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element grids located in each front seat, one set for the seat cushion and the other set for the seat back. Each of the heated seat element grids consists of a single length of resistor wire that is routed in a zig- zag pattern and captured between a covering and the adhesive foam rubber backing. Short pigtail wires with connectors (Fig. 2) are soldered to each end of each resistor wire element grid, which connect all of
HEATED SEAT SYSTEM
8G - 6
HEATED SEAT ELEMENT (Continued)DR
the element grids to the heated seat module through the seat wire harness.
One temperature sensor is used for each front seat, and it is located in the center insert area of the seat cushion element. The heated seat sensors and their pigtail wires are also captured between a covering and the adhesive foam rubber backing. The heated seat sensors are Negative Thermal Coefficient (NTC) thermistors. The sensors for both front seats receive a voltage feed from a single output of the heated seat module, but the module receives individual sensor inputs from the driver side and passenger side sen- sors.
The heated seat elements and sensors should not be repaired. If damaged or faulty, the heated seat ele- ment assembly must be replaced.
OPERATION
One end of the heated seat element resistor wire is connected to ground at all times through a splice in the heated seat module ground circuit. Battery cur- rent is directed to the other end of the heated seat element resistor wire by the energized N-channel Field Effect Transistor (N-FET) located within the heated seat module. The heated seat module will energize the N-FET only when the heated seat switch is in the Low or High position and the heated seat sensor indicates that the seat cushion surface temperature is below the selected (Low or High) tem- perature set point. As electrical current passes through the heating element grid, the resistance of the wire used in the element disperses some of that electrical current in the form of heat. The heat pro- duced by the heated seat element grid then radiates through the seat trim cover, warming its occupant.
The resistance of the heated seat sensor increases and decreases as the surface temperature of the seat cushion cover changes. The heated seat module sup- plies each sensor with a 5v voltage feed, then uses the sensor resistance to determine when the heated seat element grids need to be cycled on or off in order to maintain the selected temperature set point.
DIAGNOSIS AND TESTING - HEATED SEAT ELEMENT
The heated seat module will self-diagnose shorted or open heated seat element circuits and sensor cir- cuits. Refer to Heated Seat System Diagnosis and Testing in this section for additional diagnosis and testing procedures. To manually check the heated seat element, proceed as follows. The wire harness connectors for the seat cushion and seat back heating elements and sensor are located on the right side of the seat, near the edge of the seat cushion frame. The proper connector can be identified by the foam wrapping.
NOTE: When checking heated seat elements for continuity, be certain to move the heating element being checked. Moving the element, such as sitting in the seat will eliminate the possibility of an inter- mittent open in the element which would only be evident if the element was in a certain position. Failure to check the element in various positions could result in an incomplete test.
(1) Position the appropriate seat in the full for-
ward position.
position.
(2) Make certain the ignition switch is in the OFF
(3) Disconnect the heated seat element connector which requires testing. Check for continuity between the two heated seat element circuit cavities while moving the appropriate seat cushion. Refer to Wir- ing for the location of complete heated seat system wiring diagrams. There should be continuity. If OK, the elements within the seat assembly test OK, go to Step 4. If not OK, replace the faulty seat heating ele- ment, refer to the procedure in this section.
(4) Test the seat wire harness between the heated seat module connector and the appropriate heated seat wire harness connector for shorted or open cir- cuits. If OK, element is OK, proceed with testing the heated seat sensor and module. If not OK, repair the shorted or open seat wire harness as required.
REMOVAL
Do not remove the heating element from the seat or seat back cushion. The original element is perma- nently attached to the seat cushions and cannot be removed without damaging the cushion. The replace- ment heating element is designed to be applied directly over the original seat heating element.
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the appropriate seat cushion or seat back trim cover. Refer to the Body section of this manual for the procedures.
(3) Disconnect the inoperative heated seat cushion
or seat back element electrical connectors.
(4) Locate the wires leading from the inoperative heating element and cut them off flush with the edge of the original heating element.
INSTALLATION
(1) Peel off the adhesive backing on the back of the replacement heating element and stick directly over the original heating element (Fig. 3).
the replace- CAUTION: During the installation of ment heating element, be careful not to fold or crease the element assembly. Folds or creases will cause premature failure.
DR HEATED SEAT ELEMENT (Continued)
HEATED SEAT SYSTEM 8G - 7
the temperature of the seat, and regulates the cur- rent flow to the seat heating elements accordingly.
DIAGNOSIS AND TESTING - HEATED SEAT SENSOR
NOTE: Any resistance values (OHMS V) given in the following text are supplied using the automatic range generated by a FLUKET automotive meter. If another type of measuring device is used, the val- ues generated may not be the same as the results shown here, or may have to be converted to the range used here.
(1) Position the driver seat in the full rearward
position.
(2) Unclip the heated seat module from the bottom
of the drivers seat cushion pan.
(3) Back-probe the heated seat module wire har- ness connector, do not disconnect. Check cavity (#7
for passenger, #8 for driver seat) for a range in volt- age from approx. 1.72 – 3.0 volts. It should be within this range, If OK check the heated seat element. If NOT OK, check for the proper 5 volt supply to the heated seat sensor, from the module. Refer to Wiring for specific information. If 5 volts is not being sup- plied to the sensor from the module, replace the heated seat module.(4) Test the seat wire harness between the heated seat module connector and the heated seat wire har- ness connector for shorted or open circuits. If OK, refer to Diagnosis and Testing the Heated Seat Module in Electronic Control Modules, for the proper heated seat module diagnosis and testing pro- cedures. If not OK, repair the shorted or open heated seat wire harness as required.
REMOVAL
(1) For heated seat sensor replacement procedure - ELECTRICAL/HEATED SEATS/
(Refer HEATED SEAT ELEMENT - REMOVAL).
to
HEATED SEAT SWITCH DESCRIPTION
The momentary, bidirectional rocker-type heated seat switch (Fig. 4) provides a resistor-multiplexed signal to the heated seat module via a mux circuit. Each switch has a center neutral position and momentary Low and High positions so that both the driver and the front seat passenger can select a pre- ferred level of seat heating. Each heated seat switch has two Light-Emitting Diode (LED) indicator lamps, which indicate the selected mode (Low or High) of the seat heater. These indicator lamps also provide
Fig.3HeatingElementInstallation
1 - ORIGINAL (INOPERATIVE) HEATING ELEMENT 2 - REPLACEMENT HEATING ELEMENT
(2) Connect the new heating element electrical
connectors (Fig. 2).
(3) Connect the battery negative cable. (4) Verify heated seat system operation. (5) Install the appropriate seat cushion or seat back trim cover. Make certain the seat wire harness is correctly routed through the seat and seat back.
HEATED SEAT SENSOR DESCRIPTION
The heated seat temperature sensor is a Negative Temperature Coefficient (NTC) thermistor. One tem- perature sensor is used for each seat. This tempera- ture sensor is located in the seat cushion heating element on all models.
The heated seat temperature sensor cannot be repaired or adjusted and must be replaced if defec- tive. The heated seat cushion element must be replaced if the temperature sensor is defective. Refer to the procedure in this section of the service man- ual.
OPERATION
When the temperature of the seat cushion cover rises, the resistance of the sensor decreases. The heated seat module supplies five-volts to one side of each sensor, and monitors the voltage drop through the sensor on a return circuit. The heated seat mod- ule uses this temperature sensor input to monitor
HEATED SEAT SYSTEM
8G - 8
HEATED SEAT SWITCH (Continued)diagnostic feedback for the heated seat system. Each switch also has an incandescent bulb, which provides dimmer controlled back lighting of the switch when the headlamps or park lamps are on.
Fig.4HEATEDSEATSWITCH
1 - HEATED SEAT SWITCH 2 - LIGHT-EMITTING DIODE (LED) INDICATOR LAMPS
The heated seat switches are both mounted in the instrument panel center bezel, located in the lower center of the instrument panel. The two switches are snapped into the mounting holes of the heated seat switch bezel, and the heated seat switch bezel is secured with screws to the instrument panel center bezel. The heated seat switches are differentiated by the keyway in the connector receptacle on the backs of the switches and keyway on the switch housing. The instrument panel wire harness connectors for the heated seat switches are keyed to match the con- nector receptacles on the switches so that the two heated seat switches can only be connected to the proper heated seat electrical.
The two LED indicator lamps and the incandescent bulb in each heated seat switch cannot be repaired. If the indicator lamps or back lighting bulb are faulty or damaged, the individual heated seat switch must be replaced.
OPERATION
The heated seat switches receive battery current through a fused ignition switch output (run) circuit when the ignition switch is in the On position. Depressing the heated seat switch rocker to its momentary High or Low position provides a hard-
DR
wired resistance signal to the heated seat module. This signal tells the module to energize the heated seat element of the selected seat and maintain the requested temperature setting. If the heated seat switch is depressed to a different position (Low or High) than the currently selected state, the heated seat module will change states to support the new selection. If a heated seat switch is depressed a sec- ond time, the heated seat module interprets the sec- ond input as a request to turn the seat heater OFF. The High and Low LED indicator lamps in the heated seat switches receive battery current through a fused ignition switch output (run) circuit when the ignition switch is in the On position. The ground side of each indicator lamp is controlled by the heated seat module. This control of the switch indicator lamps also allows the module to provide diagnostic feedback to the vehicle operator or technician to indi- cate heated seat system faults by flashing the indica- tor lamps on and off. One side of the incandescent back lighting bulb in each heated seat switch is con- nected to ground at all times. The other side of the incandescent bulb is connected to the fused panel lamps dimmer switch signal circuit. These bulbs are energized when the park lamps or headlamps are turned on, and their illumination intensity is con- trolled by the panel lamps dimmer switch.
DIAGNOSIS AND TESTING - HEATED SEAT SWITCH
Refer to Wiring Diagrams for connector pin-outs and the location of complete heated seat system wir- ing diagrams.
WARNING: DISABLE THE AIRBAG SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DIS- ABLE THE AIRBAG SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSI- BLE PERSONAL INJURY.
(1) If the problem being diagnosed involves inoper- ative heated seat switch back lighting and the cluster illumination lamps operate, go to Step 2. If the prob- lem being diagnosed involves inoperative heated seat switch back lighting and the cluster illumination lamps are also inoperative, (Refer to 8 - ELECTRI- CAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING). If the problem being diagnosed involves
DR HEATED SEAT SWITCH (Continued)
HEATED SEAT SYSTEM 8G - 9
inoperative heated seat switch indicator lamps and the heated seat elements do not heat, proceed. If the problem being diagnosed involves inoperative heated seat switch indicator lamps and the heated seat ele- ments do heat, go to Step 6. If the problem being diagnosed involves a heated seat switch indicator lamp that remains illuminated after the heated seat has been turned Off, (Refer to 8 - ELECTRICAL/ ELECTRONIC CONTROL MODULES/MEMORY HEATED SEAT/MIRROR MODULE - DIAGNOSIS AND TESTING).
(2) Disconnect and isolate the battery negative cable. Remove the heated seat switch and bezel unit from the instrument panel. Disconnect the heated seat switch to be tested. Check for continuity between the ground circuit cavity of the heated seat switch and a good ground. There should be continu- ity. If OK, go to Step 3. If not OK, repair the open ground circuit to ground as required.
(3) Reconnect the battery negative cable. Turn the park lamps on with the headlamp switch. Rotate the panel lamps dimmer thumb wheel on the headlamp switch upward to just before the interior lamps detent. Check for battery voltage at the fused panel lamps dimmer circuit cavity of the heated seat switch. If OK, go to Step 4. If not OK, repair the open fused panel lamps dimmer switch signal circuit to the fuse in the Integrated Power Module as required.
(4) Turn the ignition switch to the On position. Check for battery voltage at the fused ignition switch output (run) circuit cavity of the heated seat switch. If OK, go to Step 5. If not OK, repair the open fused ignition switch output (run) circuit as required.
(5) Check the continuity and resistance values of the heated seat switch in the Neutral, Low and High positions as shown in the Heated Seat Switch Conti- nuity chart. If OK, refer to Step 6. If not OK, replace the faulty heated seat switch.
HEATED SEAT SWITCH CONTINUITY
Switch Position
Neutral
Low High
Continuity Between
4 & 6
4 & 6
4 & 6Resistance
2.2 Kilohms .415 Kilohms
33 Ohms
(6) Replace the inoperative heated seat switch with a known good unit and test the operation of the switch indicator lamps. If OK, discard the faulty heated seat switch. If not OK, (Refer to 8 - ELEC- TRICAL/ELECTRONIC CONTROL MODULES/ MEMORY HEATED SEAT/MIRROR MODULE - DIAGNOSIS AND TESTING).
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Wait two minutes for the system reserve capac- itor to discharge before beginning any airbag or instrument panel service.
(3) Remove the center bezel from the instrument panel (Refer to 23 - BODY/INSTRUMENT PANEL/ INSTRUMENT PANEL CENTER BEZEL - REMOV- AL).
(4) Remove the screws that secure the heated seat
switch bezel to the instrument panel center bezel.
(5) Remove the heated seat switch bezel and both
switches from the instrument panel as a unit.
(6) From the back of the heated seat switch bezel, gently pry the switch free and push the heated seat switch out through the front of the bezel.
INSTALLATION
NOTE: When installing the heated seat switches, be certain they are installed in the proper mounting holes of the heated seat switch bezel. The heated seat switches are differentiated by the keyway in the connector the switches and keyway on the switch housing (Fig. 4).
receptacle on the backs of
(1) From the back of the heated seat switch bezel, gently push the heated seat switch in through the front of the bezel.
(2) Position the heated seat switch bezel to the instrument panel center bezel and install the retain- ing screws. (3) Install
the center bezel on the instrument panel (Refer to 23 - BODY/INSTRUMENT PANEL/ INSTRUMENT PANEL CENTER BEZEL - INSTAL- LATION).
(4) Connect the battery negative cable. (5) Verify vehicle and system operation.
DR
HORN
8H - 1
HORN
TABLE OF CONTENTS
page
page
HORN SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
DIAGNOSIS AND TESTING - HORN SYSTEM . . . 1HORN
DIAGNOSIS AND TESTING - HORN . . . . . . . . . . 1
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2HORN SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING - HORN SWITCH . . . 2HORN SYSTEM DESCRIPTION
The dual-note horn system features dual electro- magnetic horn units. The horn system includes the following major components: † Horn - The two horns are located on the left side of the engine compartment below the Integrated Power Module (IPM). † Horn Switch - The horn switch is molded into
the driver airbag trim cover.
OPERATION
The horn system operates on battery current received through a fuse in the Integrated Power Module (IPM). The horn system circuit is designed so that the system will remain operational, regardless of the ignition switch position.
DIAGNOSIS AND TESTING - HORN SYSTEM
The most reliable, efficient, and accurate means to diagnose the horn system requires the use of a DRBIIIt scan tool and the proper Diag- nostic Procedures manual. The DRBIIIt scan tool can provide confirmation that the PCI data bus is functional, that all of the electronic mod- ules are sending and receiving the proper mes- sages on the PCI data bus, and that the horns are being sent the proper hard wired outputs for them to perform their functions.
Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.
In most cases, any problem involving continually sounding horns can be quickly alleviated by removing the horn fuse from the Integrated Power Module (IPM).
WARNING: DISABLE THE AIRBAG SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, SEAT BELT TENSIONER, SIDE AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- LATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- TEM CAPACITOR TO DISCHARGE BEFORE PER- FORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE THE PROPER PRE- CAUTIONS COULD RESULT IN ACCIDENTAL AIR- BAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
HORN DIAGNOSIS AND TESTING - HORN
The most reliable, efficient, and accurate means to diagnose the horn system requires the use of a DRBIIIt scan tool and the proper Diag- nostic Procedures manual. The DRBIIIt scan tool can provide confirmation that the PCI data bus is functional, that all of the electronic mod- ules are sending and receiving the proper mes- sages on the PCI data bus, and that the horns are being sent the proper hard wired outputs for them to perform their functions.
Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.
HORN
8H - 2
HORN (Continued)THE AIRBAG SYSTEM WARNING: DISABLE BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, SEAT BELT TENSIONER, SIDE AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- LATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- TEM CAPACITOR TO DISCHARGE BEFORE PER- FORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE THE PROPER PRE- CAUTIONS COULD RESULT IN ACCIDENTAL AIR- BAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
the horns (Fig. 1).
(2) Disconnect the wire harness connectors from
DR
HORN SWITCH DESCRIPTION
The horn switch is molded into the driver airbag. The horn switch can not be serviced separately. For service procedures, (Refer to 8 - ELECTRICAL/RE- STRAINTS/DRIVER AIRBAG - REMOVAL).
DIAGNOSIS AND TESTING - HORN SWITCH
The most reliable, efficient, and accurate means to diagnose the horn system requires the use of a DRBIIIt scan tool and the proper Diag- nostic Procedures manual. The DRBIIIt scan tool can provide confirmation that the PCI data bus is functional, that all of the electronic mod- ules are sending and receiving the proper mes- sages on the PCI data bus, and that the horns are being sent the proper hard wired outputs for them to perform their functions.
For complete circuit diagrams, refer to the appro- priate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connec- tors, splices and grounds.
WARNING: DISABLE THE AIRBAG SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, SEAT BELT TENSIONER, SIDE AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- LATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- TEM CAPACITOR TO DISCHARGE BEFORE PER- FORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE THE PROPER PRE- CAUTIONS COULD RESULT IN ACCIDENTAL AIR- BAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
Fig.1HORN
1 - WIRE HARNESS CONNECTORS 2 - HORNS 3 - MOUNTING BOLT
(3) Remove mounting bolt and remove horns.
INSTALLATION
(1) Position horns and install mounting bolt.
Tighten the bolt to 10 N·m (85 in. lbs.). (2) Connect wire harness connectors. (3) Connect battery negative cable.
DR
IGNITION CONTROL
8I - 1
IGNITION CONTROL
TABLE OF CONTENTS
page
page
IGNITION CONTROL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SPECIFICATIONSSPECIFICATIONS - TORQUE - IGNITION . . . . 3
. . . . . . . . . 4
ENGINE FIRING ORDER - 3.7L V-6
ENGINE FIRING ORDER – 4.7L V-8
. . . . . . . . 4
FIRING ORDER / CABLE ROUTING – 5.7LV-8 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
. . . . . . . . . 4ENGINE FIRING ORDER - 5.9L V-8
SPARK PLUG CABLE ORDER – 8.0L V-10ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
. . . . . . . . 5
. . . . . . . . . . . . . . . . . . . . . . . . 5
. . . . . 6
. . . . . 6
. . . . . 6
. . . . . . . . 6SPARK PLUG CABLE RESISTANCE SPARK PLUGS IGNITION COIL RESISTANCE - 3.7L V-6
IGNITION COIL RESISTANCE - 4.7L V-8
IGNITION COIL RESISTANCE - 5.7L V-8
IGNITION COIL RESISTANCE - 5.9L IGNITION COIL RESISTANCE – 8.0L V-10ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
IGNITION TIMING . . . . . . . . . . . . . . . . . . . . . . 6AUTOMATIC SHUT DOWN RELAY
DESCRIPTION - PCM OUTPUT OPERATION
. . . . . . . . . . . . . 6
OPERATION - PCM OUTPUT OPERATION - ASD SENSE - PCM INPUT
. . . . . . . . . . . . . 6
. . . . 6DIAGNOSIS AND TESTING - ASD AND FUEL
PUMP RELAYS
. . . . . . . . . . . . . . . . . . . . . . . . 7
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8CAMSHAFT POSITION SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14DISTRIBUTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17IGNITION CONTROL DESCRIPTION
The ignition system is controlled by the Powertrain
Control Module (PCM) on all engines.
3.7L V-6 ENGINE
The 3.7L V-6 engine uses a separate ignition coil for each cylinder. The one-piece coil bolts directly to
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18
DISTRIBUTOR CAP
DIAGNOSIS AND TESTING - DISTRIBUTOR
CAP - 5.9L V-8
. . . . . . . . . . . . . . . . . . . . . . . . 18
DISTRIBUTOR ROTOR
DIAGNOSIS AND TESTING - DISTRIBUTOR
ROTOR - 5.9L V-8
. . . . . . . . . . . . . . . . . . . . . 19
IGNITION COIL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24KNOCK SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 25
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 26SPARK PLUG
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 27
DIAGNOSIS AND TESTING - SPARK PLUGCONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . 27
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
CLEANINGCLEANING AND ADJUSTMENT . . . . . . . . . . . 31
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 31IGNITION COIL CAPACITOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 33
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 33SPARK PLUG CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 33
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
DIAGNOSIS AND TESTING - SPARK PLUGCABLES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 35the cylinder head. Rubber boots seal the secondary terminal ends of the coils to the top of all 6 spark plugs. A separate electrical connector is used for each coil.
Because of coil design, spark plug cables (second- ary cables) are not used. A distributor is not used with the 3.7L engine.
Two knock sensors (one for each cylinder bank) are
used to help control spark knock.
IGNITION CONTROL
8I - 2
IGNITION CONTROL (Continued)The Auto Shutdown (ASD) relay provides battery
voltage to each ignition coil. The ignition system consists of: † 6 Spark Plugs † 6 Separate Ignition Coils † 2 Knock Sensors † Powertrain Control Module (PCM) † Also to be considered part of the ignition system are certain inputs from the Crankshaft Position, Camshaft Position, Throttle Position, 2 knock and MAP Sensors
4.7L V-8 ENGINE
The 4.7L V-8 engine uses a separate ignition coil for each cylinder. The one-piece coil bolts directly to the cylinder head. Rubber boots seal the secondary termi- nal ends of the coils to the top of all 8 spark plugs. A separate electrical connector is used for each coil.
Because of coil design, spark plug cables (second- ary cables) are not used. A distributor is not used with the 4.7L engine.
Two knock sensors (one for each cylinder bank) are
used to help control spark knock.
The Auto Shutdown (ASD) relay provides battery
voltage to each ignition coil.
The ignition system consists of: † 8 Spark Plugs † 8 Separate Ignition Coils † 2 Knock Sensors † Powertrain Control Module (PCM) † Also to be considered part of the ignition system are certain inputs from the Crankshaft Position, Camshaft Position, Throttle Position, 2 knock and MAP Sensors 5.7L V-8 ENGINE
For additional information, also refer to Igni-
tion Coil Description and Operation.
The 5.7L V-8 engine is equipped with 16 spark plugs. Two plugs are used for each cylinder. The 5.7L is also equipped with 8 separate and independent ignition coils. The one-piece coil bolts directly to the cylinder head cover and attaches the coils secondary output terminal directly to a spark plug using a rub- ber boot seal. Each coil is also equipped with a sec- ond output terminal. This second terminal connects a conventional spark plug cable directly to a spark plug on the opposite cylinder bank. A separate pri- mary electrical connector is used for each coil.
Eight conventional spark plug cables are used with the 5.7L. These cables connect a coil on one cylinder bank, directly to a spark plug on the opposite cylin- der bank. The cables are placed and routed in a spe- cial plastic loom to keep them separated. This loom is clipped to the intake manifold. To prevent a miss- match of cables, a corresponding spark plug / coil number is displayed on each plug cable: 1/6, 2/3, 4/7
DR
and 5/8. These numbers can also be found on the top of the intake manifold to the right of the throttle body (Fig. 1).
Two knock sensors (one for each cylinder bank) are
used to help control spark knock.
The 5.7L engine will not use a conventional distrib-
utor.
The ignition system consists of: † 16 Spark Plugs (2 per cylinder) † 8 Separate, Dual-Secondary Output, Ignition Coils † 2 Knock Sensors † 8 Secondary Ignition Cables † Powertrain Control Module (PCM) † Also to be considered part of the ignition system are certain inputs from the Crankshaft Position, Camshaft Position, Throttle Position, 2 knock and MAP Sensors
Fig.1FIRINGORDER/CABLEROUTING-5.7LV-8
ENGINE
1 - TOP OF INTAKE MANIFOLD 2 - CYLINDER FIRING ORDER (IGNITION COIL NUMBER) 3 - CORRESPONDING SPARK PLUG NUMBER
5.9L V-8 ENGINE
The 5.9L V-8 ignition system will use a conven- tional distributor and 1 remotely mounted coil. Con- ventional spark plug cables are used with the 5.9L. Knock sensors are not used with the 5.9L engine. The ignition system consists of: † 8 Spark Plugs † 1 Ignition Coil † Secondary Ignition Cables † Distributor (contains rotor and camshaft position † Powertrain Control Module (PCM)
sensor)
DR IGNITION CONTROL (Continued) † Also to be considered part of the ignition system are certain inputs from the Crankshaft Position, Cam- shaft Position, Throttle Position and MAP Sensors
8.0L V-10 ENGINE
. The 8.0L V-10 engine is equipped with 2 remote coil packs. Conventional spark plug cables are used with the 8.0L engine. The 8.0L engine will not use a conventional distributor
The ignition coils are individually fired, but each coil is a dual output. Refer to Ignition Coil for addi- tional information.
SPECIFICATIONS
SPECIFICATIONS - TORQUE - IGNITION
DESCRIPTION
Camshaft Position Sensor - 3.7L V-6 Engine Camshaft Position Sensor - 4.7L V-8 Engine Camshaft Position Sensor - 5.7L V-8 Engine Camshaft Position Sensor - 8.0L V-10 Engine Crankshaft Position Sensor - 3.7L V-6 Engine Crankshaft Position Sensor - 4.7L V-8 Engine Crankshaft Position Sensor - 5.7L V-8 Engine Crankshaft Position Sensor - 5.9L V-8 Engine Crankshaft Position Sensor - 8.0L V-10 Engine Distributor Hold Down Bolt - 5.9L V-8 Engine
Ignition Coil Mounting - 5.9L V-8 Engine
(if tapped bolts are used)
Ignition Coil Mounting - 5.9L V-8 Engine
(if nuts/bolts are used)
Ignition Coil Mounting - 3.7L V-6 Engine Ignition Coil Mounting - 4.7L V-8 Engine Ignition Coil Mounting - 5.7L V-8 Engine Ignition Coil Mounting - 8.0L V-10 Engine
* Knock Sensor - 3.7L V-6 Engine * Knock Sensor - 4.7L V-8 Engine * Knock Sensor - 5.7L V-8 Engine
Spark Plugs - 3.7L V-6 Engine Spark Plugs - 4.7L V-8 Engine ** Spark Plugs - 5.7L V-8 Engine Spark Plugs - 5.9L V-8 Engine Spark Plugs - 8.0L V-10 Engine
* Do not apply any sealant, thread-locker or adhesive to bolts. Poor sensor performance may result. ** Torque critical tapered design. Do not exceed 15 ft. lbs.
IGNITION CONTROL
8I - 3
Knock sensors are not used with the 8.0L engine. The ignition system consists of: † 10 Spark Plugs † 2 Ignition Coil packs containing 10 individual coils† 10 Secondary Ignition Cables † Powertrain Control Module (PCM) † Also to be considered part of the ignition system are certain inputs from the Crankshaft Position, Camshaft Position, Throttle Position and MAP Sen- sors
N·m 12
12
12
28
28
12
2311
12
10
20
20
20
27
27Ft. Lbs.
In. Lbs.
21
21
1715
15
15
20
20106
106
105
50
205
205
105
70
70
50100
70
70105 (± 20)
90
176
176
17618 (± 3)
13 (± 2)
41
4130
30IGNITION CONTROL
8I - 4
IGNITION CONTROL (Continued) ENGINE FIRING ORDER - 3.7L V-61 - 6 - 5 - 4 - 3 - 2
ENGINE FIRING ORDER – 4.7L V-8
DR
Fig.2FIRINGORDER/CABLEROUTING-5.7LV-8
ENGINE
1 - TOP OF INTAKE MANIFOLD 2 - CYLINDER FIRING ORDER (IGNITION COIL NUMBER) 3 - CORRESPONDING SPARK PLUG NUMBER
ENGINE FIRING ORDER - 5.9L V-8
FIRING ORDER / CABLE ROUTING – 5.7L V-8
ENGINEEight conventional spark plug cables are used with the 5.7L. These cables connect a coil on one cylinder bank, directly to a spark plug on the opposite cylin- der bank. The cables are placed and routed in a spe- cial plastic loom to keep them separated. This loom is clipped to the intake manifold. To prevent a miss- match of cables, a corresponding spark plug / coil number is displayed on each plug cable: 1/6, 2/3, 4/7
and 5/8. These numbers can also be found on the top of the intake manifold to the right of the throttle body (Fig. 2).DR IGNITION CONTROL (Continued) SPARK PLUG CABLE ORDER – 8.0L V-10
ENGINEIGNITION CONTROL
8I - 5
SPARKPLUGCABLEORDER–8.0LV-10ENGINE SPARK PLUG CABLE RESISTANCE
MINIMUM
MAXIMUM
250 Ohms Per Inch 3000 Ohms Per Foot
1000 Ohms Per Inch 12,000 Ohms Per Foot
SPARK PLUGS
ENGINE 3.7L V-6
4.7L V-8
5.7L V-8
5.9L V-8
8.0L V-10PLUG TYPE
ZFR6F - 11G (NGK)
RC12MCC4
Champion - RE14MCC4
RC12LC4
QC9MC4ELECTRODE GAP
1.1 (0.042 in.)
1.01 mm (.040 in.) 1.14 mm (.045 in.) 1.01 mm (.040 in.) 1.14 mm (.045 in.)
DR
IGNITION COIL RESISTANCE - 5.7L V-8
PRIMARY RESISTANCE @ 21-27°C (70-80°F)
0.558 - 0.682 Ohms
(Plus or Minus 10% @ 70-80° F)
IGNITION CONTROL
8I - 6
IGNITION CONTROL (Continued) IGNITION COIL RESISTANCE - 3.7L V-6PRIMARY RESISTANCE
21-27°C (70-80°F)
SECONDARY
RESISTANCE 21-27°C
(70-80°F)
0.6 - 0.9 Ohms
6,000 - 9,000 Ohms
IGNITION COIL RESISTANCE - 4.7L V-8
PRIMARY
SECONDARY
RESISTANCE 21-27°C
RESISTANCE 21-27°C
(70-80°F)
0.6 - 0.9 Ohms
(70-80°F)
6,000 - 9,000 Ohms
IGNITION COIL RESISTANCE - 5.9L
COIL MANUFACTURER
Diamond Toyodenso
PRIMARY RESISTANCE
SECONDARY RESISTANCE 21-27°C
21-27°C (70-80°F) 0.97 - 1.18 Ohms 0.95 - 1.20 Ohms
(70-80°F)
11,300 - 15,300 Ohms 11,300 - 13,300 Ohms
IGNITION COIL RESISTANCE – 8.0L V-10
ENGINEPrimary Resistance: 0.53-0.65 Ohms. Test across the primary connector. Refer to text for test procedures. Secondary Resistance: 10.9-14.7K Ohms. Test across the individual coil towers. Refer to text for test procedures.
IGNITION TIMING
Ignition timing is not adjustable on any engine.
AUTOMATIC SHUT DOWN RELAY DESCRIPTION - PCM OUTPUT
The 5–pin, 12–volt, Automatic Shutdown (ASD) relay is located in the Power Distribution Center (PDC). Refer to label on PDC cover for relay location.
OPERATION
OPERATION - PCM OUTPUT
The ASD relay supplies battery voltage (12+ volts) to the fuel injectors and ignition coil(s). With certain emissions packages it also supplies 12–volts to the oxygen sensor heating elements.
The ground circuit for the coil within the ASD relay is controlled by the Powertrain Control Module (PCM). The PCM operates the ASD relay by switch- ing its ground circuit on and off.
The ASD relay will be shut–down, meaning the 12–volt power supply to the ASD relay will be de-ac- tivated by the PCM if: † the ignition key is left in the ON position. This is if the engine has not been running for approxi- mately 1.8 seconds. † there is a crankshaft position sensor signal to the PCM that is lower than pre-determined values.
OPERATION - ASD SENSE - PCM INPUT
A 12 volt signal at this input indicates to the PCM that the ASD has been activated. The relay is used to connect the oxygen sensor heater element, ignition coil and fuel injectors to 12 volt + power supply.
This input is used only to sense that the ASD relay is energized. the Powertrain Control Module (PCM) does not see 12 volts at this input when the ASD should be activated, it will set a Diagnostic Trouble Code (DTC).
If
DR AUTOMATIC SHUT DOWN RELAY (Continued) DIAGNOSIS AND TESTING - ASD AND FUEL PUMP RELAYS
The following description of operation and tests apply only to the Automatic Shutdown (ASD) and fuel pump relays. The terminals on the bottom of each relay are numbered. Two different types of relays may be used, (Fig. 3) or (Fig. 4).
Fig.3TYPE1RELAY(ISOMICRORELAY)
Fig.4ASDANDFUELPUMPRELAYTERMINALS—
TYPE2
TERMINAL LEGEND
NUMBER
IDENTIFICATION
30
85
86
87
87ACOMMON FEED COIL GROUND COIL BATTERY
NORMALLY OPEN
NORMALLY CLOSED
† Terminal number 30 is connected to battery volt- age. For both the ASD and fuel pump relays, termi- nal 30 is connected to battery voltage at all times. † The PCM grounds the coil side of the relay
through terminal number 85.
IGNITION CONTROL
8I - 7
side of the relay.
† Terminal number 86 supplies voltage to the coil † When the PCM de-energizes the ASD and fuel pump relays, terminal number 87A connects to termi- nal 30. This is the Off position. In the off position, voltage is not supplied to the rest of the circuit. Ter- minal 87A is the center terminal on the relay. † When the PCM energizes the ASD and fuel pump relays, terminal 87 connects to terminal 30. This is the On position. Terminal 87 supplies voltage to the rest of the circuit.
The following procedure applies to the ASD and
fuel pump relays.
(1) Remove relay from connector before testing. (2) With the relay removed from the vehicle, use an ohmmeter to check the resistance between termi- nals 85 and 86. The resistance should be 75 ohms +/- 5 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.WARNING: DO NOT ALLOW OHMMETER TO CON- TACT TERMINALS 85 OR 86 DURING THIS TEST. DAMAGE TO OHMMETER MAY RESULT.
(7) Attach the other end of the jumper wire to relay terminal 86. This activates the relay. The ohm- meter should now show continuity between relay ter- minals 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 continu- ity and resistance tests. If the relay passed the tests, it operates properly. Check the remainder of the ASD and fuel pump relay circuits. Refer to 8, Wiring Dia- grams.
REMOVAL
The ASD relay is located in the Power Distribution Center (PDC) (Fig. 5). Refer to label on PDC cover for relay location.
(1) Remove PDC cover. (2) Remove relay from PDC.
IGNITION CONTROL
8I - 8
AUTOMATIC SHUT DOWN RELAY (Continued)DR
(3) Check condition of relay terminals and PDC connector terminals for damage or corrosion. Repair if necessary before installing relay.
(4) Check for pin height (pin height should be the same for all terminals within the PDC connector). Repair if necessary before installing relay.
5.7L V-8
The Camshaft Position Sensor (CMP) on the 5.7L V-8 engine is located below the generator on the tim- ing chain / case cover on the right/front side of engine.
5.9L Diesel
The Camshaft Position Sensor (CMP) on the 5.9L diesel engine is located below the fuel injection pump. It is bolted to the back of the timing gear cover.
5.9L V-8 Gas
The Camshaft Position Sensor (CMP) on the 5.9L
V-8 engine is located inside the distributor.
8.0L V–10
The Camshaft Position Sensor (CMP) on the 8.0L V-10 engine is located on the timing chain / case cover on the left/front side of engine.
OPERATION
3.7L V-6
Fig.5PDCLOCATION
1 - BATTERY 2 - PDC (POWER DISTRIBUTION CENTER)
INSTALLATION
The ASD relay is located in the Power Distribution Center (PDC) (Fig. 5). Refer to label on PDC cover for relay location.
(1) Install relay to PDC. (2) Install cover to PDC.
CAMSHAFT POSITION SENSOR DESCRIPTION
3.7L V-6
The Camshaft Position Sensor (CMP) on the 3.7L 6-cylinder engine is bolted to the right-front side of the right cylinder head.
4.7L V-8
The Camshaft Position Sensor (CMP) on the 4.7L V-8 engine is bolted to the right-front side of the right cylinder head.
The Camshaft Position Sensor (CMP) sensor on the 3.7L V-6 engine contains a hall effect device referred to as a sync signal generator. A rotating target wheel (tonewheel) for the CMP is located at the front of the camshaft for the right cylinder head (Fig. 6). This sync signal generator detects notches located on a tonewheel. As the tonewheel rotates, the notches pass through the sync signal generator. The signal from the CMP sensor is used in conjunction with the Crankshaft Position Sensor (CKP) to differentiate between fuel injection and spark events. It is also used to synchronize the fuel injectors with their respective cylinders.
When the leading edge of the tonewheel notch enters the tip of the CMP, the interruption of mag- netic field causes the voltage to switch high, result- ing in a sync signal of approximately 5 volts.
When the trailing edge of the tonewheel notch leaves then tip of the CMP, the change of the mag- netic field causes the sync signal voltage to switch low to 0 volts.
4.7L V-8
The CMP sensor on the 4.7L engine contains a hall effect device called a sync signal generator to gener- ate a fuel sync signal. This sync signal generator detects notches located on a tonewheel. The tone- wheel is located at the front of the camshaft for the right cylinder head (Fig. 7). As the tonewheel rotates, the notches pass through the sync signal generator. The pattern of the notches (viewed counter-clockwise from front of engine) is: 1 notch, 2 notches, 3 notches,
DR CAMSHAFT POSITION SENSOR (Continued)
IGNITION CONTROL
8I - 9
Fig.6CMPOPERATION-3.7LV-6
1 - NOTCHES 2 - RIGHT CYLINDER HEAD 3 - CMP 4 - TONEWHEEL (TARGET WHEEL)
3 notches, 2 notches 1 notch, 3 notches and 1 notch. The signal from the CMP sensor is used in conjunc- tion with the crankshaft position sensor to differenti- ate between fuel injection and spark events. It is also used to synchronize the fuel injectors with their respective cylinders.
5.7L V-8
Fig.7CMPANDTONEWHEELOPERATION-4.7L
V-8
1 - NOTCHES 2 - RIGHT CYLINDER HEAD 3 - CAMSHAFT POSITION SENSOR 4 - TONEWHEEL
The CMP sensor is used in conjunction with the crankshaft position sensor to differentiate between fuel injection and spark events. It is also used to syn- chronize the fuel injectors with their respective cylin- ders. The sensor generates electrical pulses. These pulses (signals) are sent to the Powertrain Control Module (PCM). The PCM will then determine crank- shaft position from both the camshaft position sensor and crankshaft position sensor.
The tonewheel is located at the front of the cam- shaft (Fig. 8). As the tonewheel rotates, notches (Fig. 8) pass through the sync signal generator.
When the cam gear is rotating, the sensor will detect the notches. Input voltage from the sensor to the PCM will then switch from a low (approximately 0.3 volts) to a high (approximately 5 volts). When the sensor detects a notch has passed, the input voltage switches back low to approximately 0.3 volts.
Fig.8CMPOPERATION-5.7LENGINE
1 - TIMING CHAIN COVER 2 - TONEWHEEL 3 - NOTCHES
IGNITION CONTROL
8I - 10
CAMSHAFT POSITION SENSOR (Continued) 5.9L V-8 GasThe CMP sensor on the 5.9L V-8 engine contains a hall effect device called a sync signal generator to generate a fuel sync signal. This sync signal genera- tor detects a rotating pulse ring (shutter) (Fig. 9) on the distributor shaft. The pulse ring rotates 180
degrees through the sync signal generator. Its signal is used in conjunction with the Crankshaft Position (CKP) sensor to differentiate between fuel injection and spark events. It is also used to synchronize the fuel injectors with their respective cylinders.When the leading edge of the pulse ring (shutter) enters the sync signal generator, the following occurs: The interruption of magnetic field causes the voltage to switch high resulting in a sync signal of approxi- mately 5 volts.
When the trailing edge of the pulse ring (shutter) leaves the sync signal generator, the following occurs: The change of the magnetic field causes the sync sig- nal voltage to switch low to 0 volts.
Fig.9CMP/PULSERING-5.9LGASENGINE
1 - SYNC SIGNAL GENERATOR 2 - CAMSHAFT POSITION SENSOR 3 - PULSE RING 4 - DISTRIBUTOR ASSEMBLY
5.9L Diesel
The Camshaft Position Sensor (CMP) contains a hall effect device. A rotating target wheel (tonewheel) for the CMP is located on the front timing gear. This hall effect device detects notches located on the tone- wheel. As the tonewheel rotates, the notches pass the tip of the CMP.
When the leading edge of the tonewheel notch passes the tip of the CMP, the following occurs: The interruption of magnetic field causes the voltage to switch high resulting in a signal of approximately 5
volts.When the trailing edge of the tonewheel notch passes the tip of the CMP, the following occurs: The
DR
change of the magnetic field causes the signal voltage to switch low to 0 volts.
The CMP (Fig. 10) provides a signal to the Engine Control Module (ECM) at all times when the engine is running. The ECM uses the CMP information pri- marily on engine start-up. Once the engine is run- ning, the ECM uses the CMP as a backup sensor for engine speed. The Crankshaft Position Sensor (CKP) is the primary engine speed indicator for the engine after the engine is running.
Fig.105.9LDIESELCMP
1 - CMP 2 - FUEL INJECTION PUMP (BOTTOM) 3 - ELECTRONIC CONTROL MODULE (ECM) 4 - ECM ELEC. CONNECTOR 5 - CMP ELEC. CONNECTOR 6 - CMP MOUNTING BOLT 7 - BACK OF TIMING GEAR COVER
8.0L V-10
The CMP sensor is used in conjunction with the crankshaft position sensor to differentiate between fuel injection and spark events. It is also used to syn- chronize the fuel injectors with their respective cylin- ders. The sensor generates electrical pulses. These pulses (signals) are sent to the Powertrain Control Module (PCM). The PCM will then determine crank- shaft position from both the camshaft position sensor and crankshaft position sensor.
A low and high area are machined into the cam- shaft drive gear (Fig. 11). The sensor is positioned in the timing gear cover so that a small air gap (Fig. 11) exists between the face of sensor and the high machined area of cam gear.
DR CAMSHAFT POSITION SENSOR (Continued)
When the cam gear is rotating, the sensor will detect the machined low area. Input voltage from the sensor to the PCM will then switch from a low (approximately 0.3 volts) to a high (approximately 5
volts). When the sensor detects the high machined area, the input voltage switches back low to approx- imately 0.3 volts.IGNITION CONTROL
8I - 11
Fig.12CMPLOCATION-3.7L
1 - RIGHT/FRONT OF RIGHT CYLINDER HEAD 2 - CMP MOUNTING BOLT 3 - CMP LOCATION
Fig.13CMPLOCATION-4.7L
1 - RIGHT CYLINDER HEAD 2 - CAMSHAFT POSITION SENSOR 3 - MOUNTING BOLT 4 - ELEC. CONNECTOR
(3) Remove sensor mounting bolt (Fig. 13). (4) Carefully twist sensor from cylinder head. (5) Check condition of sensor o-ring.
Fig.11CMPSENSOROPERATION–8.0LV-10
ENGINE
1 - CAM DRIVE GEAR 2 - LOW MACHINED AREA 3 - HIGH MACHINED AREA 4 - CAMSHAFT POSITION SENSOR 5 - AIR GAP
REMOVAL
3.7L V-6
The Camshaft Position Sensor (CMP) on the 3.7L V-6 engine is bolted to the front/top of the right cyl- inder head (Fig. 12).
(1) Disconnect electrical connector at CMP sensor. (2) Remove sensor mounting bolt (Fig. 12). (3) Carefully twist sensor from cylinder head. (4) Check condition of sensor o-ring.
4.7L V-8
The Camshaft Position Sensor (CMP) on the 4.7L V–8 engine is bolted to the front/top of the right cyl- inder head (Fig. 13).
(1) Raise and support vehicle. (2) Disconnect electrical connector at CMP sensor
(Fig. 13).
IGNITION CONTROL
8I - 12
CAMSHAFT POSITION SENSOR (Continued) 5.7L V-8The Camshaft Position Sensor (CMP) on the 5.7L V-8 engine is located on right side of timing chain cover below generator (Fig. 14).
(1) Disconnect electrical connector at CMP sensor. (2) Remove sensor mounting bolt (Fig. 15). (3) Carefully twist sensor from cylinder head. (4) Check condition of sensor o-ring.
DR
Fig.15CMPREMOVAL/INSTALLATION–5.7LV-8
1 - TIMING CHAIN COVER (RIGHT/FRONT) 2 - CMP SENSOR 3 - MOUNTING BOLTFig.14CMPLOCATION–5.7L
1 - GENERATOR 2 - CMP LOCATION 3 - ELECTRICAL CONNECTOR
5.9L Diesel
The Camshaft Position Sensor (CMP) on the 5.9L diesel engine is located below the fuel injection pump. It is bolted to the back of the timing gear cover (Fig. 16).
(1) Disconnect electrical connector at CMP sensor
(Fig. 16).
(2) Remove sensor mounting bolt. (3) Carefully twist sensor from timing gear cover. (4) Check condition of sensor o-ring.
5.9L V-8 Gas
The Camshaft Position Sensor (CMP) is located
inside the distributor (Fig. 17).
Distributor removal
is not necessary to remove
camshaft position sensor.
(1) Disconnect negative cable from battery. (2) Remove air cleaner tubing at throttle body, and
at air filter housing.
(3) Remove distributor cap from distributor (two
screws).
Fig.165.9LDIESELCMP
1 - CMP 2 - FUEL INJECTION PUMP (BOTTOM) 3 - ELECTRONIC CONTROL MODULE (ECM) 4 - ECM ELEC. CONNECTOR 5 - CMP ELEC. CONNECTOR 6 - CMP MOUNTING BOLT 7 - BACK OF TIMING GEAR COVER
DR CAMSHAFT POSITION SENSOR (Continued)
IGNITION CONTROL
8I - 13
(4) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.
(5) Remove distributor rotor from distributor shaft. (6) Lift camshaft position sensor assembly from
distributor housing (Fig. 17).
Fig.17DISTRIBUTORANDCMPLOCATION-5.9L 1 - SYNC SIGNAL GENERATOR 2 - CAMSHAFT POSITION SENSOR 3 - PULSE RING 4 - DISTRIBUTOR ASSEMBLY
8.0L V–10
The camshaft position sensor is located on the tim- ing chain case/cover on the left-front side of the engine (Fig. 18).
Fig.18CMPLOCATION-8.0L
1 - CAMSHAFT POSITION SENSOR 2 - MOUNTING BOLT 3 - TIMING CHAIN CASE/COVER
A thin plastic rib is molded into the face of the sen- sor (Fig. 19) to position the depth of sensor to the upper cam gear (sprocket). This rib can be found on both the new replacement sensors and sensors that were originally installed to the engine. The first time
the engine has been operated, part of this rib may be sheared (ground) off. Depending on parts tolerances, some of the rib material may still be observed after removal.
Fig.19SENSORDEPTHPOSITIONINGRIB–8.0L
V-10ENGINE
1 - CAMSHAFT POSITION SENSOR 2 - PAPER SPACER 3 - RIB MATERIAL (FOR SENSOR DEPTH POSITIONING)
Refer to either of the following procedures; Replac- ing Old Sensor With Original, or Replacing With New Sensor:
REPLACING OLD SENSOR WITH ORIGINAL
If the original camshaft position sensor is to be removed and installed, such as when servicing the timing chain, timing gears or timing chain cover, use this procedure.
(1) Disconnect sensor harness connector from sen-
sor.
(2) Remove sensor mounting bolt (Fig. 18). (3) Carefully pry sensor from timing chain case/ cover in a rocking action with two small screwdriv- ers.
(4) Remove sensor from vehicle. (5) Check condition of sensor o-ring (Fig. 20).
REPLACING WITH NEW SENSOR
If a new replacement camshaft position sensor is to
be installed, use this procedure.
(1) Disconnect sensor wiring harness connector
from sensor.
(2) Remove sensor mounting bolt (Fig. 18). (3) Carefully pry sensor from timing chain case/ cover in a rocking action with two small screwdriv- ers.
(4) Remove sensor from vehicle.
IGNITION CONTROL
8I - 14
CAMSHAFT POSITION SENSOR (Continued)DR
(4) Install mounting bolt and tighten. Refer to
Torque Specifications.
(5) Connect electrical connector to sensor.
5.7L V-8
The Camshaft Position Sensor (CMP) on the 5.7L V-8 engine is bolted to the right / front side of the timing chain cover (Fig. 14) or (Fig. 15).
(1) Clean out machined hole in cylinder head. (2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into cylinder head with a slight rocking action. Do not twist sensor into position as damage to o-ring may result.
CAUTION: Before tightening sensor mounting bolt, be sure sensor is completely flush to timing chain cover. flush, damage to sensor mounting tang may result.
If sensor is not
(4) Install mounting bolt and tighten. Refer to
Torque Specifications.
(5) Connect electrical connector to sensor.
5.9L Diesel
cover (Fig. 16).
cover.
o-ring.
The CMP is located on the back of the timing gear
(1) Clean out machined hole in back of timing gear
(2) Apply a small amount of engine oil to sensor
(3) Install sensor into timing gear cover with a slight rocking action. Do not twist sensor into posi- tion as damage to o-ring may result.
CAUTION: Before tightening sensor mounting bolt, be sure sensor is completely flush to back of timing chain cover. If sensor is not flush, damage to sen- sor mounting tang may result.
(4) Install mounting bolt and tighten. Refer to
Torque Specifications.
(5) Connect electrical connector to sensor.
5.9L Gas
The camshaft position sensor is located inside the
distributor (Fig. 17).
(1) Install camshaft position sensor to distributor.
Align sensor into notch on distributor housing.
(2) Connect engine wiring harness to sensor pigtail
(3) Install rotor. (4) Install distributor cap. Tighten 2 mounting
harness.
screws.
(5) Install air filter tubing. (6) Connect battery cable.
Fig.20CAMSHAFTSENSORO-RING–8.0L
1 - SLOTTED MOUNTING HOLE 2 - SCRIBE LINE 3 - CAMSHAFT POSITION SENSOR O-RING
INSTALLATION
3.7L V-6
The Camshaft Position Sensor (CMP) on the 3.7L V-6 engine is bolted to the front/top of the right cyl- inder head (Fig. 12).
(1) Clean out machined hole in cylinder head. (2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into cylinder head with a slight
rocking and twisting action.
CAUTION: Before tightening sensor mounting bolt, be sure sensor is completely flush to cylinder head. If sensor is not flush, damage to sensor mounting tang may result.
(4) Install mounting bolt and tighten. Refer to
torque specifications.
(5) Connect electrical connector to sensor.
4.7L V-8
The Camshaft Position Sensor (CMP) on the 4.7L V-8 engine is bolted to the front/top of the right cyl- inder head (Fig. 13).
(1) Clean out machined hole in cylinder head. (2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into cylinder head with a slight rocking action. Do not twist sensor into position as damage to o-ring may result.
CAUTION: Before tightening sensor mounting bolt, be sure sensor is completely flush to cylinder head. If sensor is not flush, damage to sensor mounting tang may result.
DR CAMSHAFT POSITION SENSOR (Continued) 8.0L V–10
If Replacing Old Sensor With Original
IGNITION CONTROL
8I - 15
The camshaft position sensor is located on the tim- ing chain case/cover on the left-front side of the engine (Fig. 18).
When installing a used camshaft position sensor, the sensor depth must be adjusted to prevent contact with the camshaft gear (sprocket).
(1) Observe the face of the sensor. If any of the original rib material remains (Fig. 19), it must be cut down flush to the face of the sensor with a razor knife. Remove only enough of the rib material until the face of the sensor is flat. Do not remove more material than necessary as damage to sensor may result. Due to a high magnetic field and possible elec- trical damage to the sensor, never use an electric grinder to remove material from sensor.
(2) From the parts department, obtain a peel-and- stick paper spacer (Fig. 19). These special paper spacers are of a certain thickness and are to be used as a tool to set sensor depth.
(3) Clean the face of sensor and apply paper
spacer (Fig. 19).
sor o-ring (Fig. 20).
(4) Apply a small amount of engine oil to the sen-
A low and high area are machined into the cam- shaft drive gear (Fig. 21). The sensor is positioned in the timing gear cover so that a small air gap (Fig. 21) exists between the face of sensor and the high machined area of cam gear.
Before the sensor is installed, the cam gear may have to be rotated. This is to allow the high machined area on the gear to be directly in front of the sensor mounting hole opening on the timing gear cover.
Do not install sensor with gear positioned at low area (Fig. 22) or (Fig. 21). When the engine is started, the sensor will be broken.
(5) Using a 1/2 in. wide metal ruler, measure the distance from the cam gear to the face of the sensor mounting hole opening on the timing gear cover (Fig. 22).
(6) If the dimension is approximately 1.818 inches,
it is OK to install sensor. Proceed to step Step 9.
(7) If the dimension is approximately 2.018 inches,
the cam gear will have to be rotated.
(8) Attach a socket to the vibration damper mount- ing bolt and rotate engine until the 1.818 inch dimension is attained.
(9) Install the sensor into the timing case/cover with a slight rocking action until the paper spacer contacts the camshaft gear. Do not install the sensor mounting bolt. Do not twist the sensor into position as damage to the o-ring or tearing of the paper spacer may result.
Fig.21SENSOROPERATION–8.0LV-10ENGINE 1 - CAM DRIVE GEAR 2 - LOW MACHINED AREA 3 - HIGH MACHINED AREA 4 - CAMSHAFT POSITION SENSOR 5 - AIR GAP
(10) Scratch a scribe line into the timing chain
case/cover to indicate depth of sensor (Fig. 20).
(11) Remove the sensor from timing chain case/
cover.
(12) Remove paper spacer from sensor. This step must be followed to prevent the paper spacer from getting into the engine lubrication system.
(13) Again, apply a small amount of engine oil to
sensor o-ring.
(14) Again, install the sensor into the timing case/ cover with a slight rocking action until the sensor is aligned to scribe line.
(15) Install sensor mounting bolt and tighten to 6
N·m (50 in. lbs.) torque.
(16) Connect engine wiring harness to sensor.
Replacing With a New Sensor
(1) Apply a small amount of engine oil to the sen-
sor o-ring (Fig. 20).
A low and high area are machined into the cam- shaft drive gear (Fig. 21). The sensor is positioned in the timing gear cover so that a small air gap (Fig. 21) exists between the face of sensor and the high machined area of cam gear.
Before the sensor is installed, the cam gear may have to be rotated. This is to allow the high machined area on the gear to be directly in front of the sensor mounting hole opening on the timing gear cover.
IGNITION CONTROL
8I - 16
CAMSHAFT POSITION SENSOR (Continued)DR
When the engine is started, the rib material will be sheared off the face of sensor. This will automatically set sensor air gap.
DISTRIBUTOR DESCRIPTION
All 5.9L V-8 engines are equipped with a camshaft driven mechanical distributor (Fig. 23) containing a shaft driven distributor rotor. All distributors are equipped with an internal camshaft position (fuel sync) sensor (Fig. 23).
Fig.22SENSORDEPTHDIMENSIONS–8.0LV-10
ENGINE 1 - 2.01888 DO NOT INSTALL SENSOR 2 - SENSOR MOUNTING HOLE OPENING 3 - SENSOR CENTER LINE 4 - TIMING CHAIN COVER 5 - 1.81888 OK TO INSTALL SENSOR 6 - CAM DRIVE GEAR 7 - HIGH MACHINED AREA 8 - LOW MACHINED AREA
Do not install sensor with gear positioned at low area (Fig. 22) or (Fig. 21). When the engine is started, the sensor will be broken.
(2) Using a 1/2 in. wide metal ruler, measure the distance from the cam gear to the face of the sensor mounting hole opening on the timing gear cover (Fig. 22).
(3) If the dimension is approximately 1.818 inches,
it is OK to install sensor. Proceed to step Step 9.
(4) If the dimension is approximately 2.018 inches,
the cam gear will have to be rotated.
(5) Attach a socket to the vibration damper mount- ing bolt and rotate engine until the 1.818 inch dimension is attained.
(6) Install the sensor into the timing case/cover with a slight rocking action. Do not twist the sensor into position as damage to the o-ring may result. Push the sensor all the way into the cover until the rib material on the sensor (Fig. 19) contacts the cam- shaft gear.
(7) Install the mounting bolt and tighten to 6 N·m
(50 in. lbs.) torque.
ness.
(8) Connect sensor wiring harness to engine har-
Fig.23DISTRIBUTORANDCAMSHAFTPOSITION
SENSOR-5.9L
1 - SYNC SIGNAL GENERATOR 2 - CAMSHAFT POSITION SENSOR 3 - PULSE RING 4 - DISTRIBUTOR ASSEMBLY
OPERATION
The distributor does not have built in centrifugal or vacuum assisted advance. Base ignition timing and all timing advance is controlled by the Power- train Control Module (PCM). Because ignition timing is controlled by the PCM, base ignition timing is not adjustable.
The distributor is held to the engine in the conven- tional method using a holddown clamp and bolt. Although the distributor can be rotated, it will have no effect on ignition timing.
All distributors contain an internal oil seal that prevents oil from entering the distributor housing. The seal is not serviceable.
IGNITION CONTROL
8I - 17
DR DISTRIBUTOR (Continued) REMOVAL
CAUTION: Base ignition timing is not adjustable on any engine. Distributors do not have built in centrif- ugal or vacuum assisted advance. Base ignition timing and timing advance are controlled by the Powertrain Control Module (PCM). Because a con- ventional timing light can not be used to adjust dis- tributor position after installation, note position of distributor before removal.
(1) Disconnect negative cable from battery. (2) Remove air cleaner tubing. (3) Remove distributor cap from distributor (two
screws).
(4) Mark the position of distributor housing in relationship to engine or dash panel. This is done to aid in installation.
(5) Before distributor is removed, the number one cylinder must be brought to the Top Dead Center (TDC) firing position.
(6) Attach a socket to the Crankshaft Vibration
Damper mounting bolt.
(7) Slowly rotate engine clockwise, as viewed from front, until indicating mark on crankshaft vibration damper is aligned to 0 degree (TDC) mark on timing chain cover (Fig. 24).
Fig.25ROTORALIGNMENTMARK 1 - CAMSHAFT POSITION SENSOR ALIGNMENT MARK 2 - ROTOR 3 - DISTRIBUTOR
(9) Disconnect camshaft position sensor wiring
harness from main engine wiring harness.
(10) Remove distributor
rotor
from distributor
shaft.
(11) Remove distributor holddown clamp bolt and
clamp (Fig. 26). Remove distributor from vehicle.
Fig.24DAMPER-TO-COVERALIGNMENTMARKS—
TYPICAL
1 - ALIGNMENT MARK 2 - TIMING CHAIN COVER MARKS 3 - CRANKSHAFT VIBRATION DAMPER
(8) The distributor rotor should now be aligned to the CYL. NO. 1 alignment mark (stamped) into the camshaft position sensor (Fig. 25). If not, rotate the crankshaft through another complete 360 degree turn. Note the position of the number one cylinder spark plug cable (on the cap) in relation to rotor. Rotor should now be aligned to this position.
Fig.26DISTRIBUTORHOLDDOWNCLAMP
1 - CLAMP BOLT 2 - HOLDDOWN CLAMP 3 - DISTRIBUTOR HOUSING
CAUTION: Do not crank engine with distributor removed. Distributor/crankshaft relationship will be lost.
IGNITION CONTROL
8I - 18
DISTRIBUTOR (Continued) INSTALLATIONRotate crankshaft
If engine has been cranked while distributor is removed, establish the relationship between distribu- tor shaft and number one piston position as follows: in a clockwise direction, as viewed from front, until number one cylinder piston is at top of compression stroke (compression should be felt on finger with number one spark plug removed). Then continue to slowly rotate engine
