTPUT
+30 C
5 SEC.
20 SEC.
70 SEC.
86
WT
GLOW PLUG
RELAY #1
CONTROL
+40 C
4 SEC.
16 SEC.
60 SEC.
+70 C
3 SEC.
16 SEC.
20 SECC.
87
GY
GLOW PLUG
RELAY #1
OUTPUT
GLOW PLUGS
DESCRIPTION
Glow plugs are used to help start a cold or cool
engine. The plug will heat up and glow to heat the
combustion chamber of each cylinder. An individual
plug is used for each cylinder. Each plug is threaded
into the cylinder head above the fuel injector (Fig.
10).
CAV
COLOR
FUNCTION
30
VT/RD
FUSED B(+)
85
DB/WT
FUSED ASD
RELAY OUTPUT
86
LB/WT
GLOW PLUG
RELAY #2
CONTROL
87
GY/YL
GLOW PLUG
RELAY #2
OUTPUT

With a cold engine, the glow plug relay and glow
plugs may be activated for a maximum time of 200
seconds. Refer to the following Glow Plug Control
chart for a temperature/time comparison of glow plug
relay operation.
In this chart, PreHeat and PostHeat times are
mentioned. Preheat is the amount of time the glow
plug relay circuit is activated when the ignition (key)
switch is ON, but the engine has yet to be started.
Postheat is the amount of time the glow plug relay
circuit is activated after the engine is operating. The
Glow Plug lamp will not be illuminated during the
postheat cycle.
Fig. 10 Glow Plug

1 GLOW PLUG
Each plug will momentarily draw approximately 25

amps of electrical current during the initial keyon
cycle. This is on a cold or cool engine. After heating,
the current draw will drop to approximately 912
amps per plug.
Total momentary current draw for all four plugs is
approximately 100 amps on a cold engine dropping to
a total of approximately 40 amps after the plugs are
heated.
Electrical operation of the glow plugs are controlled
by the glow plug relay. Refer to the previous Glow Plug
RelayECM Output for additional information.
14 - 30
WJ
ELECTRIC VACUUM MODULATOR (EVM)ECM

OUTPUT
DESCRIPTION
This circuit controls operation of the Electric Vacuum Modulator (EVM). The EVM controls operation
of the EGR valve.
Refer to Group 25, Emission Control System for
information. See Electric Vacuum Modulator.

DIESEL DIAGNOSTICS
The ECM controllers perform engine off diagnostic
tests, which may be heard for about 60 seconds after
turning the key off.
ASD RELAY TEST

To perform a test of the relay and its related circuitry, refer to the DRB scan tool. To test the relay
only, refer to RelaysOperation/Testing in this section of the group.
Fig. 11 Engine Coolant Temperature Sensor

Location
1
2
3
4
PCM
ECM
ECM
PCM

SENSOR RESISTANCE (OHMS)
ENGINE SPEED SENSOR TEST
TEMPERATURE
To perform a test of the engine speed sensor and

its related circuitry, refer to the 3.1L Powertrain
Diagnostic Procedures Manual.
MIN
MAX
40
40
291,490
381,710
20
85,850
108,390
10
14
49,250
61,430
32
29,330
35,990
10
50
17,990
21,810
20
68
11,370
13,610
25
77
9,120
10,880
30
86
7,370
8,750
40
104
4,900
5,750
50
122
3,330
3,880
60
140
2,310
2,670
70
158
1,630
1,870
80
176
1,170
1,340
90
194
860
970
100
212
640
270
110
230
480
540
120
248
370
410

TEST
The sensor is located on the side of cylinder head
near the rear of fuel injection pump (Fig. 11).
For a list of Diagnostic Trouble Codes (DTCs) for
certain fuel system components, refer to On-Board
Diagnostics in Group 25, Emission Control System.
To test the sensor only, refer to the following:
(1) Disconnect wire harness connector from coolant
temperature sensor.
(2) Test the resistance of the sensor with a high
input impedance (digital) voltohmmeter. The resistance (as measured across the sensor terminals)
should be less than 1340 ohms with the engine
warm. Refer to the following Sensor Resistance
(OHMS) chart. Replace the sensor if it is not within
the range of resistance specified in the chart.
RESISTANCE (OHMS)
WJ
14 - 31

(3) Test continuity of the wire harness. Do this
between the ECM wire harness connector and the
sensor connector terminal. Also test continuity of
wire harness to the sensor connector terminal. Refer
to Group 8W for wiring connector and circuitry information. Repair the wire harness if an open circuit is
indicated.
(4) After tests are completed, connect electrical
connector to sensor.
GLOW PLUG TEST

Hard starting or a rough idle after starting may be
caused by one or more defective glow plugs. Before
testing the glow plugs, a test of the glow plug relays
should be performed. This will ensure that 12V+ is
available at the plugs when starting the engine.
Refer to the Glow Plug Relay Test for information.
For accurate test results, the glow plugs should be
removed from the engine. The plugs must be checked
when cold. Do not check the plugs if the engine
has recently been operated. If plugs are
checked when warm, incorrect amp gauge
readings will result.
Use Churchill Glow Plug Tester DX.900 or an
equivalent (Fig. 12) for the following tests. This
tester is equipped with 4 timer lamps.
(1) Remove the glow plugs from the engine. Refer

to Glow Plug Removal/Installation.
(2) Attach the red lead of the tester to the 12V+
(positive) side of the battery.
(3) Attach the black lead of the tester to the 12V
(negative) side of the battery.
(4) Fit the glow plug into the top of the tester and
secure it with the spring loaded bar (Fig. 12).
(5) Attach the third lead wire of the tester to the
electrical terminal at the end of the glow plug.
(6) When performing the test, the tester button
(Fig. 12) should be held continuously without release
for 20 seconds as indicated by the 4 timer lamps.
Each illuminated lamp represents a 5 second time
lapse.
(a) Press and hold the tester button (Fig. 12)
and note the amp gauge reading. The gauge reading should indicate a momentary, initial current
draw (surge) of approximately 25 amps. After the
initial surge, the amp gauge reading should begin
to fall off. The glow plug tip should start to glow
an orange color after 5 seconds. If the tip did not
glow after 5 seconds, replace the glow plug. Before
discarding the glow plug, check the position of the
circuit breaker on the bottom of the plug tester. It
may have to be reset. Reset if necessary.
(b) Continue to hold the tester button while
observing the amp gauge and the 4 timer lamps.
When all 4 lamps are illuminated, indicating a 20
second time lapse, the amp gauge reading should
indicate a 912 amp current draw. If not, replace
the glow plug. Refer to Glow Plug Removal/Installation.
(7) Check each glow plug in this manner using one
20 second cycle. If the glow plug is to be retested, it
must first be allowed to cool to room temperature.
WARNING: THE GLOW PLUG WILL BECOME
EXTREMELY HOT (GLOWING) DURING THESE
TESTS. BURNS COULD RESULT IF IMPROPERLY
HANDLED. ALLOW THE GLOW PLUG TO COOL
BEFORE REMOVING FROM TESTER.
(8) Remove the glow plug from the tester.
GLOW PLUG RELAY TEST

Fig. 12 Typical Glow Plug Tester
1
2
3
4
5
6
INSERT GLOW PLUG HERE

OBSERVATION WINDOW
SPRING LOADED BAR
TIMER LAMPS (4)
TEST LEADS
TESTER BUTTON
The glow plug relay is located in the Power Distribution Center (PDC) (Fig. 13) (Fig. 14).
When the ignition (key) switch is placed in the ON
position, a signal is sent to the ECM relating current
engine coolant temperature. This signal is sent from
the engine coolant temperature sensor.
14 - 32
WJ
CAV
COLOR
FUNCTION
30
RD/DB
FUSED B(+)
85
DB/WT
FUSED ASD
RELAY OUTPUT
86
WT
GLOW PLUG
RELAY #1
CONTROL
87
GY
GLOW PLUG
RELAY #1
OUTPUT
CAV
COLOR
FUNCTION
30
VT/RD
FUSED B(+)
85
DB/WT
FUSED ASD
RELAY OUTPUT
86
LB/WT
GLOW PLUG
RELAY #2
CONTROL
87
GY/YL
GLOW PLUG
RELAY #2
OUTPUT
Glow Plug lamp will not be illuminated during the

postheat cycle.
TESTING:
Disconnect and isolate the electrical connectors
(Fig. 15) at all four glow plugs. With the engine cool
or cold, and the key in the ON position, check for
1012 volts + at each electrical connector. 1012 volts
+ should be at each connector whenever the ECM is
operating in the preheat or postheat cycles (refer
to the following Glow Plug Control chart). Be very
careful not to allow any of the four disconnected glow plug electrical connectors to contact a metal surface. When the key is turned to
the ON position, approximately 100 amps at 12
volts is supplied to these connectors. If 1012
volts + is not available at each connector, check continuity of wiring harness directly to the relay. If continuity is good directly to the relay, the fault is either
with the relay or the relay input from the ECM. To
test the relay only, refer to RelaysOperation/Testing in this section of the group. If the relay test is
good, refer to the DRB scan tool.

After receiving this signal, the ECM will determine
if, when and for how long a period the glow plug
relay should be activated. This is done before, during
and after the engine is started. Whenever the glow
plug relay is activated, it will control the 12V+ 100
amp circuit for the operation of the four glow plugs.
The Glow Plug lamp is tied to this circuit. Lamp
operation is also controlled by the ECM.
With a cold engine, the glow plug relay and glow
plugs may be activated for a maximum time of 200
seconds. Refer to the Glow Plug Control chart for a
temperature/time comparison of glow plug relay operation.
In this chart, PreHeat and PostHeat times are
mentioned. Preheat is the amount of time the glow
plug relay circuit is activated when the ignition (key)
switch is ON, but the engine has yet to be started.
Postheat is the amount of time the glow plug relay
circuit is activated after the engine is operating. The
Fig. 15 Wiring Connection at Glow Plug

RELAYSOPERATION/TESTING
The following description of operation and
tests apply only to the ASD and other relays.
The terminals on the bottom of each relay are numbered.
OPERATION
Terminal number 30 is connected to battery voltage. For both the ASD and other relays, terminal 30
is connected to battery voltage at all times.
WJ
14 - 33

GLOW PLUG CONTROL
ENGINE
COOLANT
TEMPERATURE KEY
ON
WAIT-TOSTART
LAMP ON
(SECONDS)
PRE-HEAT
CYCLE
(GLOW
PLUGS ON)
(SECONDS)
-30 C
15 SEC.
45 SEC.
200 SEC.
-10 C
8 SEC.
35 SEC.
180 SEC.
+10 C
6 SEC.
25 SEC.
118 SEC.
+30 C
5 SEC.
20 SEC.
70 SEC.
+40 C
4 SEC.
16 SEC.
60 SEC.
+70 C
3 SEC.
16 SEC.
20 SECC.
POST-HEAT
CYCLE
(SECONDS)
meter should now show continuity between relay terminals 87 and 30. The ohmmeter should not show
continuity between relay terminals 87A and 30.
(8) Disconnect jumper wires.
(9) Replace the relay if it did not pass the continuity
and resistance tests. If the relay passed the tests, it operates properly. Check the remainder of the ASD and other
relay circuits. Refer to group 8W, Wiring Diagrams.
BOOST / PRESSURE SENSOR
The ECM grounds the coil side of the relay

through terminal number 85.
Terminal number 86 supplies voltage to the coil
side of the relay.
When the PCM de-energizes the ASD and other
relays, terminal number 87A connects to terminal 30.
This is the Off position. In the off position, voltage is
not supplied to the rest of the circuit. Terminal 87A
is the center terminal on the relay.
When the ECM energizes the ASD and other
relays, terminal 87 connects to terminal 30. This is
the On position. Terminal 87 supplies voltage to the
rest of the circuit.
TESTING
The following procedure applies to the ASD and
other relays.
(1) Remove relay from connector before testing.
(2) With the relay removed from the vehicle, use
an ohmmeter to check the resistance between terminals 85 and 86. The resistance should be between 75
65 ohms.
(3) Connect the ohmmeter between terminals 30
and 87A. The ohmmeter should show continuity
between terminals 30 and 87A.
(4) Connect the ohmmeter between terminals 87
and 30. The ohmmeter should not show continuity at
this time.
(5) Connect one end of a jumper wire (16 gauge or
smaller) to relay terminal 85. Connect the other end
of the jumper wire to the ground side of a 12 volt
power source.
(6) Connect one end of another jumper wire (16
gauge or smaller) to the power side of the 12 volt
power source. Do not attach the other end of the
jumper wire to the relay at this time.
Fig. 16 Boost Pressure Sensor Location

1 BOOST PRESSURE SENSOR HARNESS CONNECTOR
2 BOOST PRESSURE SENSOR
If the boost pressure sensor fails, the PCM records

a DTC into memory and continues to operate the
engine in one of the three limp-in modes. When the
PCM is operating in this mode, a loss of power will
be present, as if the turbocharger was not operating.
The best method for diagnosing faults with the boost
pressure sensor is with the DRB III scan tool. Diagnostic Trouble Codes: Refer to On-Board Diagnostics in Group 25, Emission Control System for a list
of Diagnostic Trouble Codes (DTCs) for certain fuel
system components.
VEHICLE SPEED SENSOR TEST

To perform a test of the sensor and its related circuitry, refer to DRB scan tool.
WARNING: DO NOT ALLOW OHMMETER TO CONTACT TERMINALS 85 OR 86 DURING THIS TEST.
DIAGNOSTIC TROUBLE CODES
(7) Attach the other end of the jumper wire to

relay terminal 86. This activates the relay. The ohm-
For a list of Diagnostic Trouble Codes (DTCs),

refer to Group 25, Emission Control System for information. See On-Board Diagnostics.
14 - 34
WJ

ASD RELAY
The ASD relay is located in the PDC. For the location of the relay within the PDC, refer to label on
PDC cover.
A/C CLUTCH RELAY

The A/C clutch relay is located in the PDC. For the
location of the relay within the PDC, refer to label on
PDC cover.
ENGINE SPEED SENSOR

The engine speed sensor is mounted to the top of
the transmission adapter plate near the rear of the
engine block (Fig. 17).
Fig. 18 Air Intake Hoses

1
2
3
4
BREATHER HOSE
INTERCOOLER INLET HOSE
FRESH AIR INLET TUBE
AIR FILTER COVER
Fig. 17 Engine Speed Sensor Position & Orientation

2 RUBBER GASKET
REMOVAL
(1) Remove the intercooler inlet hose from the turbocharger (Fig. 18).
(2) Disconnect the breather hose from the fresh air
inlet tube (Fig. 18).
(3) Unclip the air filter cover and remove the fresh
air inlet tube from the turbocharger (Fig. 18).
Remove the assembly from the vehicle.
(4) Remove the EGR vacuum supply hose from the
EGR valve (Fig. 19).
(5) Unclip the wire harness from the coolant supply lines (Fig. 19).
Fig. 19 3.1 L Diesel Engine

1 HEATER CORE COOLANT SUPPLY HOSES
2 EGR VALVE/COOLANT SUPPLY LINE BRACKET RETAINING
BOLTS
3 EGR VALVE VACUUM SUPPLY LINE
4 WIRE HARNESS RETAINING CLIPS
WJ
14 - 35

(6) Remove the (2) EGR valve / coolant supply line
retaining bolts (Fig. 19).
(7) Remove the coolant supply line support bracket
bolt from the water pump housing.
(8) Remove the oil separator retaining bolts.
(9) Disconnect the crankcase vapor supply and
return hoses and remove the oil separator from the
vehicle.
Fig. 21 Engine Speed Sensor

2 RUBBER GASKET
INSTALLATION
Fig. 20 Transmission Dipstick Tube Support Bracket
1 TRANSMISSION DIPSTICK TUBE
2 TURBOCHARGER EXHAUST MANIFOLD HEATSHIELD
3 TRANSMISSION DIPSTICK TUBE SUPPORT BRACKET
RETAINING NUT
(10) Remove the transmission dipstick tube support bracket nut from the turbocharger heatshield
(Fig. 20).
WARNING: Heatshield is very sharp. Wear gloves
to prevent injury.
(11) Remove the exhaust manifold / turbocharger
heatshield retaining bolts.
(12) Position the coolant line assembly out of the
way and remove the heatshield from the vehicle.
(13) Working behind the exhaust manifold, disconnect the engine speed sensor electrical connector
(Fig. 21).
(14) Remove the (2) engine speed sensor retaining
bolts (Fig. 21).
(15) Remove the engine speed sensor from the
vehicle.
(1) Install the engine speed sensor in the transmission adapter plate.
(2) Install the (2) engine speed sensor retaining
bolts (Fig. 22). Torque the bolts to 11 Nm (97 in.
lbs.).
(3) Connect the engine speed sensor electrical connector (Fig. 22).
WARNING: Heatshield is very sharp. Wear gloves
to prevent injury.
(4) Install the exhaust manifold heatshield. Torque
bolts to 11 Nm (97 in. lbs.).
(5) Install the transmission dipstick tube support
bracket retaining nut on the turbocharger heatshield
(Fig. 23). Torque the nut to 11 Nm (97 in. lbs.).
(6) Install the coolant line assembly on the engine.
Torque the (3) retaining bolts to 27 Nm (20 ft. lbs.)
(Fig. 24).
(7) Connect the crankcase vapor supply and return
hoses on the oil separator.
(8) Install the oil separator retaining bolts.
(9) Clip the wire harness on the coolant supply
lines (Fig. 24).
(10) Install the EGR vacuum supply hose on the
EGR valve.
14 - 36
WJ
Fig. 24 3.1L Diesel Engine

Fig. 22 Engine Speed Sensor
2 RUBBER GASKET
1 HEATER CORE COOLANT SUPPLY HOSES

2 EGR VALVE/COOLANT SUPPLY LINE BRACKET RETAINING
BOLTS
3 EGR VALVE VACUUM SUPPLY LINE
4 WIRE HARNESS RETAINING CLIPS
(11) Install the fresh air inlet tube assembly on

the turbocharger. Clip the air filter cover in position
and connect the breather hose (Fig. 25).
(12) Install the intercooler inlet hose on the turbocharger (Fig. 25).
(13) Check the transmission fluid level and top off
if necessary.
(14) Connect the negative battery cable.
(15) Start the engine and check for leaks.

The sensors are located on the side of cylinder
head near the rear of fuel injection pump.
REMOVAL
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOVING THE COOLANT TEMPERATURE SENSOR.
REFER TO GROUP 7, COOLING.
Fig. 23 Transmission Dipstick Tube Support Bracket

1 TRANSMISSION DIPSTICK TUBE
2 TURBOCHARGER EXHAUST MANIFOLD HEATSHIELD
3 TRANSMISSION DIPSTICK TUBE SUPPORT BRACKET
RETAINING NUT
(1) Partially drain the cooling system. Refer to

Group 7, Cooling System for the procedure.
(2) Disconnect electrical connector from sensor.
(3) Remove sensor from cylinder head.
WJ
14 - 37

(2) Install sensor in cylinder head.
(3) Torque the sensor to 8 Nm (70 in. lbs.).
(4) Install electrical connector on sensor.
(5) Replace any lost engine coolant. Refer to Group
7, Cooling System for the procedure.
GLOW PLUGS
The glow plugs are located above each fuel injector
(Fig. 27). Four individual plugs are used.
Fig. 25 Air Intake Hoses

1
2
3
4
BREATHER HOSE
INTERCOOLER INLET HOSE
FRESH AIR INLET TUBE
AIR FILTER COVER
Fig. 27 Glow Plug

1 GLOW PLUG
Fig. 28 Glow Plug Electrical Connector

Fig. 26 Engine Coolant Temperature Sensors

1
2
3
4
PCM
ECM
ECM
PCM

INSTALLATION
(1) Install a new copper gasket on sensor, if
equipped.
REMOVAL
(1) Disconnect the negative battery cable at the
battery.
(2) Clean the area around the glow plug with compressed air before removal.
(3) Disconnect electrical connector (Fig. 28) at glow
plug.
14 - 38
WJ

(4) Remove the glow plug (Fig. 27) from cylinder
head.
TORQUE CHART3.1L DIESEL
INSTALLATION
DESCRIPTION
TORQUE
Accelerator Pedal Bracket Mounting
Nuts . . . . . . . . . . . . . . . . . . . . 5 Nm (46 in. lbs.)
Banjo-Type Fittings . . . . . . . . . . 19 Nm (14 ft. lbs.)
Engine Coolant Temperature
Sensor . . . . . . . . . . . . . . . . . . 8 Nm (70 in. lbs.)
Engine Speed Sensor Bolts . . . . 11 Nm (97 in. lbs.)
Fuel Hose (Tube) Clamps For Rubber
Hose . . . . . . . . . . . . . . . . . . . . 2 Nm (20 in. lbs.)
Fuel Injector . . . . . . . . . . . . . . . 70 Nm (52 ft. lbs.)
Fuel Injector Line At Injector . 19 Nm (168 in. lbs.)
Fuel Injector Line At Injector
Pump . . . . . . . . . . . . . . . . . 19 Nm (168 in. lbs.)
Fuel Injection Pump Mounting
Nuts . . . . . . . . . . . . . . . . . . 27 Nm (241 in. lbs.)
Fuel Injection Pump Drive Gear
Nut . . . . . . . . . . . . . . . . . . . . 86 Nm (64 ft. lbs.)
Fuel Line Clamp Bracket Bolts . 24 Nm (18 ft. lbs.)
Fuel Tank Nuts . . . . . . . . . . . . 11 Nm (100 in. lbs.)
Glow Plugs . . . . . . . . . . . . . . . 14 Nm (123 in. lbs.)
Powertrain Control Module Mounting
Bolts . . . . . . . . . . . . . . . . . . . . . 1 Nm (9 in. lbs.)
Throttle Position Sensor Mounting
Bolts . . . . . . . . . . . . . . . . . . . . 7 Nm (60 in. lbs.)
Vehicle Speed Sensor Mounting
Bolt . . . . . . . . . . . . . . . . . . . . 3 Nm (26 in. lbs.)
TORQUE SPECIFICATIONS
(1) Apply hightemperature antiseize compound

to glow plug threads before installation
(2) Install the glow plug into the cylinder head.
Tighten to 14 Nm (123 in. lbs.) torque.
(3) Connect battery cable to battery.
SPECIFICATIONS
GLOW PLUG CURRENT DRAW
Initial Current Draw: Approximately 2225
amps per plug.
After 20 seconds of operation: Approximately
912 amps per plug.

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FUEL SYSTEM3.

FUEL SYSTEM3.1L DIESEL ENGINE

FUEL INJECTION SYSTEM3.1L DIESEL

DESCRIPTION AND OPERATION

pedal. When the ignition (key) switch is OFF,

FUEL REQUIREMENTS3.1L DIESEL

FUEL SYSTEM3.1L DIESEL ENGINE

FUEL DELIVERY SYSTEM3.1L DIESEL ENGINE

DESCRIPTION AND OPERATION

FUEL INJECTOR TEST . . . . . . . . . . . . . . . . . . . . 10

DESCRIPTION AND OPERATION

HIGHPRESSURE FUEL LEAKS. INSPECT FOR

FUEL SYSTEM PRESSURE WARNING

FUEL SYSTEM3.1L DIESEL ENGINE

DESCRIPTION AND OPERATION (Continued)

FUEL FILTER/WATER SEPARATOR

Fig. 1 Typical Fuel Pressure Test at Injection Pump

FUEL TANK MODULE

FUEL GAUGE SENDING UNIT

Fig. 2 Fuel Filter/Water Separator Location

FUEL FILTER/WATER SEPARATOR

FUEL SYSTEM3.1L DIESEL ENGINE

DESCRIPTION AND OPERATION (Continued)

FUEL SHUTDOWN SOLENOID

FUEL INJECTION PUMP

Fig. 3 Fuel Injection Pump

The injection pump contains the fuel shutdown

controlled by the vehicles ECM, instead of by a

FUEL SYSTEM3.1L DIESEL ENGINE

DESCRIPTION AND OPERATION (Continued)

Fig. 5 Fuel Injector Sensor

Fig. 4 Fuel Injectors and Drain Tubes

The injectors are connected to the fuel injection

NEEDLE MOVEMENT SENSOR

Fuel pressure in the injector circuit decreases after

FUEL TUBES/LINES/HOSES AND CLAMPS

FUEL SYSTEM3.1L DIESEL ENGINE

DESCRIPTION AND OPERATION (Continued)

QUICK-CONNECT FITTINGSLOW PRESSURE

HIGH-PRESSURE FUEL LINES

Fig. 6 Plastic Retainer Ring-Type Fitting

FUEL DRAIN TUBES

FUEL SYSTEM3.1L DIESEL ENGINE

DESCRIPTION AND OPERATION (Continued)

Fig. 8 Fuel Heater Temperature Sensor and Element

FUEL HEATER RELAY

DIAGNOSIS AND TESTING

FUEL SYSTEM3.1L DIESEL ENGINE

DIAGNOSIS AND TESTING (Continued)

FUSED ASD RELAY

GLOW PLUG RELAY

GLOW PLUG RELAY

Fig. 10 Glow Plug Relay #1 Location

Fig. 9 Glow Plug Connector

FUSED ASD RELAY

GLOW PLUG RELAY

GLOW PLUG RELAY

1 GLOW PLUG ELECTRICAL CONNECTOR