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clockwise until indicating mark (Fig. 24) is aligned to 0 degree (TDC) mark on timing chain cover.
(1) Clean top of cylinder block for a good seal
between distributor base and block.
(2) Lightly oil the rubber o-ring seal on the distrib-
utor housing.
(3) Install rotor to distributor shaft. (4) Position distributor into engine to its original position. Engage tongue of distributor shaft with slot in distributor oil pump drive gear. Position rotor to the number one spark plug cable position.
(5) Install distributor holddown clamp and clamp
bolt. Do not tighten bolt at this time.
(6) Rotate the distributor housing until rotor is aligned to CYL. NO. 1 alignment mark on the cam- shaft position sensor (Fig. 25).
(7) Tighten clamp holddown bolt (Fig. 26) to 22.5
N·m (200 in. lbs.) torque.
(8) Connect camshaft position sensor wiring har-
ness to main engine harness.
(9) Install distributor
cap. Tighten mounting
(10) Refer to the following, Checking Distributor
screws.
Position.
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(5) If a plus (+) or a minus (-) is displayed next to degree number, and/or the degree displayed is not zero, loosen but do not remove distributor holddown clamp bolt. Rotate distributor until IN RANGE appears on screen. Continue to rotate distributor until achieving as close to 0° as possible. After adjustment, tighten clamp bolt to 22.5 N·m (200 in. lbs.) torque.
Do not attempt to adjust ignition timing using this method. Rotating distributor will have no effect on ignition timing. All ignition timing values are con- trolled by Powertrain Control Module (PCM).
After testing, install air cleaner tubing.
DISTRIBUTOR CAP DIAGNOSIS AND TESTING - DISTRIBUTOR CAP - 5.9L V-8
Remove the distributor cap and wipe it clean with a dry lint free cloth. Visually inspect the cap for cracks, carbon paths, broken towers or damaged rotor button (Fig. 27) or (Fig. 28). Also check for white deposits on the inside (caused by condensation entering the cap through cracks). Replace any cap that displays charred or eroded terminals. The machined surface of a terminal end (faces toward rotor) will indicate some evidence of erosion from normal operation. Examine the terminal ends for evi- dence of mechanical interference with the rotor tip.
Checking Distributor Position
To verify correct distributor rotational position, the
DRB scan tool must be used.
WARNING: WHEN PERFORMING THE FOLLOWING TEST, THE ENGINE WILL BE RUNNING. BE CARE- FUL NOT TO STAND IN LINE WITH THE FAN BLADES OR FAN BELT. DO NOT WEAR LOOSE CLOTHING.
(1) Connect DRB scan tool to data link connector. The data link connector is located in passenger com- partment, below and to left of steering column. (2) Gain access to SET SYNC screen on DRB. (3) Follow directions on DRB screen and start engine. Bring to operating temperature (engine must be in “closed loop” mode).
(4) With engine running at idle speed, the words IN RANGE should appear on screen along with 0°. This indicates correct distributor position.
Fig.27CAPINSPECTION—EXTERNAL—TYPICAL 1 - BROKEN TOWER 2 - DISTRIBUTOR CAP 3 - CARBON PATH 4 - CRACK
DR DISTRIBUTOR CAP (Continued)
IGNITION CONTROL
8I - 19
IGNITION COIL DESCRIPTION
3.7L V-6
The 3.7L V-6 engine uses 6 dedicated, and individ- ually fired coil for each spark plug (Fig. 30). Each coil is mounted directly into the cylinder head and onto the top of each spark plug (Fig. 31).
Fig.28CAPINSPECTION—INTERNAL—TYPICAL 1 - CHARRED OR ERODED TERMINALS 2 - WORN OR DAMAGED ROTOR BUTTON 3 - CARBON PATH
DISTRIBUTOR ROTOR DIAGNOSIS AND TESTING - DISTRIBUTOR ROTOR - 5.9L V-8
Visually inspect the rotor (Fig. 29) for cracks, evi- dence of corrosion or the effects of arcing on the metal tip. Also check for evidence of mechanical interference with the cap. Some charring is normal on the end of the metal tip. The silicone-dielectric-varnish-compound applied to the rotor tip for radio interference noise sup- pression, will appear charred. This is normal. Do not remove the charred compound. Test the spring for insufficient tension. Replace a rotor that displays any of these adverse conditions.
Fig.30IGNITIONCOIL-3.7LV-6/4.7LV-8
1 - O-RING 2 - IGNITION COIL 3 - ELECTRICAL CONNECTOR
Fig.29ROTORINSPECTION—TYPICAL
1 - INSUFFICIENT SPRING TENSION 2 - CRACKS 3 - EVIDENCE OF PHYSICAL CONTACT WITH CAP 4 - ROTOR TIP CORRODED
Fig.31IGNITIONCOILLOCATION-3.7LV-6
1 - IGNITION COIL 2 - COIL MOUNTING NUT
IGNITION CONTROL
8I - 20
IGNITION COIL (Continued) 4.7L V-8The 4.7L V–8 engine uses 8 dedicated, and individ- ually fired coil (Fig. 30) for each spark plug. Each coil is mounted directly to the top of each spark plug (Fig. 32).
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Fig.33IGNITIONCOIL-5.7LV-8
1 - IGNITION COIL 2 - MOUNTING BOLTS (2) 3 - BOOT TO SPARK PLUG
OPERATION
3.7L V-6
Battery voltage is supplied to the 6 individual igni- tion coils from the ASD relay. The Powertrain Con- trol Module (PCM) opens and closes each ignition coil ground circuit at a determined time for ignition coil operation.
Base ignition timing is not adjustable. By con- trolling the coil ground circuit, the PCM is able to set the base timing and adjust the ignition timing advance. This is done to meet changing engine oper- ating conditions.
The ignition coil is not oil filled. The windings are embedded in an epoxy compound. This provides heat and vibration resistance that allows the ignition coil to be mounted on the engine.
Because of coil design, spark plug cables (second-
ary cables) are not used with the 3.7L V-6 engine.
Fig.32IGNITIONCOILLOCATION-4.7LV-8
1 - IGNITION COIL 2 - COIL ELECTRICAL CONNECTOR 3 - COIL MOUNTING STUD/NUT
5.7L V-8
The 5.7L V–8 engine uses 8 dedicated, and individ- ually fired coil (Fig. 33) for each pair of spark plugs. Each coil is mounted directly to the top of each spark plug (Fig. 34). Each coil is bolted to the valve cover.
5.9L V-8
A single ignition coil is used (Fig. 35) or (Fig. 36). The coil is not oil filled. The coil windings are embed- ded in an epoxy compound. This provides heat and vibration resistance that allows the coil to be mounted on the engine.
8.0L V-10
Two separate coil packs containing a total of five independent coils are attached to a common mount- ing bracket. They are located above the right engine valve cover (Fig. 37). The coil packs are not oil filled. The front coil pack contains three independent epoxy filled coils. The rear coil pack contains two indepen- dent epoxy filled coils.
DR IGNITION COIL (Continued)
IGNITION CONTROL
8I - 21
Fig.36IGNITIONCOILLOCATION–5.9LHDCV-8
1 - COIL MOUNTING BOLTS 2 - IGNITION COIL 3 - COIL ELEC. CONNECTOR 4 - SECONDARY CABLEFig.34IGNITIONCOILR/I—5.7LV-8
1 - SLIDE LOCK (SLIDE OUTWARD TO UNLOCK) 2 - SPARK PLUG CABLE (TO OPPOSITE CYLINDER BANK SPARK PLUG) 3 - RELEASE LOCK / TAB (PUSH HERE) 4 - ELEC. CONNECTOR 5 - IGNITION COIL 6 - COIL MOUNTING BOLTS (2) 7 - SPARK PLUG CABLE (TO OPPOSITE CYLINDER BANK IGNITION COIL)
Fig.35IGNITIONCOILLOCATION-5.9LV-8
(EXCEPTHDC) 1 - ACCESSORY DRIVE BELT TENSIONER 2 - COIL CONNECTOR 3 - IGNITION COIL 4 - COIL MOUNTING BOLTS
Fig.378.0LV-10COILPACKS
1 - IGNTITION COILS 2 - COIL MOUNTING BOLTS (8) 3 - ENGINE CYLINDER NUMBER
IGNITION CONTROL
8I - 22
IGNITION COIL (Continued) 4.7L V-8Battery voltage is supplied to the 8 individual igni- tion coils from the ASD relay. The Powertrain Con- trol Module (PCM) opens and closes each ignition coil ground circuit at a determined time for ignition coil operation.
Base ignition timing is not adjustable. By con- trolling the coil ground circuit, the PCM is able to set the base timing and adjust the ignition timing advance. This is done to meet changing engine oper- ating conditions.
The ignition coil is not oil filled. The windings are embedded in an epoxy compound. This provides heat and vibration resistance that allows the ignition coil to be mounted on the engine.
Because of coil design, spark plug cables (second-
ary cables) are not used with the 4.7L V-8 engine.
5.7L V-8
The ignition system is controlled by the Powertrain
Control Module (PCM) on all engines.
A “wasted spark” system is used on the 5.7L engine combining paired, or dual-firing coils, and 2
spark plugs per cylinder. The coils and spark plugs are connected with paired, secondary high-voltage cables.Each cylinder is equipped with 1 dual-output coil. Meaning one coil mounts directly over one of the dual spark plugs for 1 high-voltage output. A second high-voltage output is supplied directly from the same coil (using a plug cable) to one of the dual spark plugs on a corresponding (paired) cylinder on the opposite cylinder bank.
Each coil fires 2 spark plugs simultaneously on each of the cylinder banks (one cylinder on compres- sion stroke and one cylinder on exhaust stroke). EXAMPLE : When the #1 cylinder is on compression stroke and ready for spark, the #1 coil will fire one of the dual spark plugs on the #1 cylinder (directly below the coil). The other dual spark plug on the #1
cylinder will be fired by the #6 coil. At the same time, the #1 coil will fire a “wasted spark” to one of the dual spark plugs at the #6 cylinder as coil #6 also fires a “wasted spark” to one of the dual spark plugs at the #6 cylinder.The firing order is paired at cylinders 1/6, 2/3, 4/7, 5/8. Basic cylinder firing order is 1–8–4–3–6–5–7–2. Battery voltage is supplied to all of the ignition coils positive terminals from the ASD relay. If the PCM does not see a signal from the crankshaft and camshaft sensors (indicating the ignition key is ON but the engine is not running), it will shut down the ASD circuit.
Base ignition timing is not adjustable on the 5.7L V-8 engine. By controlling the coil ground cir- cuits, the PCM is able to set the base timing and
DR
adjust the ignition timing advance. This is done to meet changing engine operating conditions.
receives from:
The PCM adjusts ignition timing based on inputs it † The engine coolant temperature sensor † The crankshaft position sensor (engine speed) † The camshaft position sensor (crankshaft posi- tion)† The manifold absolute pressure (MAP) sensor † The throttle position sensor † Transmission gear selection
5.9L V-8
A single ignition coil is used. The Powertrain Con- trol Module (PCM) opens and closes the ignition coil ground circuit for ignition coil operation.
Battery voltage is supplied to the ignition coil pos- itive terminal from the ASD relay. If the PCM does not see a signal from the crankshaft and camshaft sensors (indicating the ignition key is ON but the engine is not running), it will shut down the ASD cir- cuit.
Base ignition timing is not adjustable on any engine. By controlling the coil ground circuit, the PCM is able to set the base timing and adjust the ignition timing advance. This is done to meet chang- ing engine operating conditions.
Conventional spark plug cables (secondary cables)
are used with the 5.9L V-8 engine.
8.0L V-10
When one of the 5 independent coils discharges, it fires two paired cylinders at the same time (one cyl- inder on compression stroke and the other cylinder on exhaust stroke).
Coil firing is paired together on cylinders: † Number 5 and 10
† Number 9 and 8
† Number 1 and 6
† Number 7 and 4
† Number 3 and 2
The ignition system is controlled by the PowertrainControl Module (PCM) on all engines.
Battery voltage is supplied to all of the ignition coils positive terminals from the ASD relay. If the PCM does not see a signal from the crankshaft and camshaft sensors (indicating the ignition key is ON but the engine is not running), it will shut down the ASD circuit.
Conventional spark plug cables (secondary cables)
are used with the 8.0L V-10 engine.
Base ignition timing is not adjustable on the 8.0L V-10 engine. By controlling the coil ground cir- cuits, the PCM is able to set the base timing and adjust the ignition timing advance. This is done to meet changing engine operating conditions.
DR IGNITION COIL (Continued)
The PCM adjusts ignition timing based on inputs it receives from: † The engine coolant temperature sensor † The crankshaft position sensor (engine speed) † The camshaft position sensor (crankshaft posi- tion)† The manifold absolute pressure (MAP) sensor † The throttle position sensor † Transmission gear selection REMOVAL
3.7L V-6
An individual ignition coil is used for each spark plug (Fig. 30). The coil fits into machined holes in the cylinder head. A mounting stud/nut secures each coil to the top of the intake manifold (Fig. 31). The bot- tom of the coil is equipped with a rubber boot to seal the spark plug to the coil. Inside each rubber boot is a spring. The spring is used for a mechanical contact between the coil and the top of the spark plug. These rubber boots and springs are a permanent part of the coil and are not serviced separately. An o-ring (Fig. 30) is used to seal the coil at the opening into the cyl- inder head.
(1) Depending on which coil is being removed, the throttle body air intake tube or intake box may need to be removed to gain access to coil.
(2) Disconnect electrical connector from coil by pushing downward on release lock on top of connec- tor and pull connector from coil.
(3) Clean area at base of coil with compressed air
ing with a slight twisting action.
(6) Remove coil from vehicle.
4.7L V-8
An individual ignition coil is used for each spark plug (Fig. 30). The coil fits into machined holes in the cylinder head. A mounting stud/nut secures each coil to the top of the intake manifold (Fig. 32). The bot- tom of the coil is equipped with a rubber boot to seal the spark plug to the coil. Inside each rubber boot is a spring. The spring is used for a mechanical contact between the coil and the top of the spark plug. These rubber boots and springs are a permanent part of the coil and are not serviced separately. An o-ring (Fig. 30) is used to seal the coil at the opening into the cyl- inder head.
(1) Depending on which coil is being removed, the throttle body air intake tube or intake box may need to be removed to gain access to coil.
IGNITION CONTROL
8I - 23
(2) Disconnect electrical connector (Fig. 32) from coil by pushing downward on release lock on top of connector and pull connector from coil.
(3) Clean area at base of coil with compressed air
(4) Remove coil mounting nut from mounting stud
before removal.
(Fig. 32).
(5) Carefully pull up coil from cylinder head open-
ing with a slight twisting action.
(6) Remove coil from vehicle.
5.7L V-8
Before removing or disconnecting any spark plug cables, note their original position. Remove cables one-at-a-time. To prevent ignition crossfire, spark plug cables MUST be placed in cable tray (routing loom) into their original position.
An individual ignition coil (Fig. 33) is used at each cylinder. The coil mounts to the top of the valve cover with 2 bolts (Fig. 34). The bottom of the coil is equipped with a rubber boot to seal the spark plug to the coil. Inside each rubber boot is a spring. The spring is used for a mechanical contact between the coil and the top of the spark plug.
(1) Depending on which coil is being removed, the throttle body air intake tube or intake box may need to be removed to gain access to coil.
(2) Unlock electrical connector (Fig. 34) by moving slide lock first. Press on release lock (Fig. 34) while pulling electrical connector from coil.
(3) Disconnect secondary high-voltage cable from
coil with a twisting action.
(4) Clean area at base of coil with compressed air
(5) Remove 2 mounting bolts (note that mounting
(6) Carefully pull up coil from cylinder head open-
ing with a slight twisting action.
(7) Remove coil from vehicle. (8) Before installing spark plug cables to either the spark plugs or coils, or before installing a coil to a spark plug, apply dielectric grease to inside of boots.
5.9L V-8
The coil
is not oil filled. The coil windings are embedded in an epoxy compound. This provides heat and vibration resistance that allows the coil to be mounted on the engine. If the coil is replaced, it must be replaced with the same type.
5.9L V-8 LDC-Gas Engines: The coil is mounted to a bracket that is bolted to the front of the right is engine cylinder head (Fig. 35). This bracket mounted on top of tensioner bracket using common bolts.
the automatic belt
before removal.
(Fig. 31).
(4) Remove coil mounting nut from mounting stud
before removal.
(5) Carefully pull up coil from cylinder head open-
bolts are retained to coil).
IGNITION CONTROL
8I - 24
IGNITION COIL (Continued)WARNING: 5.9L V-8 LDC-GAS ENGINES: DO NOT REMOVE THE COIL MOUNTING BRACKET-TO-CYL- INDER HEAD MOUNTING BOLTS. THE COIL MOUNTING BRACKET IS UNDER ACCESSORY DRIVE BELT TENSION. IF THIS BRACKET IS TO BE REMOVED FOR ANY REASON, ALL BELT TENSION MUST FIRST BE RELIEVED. REFER TO THE BELT SECTION OF GROUP 7, COOLING SYSTEM.
5.9L V-8 HDC-Gas Engine: The coil is mounted to a bracket that is bolted to the air injection pump (AIR pump) mounting bracket (Fig. 36).
(1) Disconnect primary coil connector from ignition
coil.
(2) Disconnect secondary cable from ignition coil. (3) Remove
from coil mounting
ignition coil
bracket (two bolts).
8.0L V-10
Two separate coil packs containing a total of five independent coils are attached to a common mount- ing bracket located above the right engine valve cover (Fig. 37). The front and rear coil packs can be serviced separately.
(1) Depending on which coil is being removed, the throttle body air intake tube or intake box may need to be removed to gain access to coils.
(2) Remove secondary spark plug cables from coil
packs. Note position of cables before removal.
(3) Disconnect primary wiring harness connectors
at coil packs.
(4) Remove four (4) coil pack-to-coil mounting
bracket bolts for coil pack being serviced (Fig. 37).
(5) Remove coil(s) from mounting bracket.
INSTALLATION
3.7L V-6
(1) Using compressed air, blow out any dirt or con-
taminants from around top of spark plug.
(2) Check condition of coil o-ring and replace as necessary. To aid in coil installation, apply silicone to coil o-ring.
(3) Position ignition coil into cylinder head opening and push onto spark plug. Do this while guiding coil base over mounting stud.
(4) Install coil mounting stud nut. Refer to torque
(5) Connect electrical connector to coil by snapping
specifications.
into position.
(6) If necessary, install throttle body air tube.
DR
4.7L V-8
(1) Using compressed air, blow out any dirt or con-
taminants from around top of spark plug.
(2) Check condition of coil o-ring and replace as necessary. To aid in coil installation, apply silicone to coil o-ring.
(3) Position ignition coil into cylinder head opening and push onto spark plug. Do this while guiding coil base over mounting stud.
(4) Install coil mounting stud nut. Refer to torque
(5) Connect electrical connector to coil by snapping
(6) If necessary, install throttle body air tube.
specifications.
into position.
5.7L V-8
(1) Using compressed air, blow out any dirt or con-
taminants from around top of spark plug.
(2) Before installing spark plug cables to either the spark plugs or coils, or before installing a coil to a spark plug, apply dielectric grease to inside of boots. (3) Position ignition coil into cylinder head opening
and push onto spark plug. Twist coil into position.
(4) Install 2 coil mounting bolts. Refer to torque
(5) Connect electrical connector to coil by snapping
specifications.
into position.
(6) Install cable to coil. To prevent ignition cross- fire, spark plug cables MUST be placed in cable tray (routing loom) into their original position. Refer to Spark Plug Cable Removal for a graphic.
(7) If necessary, install throttle body air tube.
5.9L V-8
The ignition coil is an epoxy filled type. If the coil is replaced, it must be replaced with the same type. (1) Install ignition coil to coil bracket. If nuts and bolts are used to secure coil to coil bracket, tighten to 11 N·m (100 in. lbs.) torque. If coil mounting bracket has been tapped for coil mounting bolts, tighten bolts to 5 N·m (50 in. lbs.) torque.
(2) Connect all wiring to ignition coil.
8.0L V-10
(1) Position coil packs to mounting bracket (prima-
ry wiring connectors face downward).
(2) Install coil pack mounting bolts. Tighten bolts
to 10 N·m (90 in. lbs.) torque.
(3) Install coil pack-to-engine mounting bracket (if
necessary).
(4) Connect primary wiring connectors to coil packs (four wire connector to front coil pack and three wire connector to rear coil pack).
(5) Connect secondary spark plug cables to coil
packs. Refer to (Fig. 38) for correct cable order.
DR IGNITION COIL (Continued)
(6) If necessary, install throttle body air tube or box.
Fig.38SPARKPLUGCABLEORDER-8.0LV-10
KNOCK SENSOR DESCRIPTION
The sensors are used only with 3.7L V-6, 4.7L V-8
and 5.7L V-8 engines. On 3.7L V-6 and 4.7L V-8
engines, the 2 knock sensors are bolted into the cyl- inder block under the intake manifold.On 5.7L V-8 engines, 2 knock sensors are also used. These are bolted into each side of the cylinder block (outside) under the exhaust manifold.
OPERATION
3.7L V-6 / 4.7L V-8 / 5.7L V-8 Engines Only
Two knock sensors are used; one for each cylinder bank. When the knock sensor detects a knock in one of the cylinders on the corresponding bank, it sends an input signal to the Powertrain Control Module (PCM). In response, the PCM retards ignition timing for all cylinders by a scheduled amount.
Knock sensors contain a piezoelectric material which constantly vibrates and sends an input voltage (signal) to the PCM while the engine operates. As the intensity of the crystal’s vibration increases, the knock sensor output voltage also increases.
IGNITION CONTROL
8I - 25
The voltage signal produced by the knock sensor increases with the amplitude of vibration. The PCM receives the knock sensor voltage signal as an input. If the signal rises above a predetermined level, the PCM will store that value in memory and retard ignition timing to reduce engine knock. If the knock sensor voltage exceeds a preset value, the PCM retards ignition timing for all cylinders. It is not a selective cylinder retard.
The PCM ignores knock sensor input during engine idle conditions. Once the engine speed exceeds a specified value, knock retard is allowed.
Knock retard uses its own short term and long
term memory program.
Long term memory stores previous detonation information in its battery-backed RAM. The maxi- mum authority that long term memory has over tim- ing retard can be calibrated.
Short term memory is allowed to retard timing up to a preset amount under all operating conditions (as long as rpm is above the minimum rpm) except at Wide Open Throttle (WOT). The PCM, using short term memory, can respond quickly to retard timing when engine knock is detected. Short term memory is lost any time the ignition key is turned off.
NOTE: Over or under tightening the sensor mount- ing bolts will affect knock sensor performance, pos- sibly causing improper spark control. Always use the specified torque when installing the knock sen- sors.
REMOVAL
3.7L V-6 / 4.7L V-8
The 2 knock sensors are bolted into the cylinder block under the intake manifold (Fig. 39). or (Fig. 40).
NOTE: The left sensor is identified by an identifica- tion tag (LEFT). It is also identified by a larger bolt head. The Powertrain Control Module (PCM) must have and know the correct sensor left/right posi- tions. Do not mix the sensor locations.
(1) Disconnect knock sensor dual pigtail harness from engine wiring harness. This connection is made near rear of engine.
(2) Remove intake manifold. Refer to Engine sec-
tion.
(3) Remove sensor mounting bolts (Fig. 39), or (Fig. 40). Note foam strip on bolt threads. This foam is used only to retain the bolts to sensors for plant assembly. It is not used as a sealant. Do not apply any adhesive, sealant or thread locking compound to these bolts.
IGNITION CONTROL
8I - 26
KNOCK SENSOR (Continued)(4) Remove sensors from engine.
5.7L V8
DR
Two sensors are used. Each sensor is bolted into the outside of cylinder block below the exhaust man- ifold (Fig. 41).
(1) Raise vehicle. (2) Disconnect knock sensor electrical connector. (3) Remove sensor mounting bolt (Fig. 41). Note foam strip on bolt threads. This foam is used only to retain the bolts to sensors for plant assembly. It is not used as a sealant. Do not apply any adhesive, sealant or thread locking compound to these bolts.
(4) Remove sensor from engine.
Fig.39KNOCKSENSOR—3.7LV-6
1 - KNOCK SENSORS (2) 2 - MOUNTING BOLTS
Fig.415.7LKNOCKSENSOR(RIGHTSENSOR
SHOWN)
1 - KNOCK SENSOR (RIGHT SENSOR SHOWN) 2 - MOUNTING BOLT 3 - EXHAUST MANIFOLD 4 - RIGHT ENGINE MOUNT 5 - ELEC. CONNECTOR
INSTALLATION
3.7L V-6 / 4.7L V-8
NOTE: The left sensor is identified by an identifica- tion tag (LEFT). It is also identified by a larger bolt head. The Powertrain Control Module (PCM) must have and know the correct sensor left/right posi- tions. Do not mix the sensor locations.
(1) Thoroughly clean knock sensor mounting holes. (2) Install sensors into cylinder block.
Fig.40KNOCKSENSOR—4.7LV-8
1 - KNOCK SENSORS (2) 2 - MOUNTING BOLTS 3 - INTAKE MANIFOLD (CUTAWAY) 4 - PIGTAIL CONNECTOR
DR KNOCK SENSOR (Continued)
NOTE: Over or under tightening the sensor mount- ing bolts will affect knock sensor performance, pos- sibly causing improper spark control. Always use the specified torque when installing the knock sen- sors. The torque for the knock senor bolt is rela- tively light for an 8mm bolt.
NOTE: Note foam strip on bolt threads. This foam is used only to retain the bolts to sensors for plant assembly. It is not used as a sealant. Do not apply any adhesive, sealant or thread locking compound to these bolts.
(3) Install and tighten mounting bolts. Refer to
torque specification.
(4) Install intake manifold. Refer to Engine sec-
tion.
(5) Connect knock sensor wiring harness to engine
harness at rear of intake manifold.
5.7L V-8
(1) Thoroughly clean knock sensor mounting hole. (2) Install sensor into cylinder block.
NOTE: Over or under tightening the sensor mount- ing bolts will affect knock sensor performance, pos- sibly causing improper spark control. Always use the specified torque when installing the knock sen- sors. The torque for the knock senor bolt is rela- tively light for an 8mm bolt.
NOTE: Note foam strip on bolt threads. This foam is used only to retain the bolts to sensors for plant assembly. It is not used as a sealant. Do not apply any adhesive, sealant or thread locking compound to these bolts.
(3) Install and tighten mounting bolt. Refer to
torque specification.
(4) Install electrical connector to sensor.
SPARK PLUG DESCRIPTION
Resistor type spark plugs are used on all engines. Sixteen spark plugs (2 per cylinder) are used with
5.7L V-8 engines.
IGNITION CONTROL
8I - 27
DIAGNOSIS AND TESTING - SPARK PLUG CONDITIONS
To prevent possible pre-ignition and/or mechanical engine damage, the correct type/heat range/number spark plug must be used.
Always use the recommended torque when tighten- ing spark plugs. Incorrect torque can distort the spark plug and change plug gap. It can also pull the plug threads and do possible damage to both the spark plug and the cylinder head.
Remove the spark plugs and examine them for burned electrodes and fouled, cracked or broken por- celain insulators. Keep plugs arranged in the order in which they were removed from the engine. A sin- gle plug displaying an abnormal condition indicates that a problem exists in the corresponding cylinder. Replace spark plugs at the intervals recommended in the Lubrication and Maintenance section.
Spark plugs that have low mileage may be cleaned and reused if not otherwise defective, carbon or oil fouled.
CAUTION: Never use a motorized wire wheel brush to clean the spark plugs. Metallic deposits will remain on the spark plug insulator and will cause plug misfire.
Spark plug resistance values range from 6,000 to 20,000 ohms (when checked with at least a 1000 volt spark plug tester). Do not use an ohmmeter to check the resistance values of the spark plugs. Inaccurate readings will result.
NORMAL OPERATING
The few deposits present on the spark plug will probably be light tan or slightly gray in color. This is evident with most grades of commercial gasoline (Fig. 42). There will not be evidence of electrode burning. Gap growth will not average more than approximately 0.025 mm (.001 in) per 3200 km (2000
miles) of operation. Spark plugs that have normal wear can usually be cleaned, have the electrodes filed, have the gap set and then be installed.Some fuel refiners in several areas of the United States have introduced a manganese additive (MMT) for unleaded fuel. During combustion, fuel with MMT causes the entire tip of the spark plug to be coated with a rust colored deposit. This rust color can be misdiagnosed as being caused by coolant in the com- bustion chamber. Spark plug performance may be affected by MMT deposits.
8I - 28
IGNITION CONTROL SPARK PLUG (Continued)DR
Fig.42NORMALOPERATIONANDCOLD(CARBON)
FOULING
1 - NORMAL 2 - DRY BLACK DEPOSITS 3 - COLD (CARBON) FOULING
COLD FOULING/CARBON FOULING
Cold fouling is sometimes referred to as carbon fouling. The deposits that cause cold fouling are basi- cally carbon (Fig. 42). A dry, black deposit on one or two plugs in a set may be caused by sticking valves or defective spark plug cables. Cold (carbon) fouling of the entire set of spark plugs may be caused by a clogged air cleaner element or repeated short operat- ing times (short trips).
WET FOULING OR GAS FOULING
A spark plug coated with excessive wet fuel or oil is wet fouled. In older engines, worn piston rings, leaking valve guide seals or excessive cylinder wear can cause wet fouling. In new or recently overhauled engines, wet fouling may occur before break-in (nor- mal oil control) is achieved. This condition can usu- ally be resolved by cleaning and reinstalling the fouled plugs.
OIL OR ASH ENCRUSTED
If one or more spark plugs are oil or oil ash encrusted (Fig. 43), evaluate engine condition for the cause of oil entry into that particular combustion chamber.
ELECTRODE GAP BRIDGING
Electrode gap bridging may be traced to loose deposits in the combustion chamber. These deposits accumulate on the spark plugs during continuous stop-and-go driving. When the engine is suddenly subjected to a high torque load, deposits partially liq- uefy and bridge the gap between electrodes (Fig. 44). This short circuits the electrodes. Spark plugs with
Fig.43OILORASHENCRUSTED
electrode gap bridging can be cleaned using standard procedures.
Fig.44ELECTRODEGAPBRIDGING
1 - GROUND ELECTRODE 2 - DEPOSITS 3 - CENTER ELECTRODE
SCAVENGER DEPOSITS
Fuel scavenger deposits may be either white or yel- low (Fig. 45). They may appear to be harmful, but this is a normal condition caused by chemical addi- tives in certain fuels. These additives are designed to change the chemical nature of deposits and decrease spark plug misfire tendencies. Notice that accumula- tion on the ground electrode and shell area may be heavy, but the deposits are easily removed. Spark plugs with scavenger deposits can be considered nor-
DR SPARK PLUG (Continued)
mal in condition and can be cleaned using standard procedures.
IGNITION CONTROL
8I - 29
Determine if ignition timing is over advanced or if other operating conditions are causing engine over- heating. (The heat range rating refers to the operat- ing temperature of a particular type spark plug. Spark plugs are designed to operate within specific temperature ranges. This depends upon the thick- ness and length of the center electrodes porcelain insulator.)
Fig.45SCAVENGERDEPOSITS
1 - GROUND ELECTRODE COVERED WITH WHITE OR YELLOW DEPOSITS 2 - CENTER ELECTRODE
CHIPPED ELECTRODE INSULATOR
A chipped electrode insulator usually results from bending the center electrode while adjusting the spark plug electrode gap. Under certain conditions, severe detonation can also separate the insulator from the center electrode (Fig. 46). Spark plugs with this condition must be replaced.
Fig.47PREIGNITIONDAMAGE 1 - GROUND ELECTRODE STARTING TO DISSOLVE 2 - CENTER ELECTRODE DISSOLVED
SPARK PLUG OVERHEATING
Overheating is indicated by a white or gray center electrode insulator that also appears blistered (Fig. 48). The increase in electrode gap will be consider- ably in excess of 0.001 inch per 2000 miles of opera- tion. This suggests that a plug with a cooler heat range rating should be used. Over advanced ignition timing, detonation and cooling system malfunctions can also cause spark plug overheating.
Fig.46CHIPPEDELECTRODEINSULATOR
1 - GROUND ELECTRODE 2 - CENTER ELECTRODE 3 - CHIPPED INSULATOR
PREIGNITION DAMAGE
Preignition damage is usually caused by excessive combustion chamber temperature. The center elec- trode dissolves first and the ground electrode dis- solves somewhat latter (Fig. 47). Insulators appear relatively deposit free. Determine if the spark plug has the correct heat range rating for the engine.
Fig.48SPARKPLUGOVERHEATING 1 - BLISTERED WHITE OR GRAY COLORED INSULATOR
8I - 30
IGNITION CONTROL SPARK PLUG (Continued) REMOVAL3.7L V-6
Each individual spark plug is located under each ignition coil. Each individual ignition coil must be removed to gain access to each spark plug. Refer to Ignition Coil Removal/Installation.
(1) Remove necessary air filter tubing at throttle
body.
body.
(2) Prior to removing ignition coil, spray com-
pressed air around coil base at cylinder head.
(3) Prior to removing spark plug, spray com- pressed air into cylinder head opening. This will help prevent foreign material from entering combustion chamber.
(4) Remove spark plug from cylinder head using a quality socket with a rubber or foam insert. Also check condition of ignition coil o-ring and replace as necessary.
(5) Inspect spark plug condition. Refer to Diagnos-
tics and Testing - Spark Plug Conditions.
4.7L V-8
Each individual spark plug is located under each ignition coil. Each individual ignition coil must be removed to gain access to each spark plug. Refer to Ignition Coil Removal/Installation.
(1) Remove necessary air filter tubing at throttle
body.
(2) Prior to removing ignition coil, spray com-
pressed air around coil base at cylinder head.
(3) Prior to removing spark plug, spray com- pressed air into cylinder head opening. This will help prevent foreign material from entering combustion chamber.
(4) Remove spark plug from cylinder head using a quality socket with a rubber or foam insert. Also check condition of ignition coil o-ring and replace as necessary.
(5) Inspect spark plug condition. Refer to Diagnos-
tics and Testing - Spark Plug Conditions.
DR
Before installing spark plug cables to either the spark plugs or coils, apply dielectric grease to inside of boots.
(1) Remove necessary air filter tubing at throttle
(2) Prior to removing ignition coil (if coil removal is necessary), spray compressed air around coil base at cylinder head cover.
(3) Prior to removing spark plug, spray com- pressed air into cylinder head opening. This will help prevent foreign material from entering combustion chamber.
(4) Remove spark plug from cylinder head using a
quality socket with a rubber or foam insert.
(5) Inspect spark plug condition. Refer to Diagnos-
tics and Testing - Spark Plug Conditions.
5.9L V-8
On 5.9L V-8 engines, spark plug cable heat shields are pressed into the cylinder head to surround each cable boot and spark plug (Fig. 49).
(1) Always remove spark plug or ignition coil cables by grasping at the cable boot (Fig. 50). Turn the cable boot 1/2 turn and pull straight back in a steady motion. Never pull directly on the cable. Internal damage to cable will result.
(2) Prior to removing the spark plug, spray com- pressed air around the spark plug hole and the area around the spark plug. This will help prevent foreign material from entering the combustion chamber.
(3) Remove the spark plug using a quality socket
with a rubber or foam insert.
(4) Inspect the spark plug condition. Refer to Diag-
nostics and Testing - Spark Plug Conditions.
5.7L V-8
Eight of the 16 spark plugs are located under an ignition coil; the other 8 are not. If spark plug being removed is under coil, coil must be removed to gain access to spark plug. Refer to Ignition Coil Removal/ Installation and observe all CAUTIONS and WARN- INGS.
Before removing or disconnecting any spark plug cables, note their original position. Remove cables one-at-a-time. To prevent ignition crossfire, spark plug cables MUST be placed in cable tray (routing loom) into their original position. Refer to Spark Plug Cable Removal for a graphic.
Fig.49HEATSHIELDS-5.9LV-8
1 - AIR GAP 2 - SPARK PLUG BOOT HEAT SHIELD
DR SPARK PLUG (Continued)
IGNITION CONTROL
8I - 31
Fig.50CABLEREMOVAL-5.9L/8.0L
1 - SPARK PLUG CABLE AND BOOT 2 - SPARK PLUG BOOT PULLER 3 - TWIST AND PULL 4 - SPARK PLUG
8.0L V-10
(1) Always remove spark plug or ignition coil cables by grasping at the cable boot (Fig. 50). Turn the cable boot 1/2 turn and pull straight back in a steady motion. Never pull directly on the cable. Internal damage to cable will result.
(2) Prior to removing the spark plug, spray com- pressed air around the spark plug hole and the area around the spark plug. This will help prevent foreign material from entering the combustion chamber.
(3) Remove the spark plug using a quality socket
with a rubber or foam insert.
(4) Inspect the spark plug condition. Refer to Diag-
nostics and Testing - Spark Plug Conditions.
CLEANING
CLEANING AND ADJUSTMENT
The plugs may be cleaned using commercially available spark plug cleaning equipment. After clean- ing, file center electrode flat with a small point file or jewelers file before adjusting gap.
CAUTION: Never use a motorized wire wheel brush to clean spark plugs. Metallic deposits will remain on spark plug insulator and will cause plug misfire.
Adjust spark plug gap with a gap gauging tool
(Fig. 51).
Fig.51SETTINGSPARKPLUGGAP-TYPICAL
1 - GAUGE TOOL 2 - SPARK PLUG
INSTALLATION
3.7L V-6
Special care should be taken when installing spark plugs into the cylinder head spark plug wells. Be sure the plugs do not drop into the plug wells as elec- trodes can be damaged.
Always tighten spark plugs to the specified torque. Over tightening can cause distortion resulting in a change in the spark plug gap or a cracked porcelain insulator.
(1) Start the spark plug into the cylinder head by
hand to avoid cross threading.
(2) Tighten spark plugs. Refer to torque specifica-
tions.
(3) Before installing ignition coil(s), check condi- tion of coil o-ring and replace as necessary. To aid in coil installation, apply silicone to coil o-ring.
(4) Install
ignition coil(s). Refer to Ignition Coil
Removal/Installation.
8I - 32
IGNITION CONTROL SPARK PLUG (Continued) 4.7L V-8CAUTION: The 4.7L V–8 engine is equipped with copper core ground electrode spark plugs. They must be replaced with the same type/number spark plug as the original. If another spark plug is substi- tuted, pre-ignition will result.
Special care should be taken when installing spark plugs into the cylinder head spark plug wells. Be sure the plugs do not drop into the plug wells as elec- trodes can be damaged.
Always tighten spark plugs to the specified torque. Over tightening can cause distortion resulting in a change in the spark plug gap or a cracked porcelain insulator.
(1) Start the spark plug into the cylinder head by
hand to avoid cross threading.
(2) Tighten spark plugs. Refer to torque specifica-
tions.
(3) Before installing ignition coil(s), check condi- tion of coil o-ring and replace as necessary. To aid in coil installation, apply silicone to coil o-ring.
(4) Install
ignition coil(s). Refer to Ignition Coil
Removal/Installation.
5.7L V-8
(1) Special care should be taken when installing spark plugs into the cylinder head spark plug wells. Be sure the plugs do not drop into the plug wells as electrodes can be damaged.
(2) Start the spark plug into cylinder head by hand to avoid cross threading aluminum threads. To aid in installation, attach a piece of rubber hose, or an old spark plug boot to spark plug.
(3) The 5.7L V-8 is equipped with torque critical design spark plugs. Do not exceed 15 ft. lbs. torque. Tighten spark plugs. Refer to torque specifications.
(4) Before installing spark plug cables to either the spark plugs or coils, apply dielectric grease to inside of boots.
(5) To prevent ignition crossfire, spark plug cables MUST be placed in cable tray (routing loom) into their original position. Refer to Spark Plug Cable Removal for a graphic.
(6) Install ignition coil(s) to necessary spark plugs.
Refer to Ignition Coil Installation.
(7) Install spark plug cables to remaining spark plugs. Remember to apply dielectric grease to inside of boots.
DR
5.9L V-8
Special care should be taken when installing spark plugs into the cylinder head spark plug wells. Be sure the plugs do not drop into the plug wells as elec- trodes can be damaged.
Always tighten spark plugs to the specified torque. Over tightening can cause distortion resulting in a change in the spark plug gap or a cracked porcelain insulator.
When replacing the spark plug and ignition coil cables, route the cables correctly and secure them in the appropriate retainers. Failure to route the cables properly can cause the radio to reproduce ignition noise. It could cause cross ignition of the spark plugs or short circuit the cables to ground.
(1) Start the spark plug into the cylinder head by
hand to avoid cross threading.
(2) Tighten spark plugs. Refer to torque specifica-
tions.
(3) Install spark plug cables to spark plugs. On 5.9L V-8 engines, spark plug cable heat shields are pressed into the cylinder head to surround each spark plug cable boot and spark plug (Fig. 53). These shields protect the spark plug boots from damage (due to intense engine heat generated by the exhaust manifolds) and should not be removed. After the spark plug cable has been installed, the lip of the cable boot should have a small air gap to the top of the heat shield (Fig. 53).
8.0L V-10
Special care should be taken when installing spark plugs into the cylinder head spark plug wells. Be sure the plugs do not drop into the plug wells as elec- trodes can be damaged.
Always tighten spark plugs to the specified torque. Over tightening can cause distortion resulting in a change in the spark plug gap or a cracked porcelain insulator.
When replacing the spark plug and ignition coil cables, route the cables correctly and secure them in the appropriate retainers. Failure to route the cables properly can cause the radio to reproduce ignition noise. It could cause cross ignition of the spark plugs or short circuit the cables to ground.
(1) Start the spark plug into the cylinder head by
hand to avoid cross threading.
(2) Tighten spark plugs. Refer to torque specifica-
tions.
(3) Install spark plug cables to spark plugs.
DR
IGNITION CONTROL
8I - 33
IGNITION COIL CAPACITOR DESCRIPTION
One coil capacitor is used. It is located in the right-
rear section of the engine compartment.
OPERATION
The coil capacitor(s) help dampen the amount of conducted electrical noise to the camshaft position sensor, crankshaft position sensor, and throttle posi- tion sensor. This noise is generated on the 12V sup- ply wire to the ignition coils and fuel injectors.
REMOVAL
The coil capacitor is located in the right-rear sec- tion of the engine compartment. It is attached with a mounting stud and nut.
(1) Disconnect electrical connector at capacitor
(2) Remove mounting nut and remove ground
(Fig. 52).
strap.
(3) Remove capacitor.
Fig.52CAPACITORLOCATION
1 - COIL CAPACITOR 2 - MOUNTING STUD 3 - GROUND STRAP 4 - MOUNTING NUT 5 - ELEC. CONNECT.
INSTALLATION
(1) Position capacitor to mounting stud. (2) Position ground strap to mounting stud. (3) Tighten nut to 7 N·m (60 in. lbs.) torque. (4) Connect electrical connector to coil capacitor.
SPARK PLUG CABLE DESCRIPTION
Spark plug cables are sometimes referred to as sec-
ondary ignition wires, or secondary ignition cables.
Plug cables are used only on the 5.7L V-8, 5.9L V-8
and 8.0L V-10 engines.
OPERATION
The spark plug cables transfer electrical current from the ignition coil(s) and/or distributor, to individ- ual spark plugs at each cylinder. The resistive spark plug cables are of nonmetallic construction. The cables provide suppression of radio frequency emis- sions from the ignition system.
Plug cables are used only on the 5.7L V-8, 5.9L V-8
and 8.0L V-10 engines.
DIAGNOSIS AND TESTING - SPARK PLUG CABLES
Cable routing is important on certain engines. To prevent possible ignition crossfire, be sure the cables are clipped into the plastic routing looms. Refer to Spark Plug Cable Removal for addditional informa- tion. Try to prevent any one cable from contacting another. Before removing cables, note their original location and routing. Never allow one cable to be twisted around another.
Check the spark plug cable connections for good contact at the coil(s), distributor cap towers (if appli- caple), and spark plugs. Terminals should be fully seated. The insulators should be in good condition and should fit tightly on the coil, distributor and spark plugs. Spark plug cables with insulators that are cracked or torn must be replaced.
Clean high voltage ignition cables with a cloth moistened with a non-flammable solvent. Wipe the cables dry. Check for brittle or cracked insulation.
On 5.9L V-8 engines, spark plug cable heat shields are pressed into the cylinder head to surround each spark plug cable boot and spark plug (Fig. 53). These shields protect the spark plug boots from damage (due to intense engine heat generated by the exhaust manifolds) and should not be removed. After the spark plug cable has been installed, the lip of the cable boot should have a small air gap to the top of the heat shield (Fig. 53).
TESTING
When testing secondary cables for damage with an oscilloscope, follow the instructions of the equipment manufacturer.
If an oscilloscope is not available, spark plug cables
may be tested as follows:
IGNITION CONTROL
8I - 34
SPARK PLUG CABLE (Continued)Fig.53HEATSHIELDS-5.9LV-8
1 - AIR GAP 2 - SPARK PLUG BOOT HEAT SHIELD
CAUTION: Do not leave any one spark plug cable disconnected for longer than necessary during test- ing. This may cause possible heat damage to the catalytic converter. Total test time must not exceed ten minutes.
Except 5.7L V-8 : With the engine running, remove spark plug cable from spark plug (one at a time) and hold next to a good engine ground. If the cable and spark plug are in good condition, the engine rpm should drop and the engine will run poorly. If engine rpm does not drop, the cable and/or spark plug may not be operating properly and should be replaced. Also check engine cylinder compression. With the engine not running, connect one end of a test probe to a good ground. Start the engine and run the other end of the test probe along the entire length of all spark plug cables. If cables are cracked or punctured, there will be a noticeable spark jump from the damaged area to the test probe. The cable running from the ignition coil to the distributor cap can be checked in the same manner. Cracked, dam- aged or faulty cables should be replaced with resis- tance type cable. This can be identified by the words ELECTRONIC SUPPRESSION printed on the cable jacket.
DR
loose terminals.
Use an ohmmeter to test for open circuits, exces- sive resistance or If equipped, remove the distributor cap from the distributor. Do not remove cables from cap. Remove cable from spark plug. Connect ohmmeter to spark plug termi- nal end of cable and to corresponding electrode in distributor cap. Resistance should be 250 to 1000
Ohms per inch of cable. If not, remove cable from dis- tributor cap tower and connect ohmmeter to the ter- minal ends of cable. If resistance is not within specifications as found in the SPARK PLUG CABLE RESISTANCE chart, replace the cable. Test all spark plug cables in this manner.SPARK PLUG CABLE RESISTANCE
MINIMUM
MAXIMUM
250 Ohms Per Inch 3000 Ohms Per Foot
1000 Ohms Per Inch 12,000 Ohms Per Foot
To test
ignition coil-to-distributor cap cable (if applicaple), do not remove the cable from the cap. Connect ohmmeter to rotor button (center contact) of distributor cap and terminal at ignition coil end of cable. If resistance is not within specifications as found in the Spark Plug Cable Resistance chart, remove the cable from the distributor cap. Connect the ohmmeter to the terminal ends of the cable. If resistance is not within specifications as found in the Spark Plug Cable Resistance chart, replace the cable. Inspect the ignition coil tower for cracks, burns or corrosion.
REMOVAL
5.9L V-8 / 8.0L V-10
CAUTION: When disconnecting a high voltage cable from a spark plug or from the distributor cap, twist the rubber boot slightly (1/2 turn) to break it loose (Fig. 54). Grasp the boot (not the cable) and pull it off with a steady, even force.
On 5.9L V-8 engines, spark plug cable heat shields are pressed into the cylinder head to surround each spark plug cable boot and spark plug (Fig. 53). These shields protect the spark plug boots from damage (due to intense engine heat generated by the exhaust manifolds) and should not be removed. After the spark plug cable has been installed, the lip of the cable boot should have a small air gap to the top of the heat shield (Fig. 53).
DR SPARK PLUG CABLE (Continued)
IGNITION CONTROL
8I - 35
MUST be placed in cable tray (routing loom) into their original position. The cable retention clips (Fig. 55) must also be securly locked.
Before installing spark plug cables to either the spark plugs or coils, apply dielectric grease to inside of boots.
If cable tray removal is necessary, release the 4
tray-to-manifold retention clips (Fig. 55).
INSTALLATION
Fig.54CABLEREMOVAL-5.9LV-8/8.0LV-10
1 - SPARK PLUG CABLE AND BOOT 2 - SPARK PLUG BOOT PULLER 3 - TWIST AND PULL 4 - SPARK PLUG
5.7L V-8
Install cables into the proper engine cylinder firing
order sequence. Refer to Specifications.
When replacing the spark plug and coil cables, route the cables correctly and secure them in the proper retainers. Failure to route the cables properly may cause the radio to reproduce ignition noise. It could also cause cross-ignition of the plugs, or, may short-circuit the cables to ground.
When installing new cables, make sure a positive connection is made. A snap should be felt when a good connection is made between the plug cable and the distributor cap tower.
Spark plug cables on the 5.7L engine are paired on cylinders 1/6, 2/3, 4/7 and 5/8. Before removing or disconnecting any spark plug cables, note their orig- inal position (Fig. 55). Remove cables one-at-a-time. ignition crossfire, spark plug cables To prevent
5.7L V-8
Referto information.
Spark Plug Cable Removal
for
Fig.555.7LSPARKPLUGCABLEROUTING
1 - #8 COIL-TO- #5 SPARK PLUG (MARKED 5/8) 2 - #5 COIL-TO- #8 SPARK PLUG (MARKED 5/8) 3 - #7 COIL-TO- #4 SPARK PLUG (MARKED 4/7) 4 - #3 COIL-TO- #2 SPARK PLUG (MARKED 2/3) 5 - #1 COIL-TO- #6 SPARK PLUG (MARKED 1/6) 6 - CLIPS (TRAY-TO-MANIFOLD RETENTION)
7 - CABLE TRAY 8 - CLIPS (SPARK PLUG CABLE-TO-TRAY- RETENTION) 9 - #2 COIL-TO- #3 SPARK PLUG (MARKED 2/3) 10 - #6 COIL-TO- #1 SPARK PLUG (MARKED 1/6) 11 - #4 COIL-TO- #7 SPARK PLUG (MARKED 4/7)
DR
INSTRUMENT CLUSTER
8J - 1
INSTRUMENT CLUSTER
TABLE OF CONTENTS
page
page
INSTRUMENT CLUSTER
LAMP OUT INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING - INSTRUMENTCLUSTER
. . . . . . . . . . . . . . . . . . . . . . . . . . . 10
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 14
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 28
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 28LOW FUEL INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 29
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 29MALFUNCTION INDICATOR LAMP (MIL)
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 30
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 30ABS INDICATOR
ODOMETER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 31
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 31AIRBAG INDICATOR
OIL PRESSURE GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 32
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 32BRAKE/PARK BRAKE INDICATOR
OVERDRIVE OFF INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
DIAGNOSIS AND TESTING - BRAKEINDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 19
CARGO LAMP INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 20
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20CHECK GAUGES INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 21
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21CRUISE INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 22DOOR AJAR INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 23ENGINE TEMPERATURE GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 23ETC INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25FUEL GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 25
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 26GEAR SELECTOR INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 26
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 27HIGH BEAM INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 27
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 28DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 33
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 33SEATBELT INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 34
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 34SECURITY INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 34
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 35SERVICE 4WD INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 35
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 36SPEEDOMETER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 36
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 36TACHOMETER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 37
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 37TRANS TEMP INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 38
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 38TURN SIGNAL INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 39
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 39UPSHIFT INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 40
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 40VOLTAGE GAUGE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 40
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 41WAIT-TO-START INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 42
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 428J - 2
INSTRUMENT CLUSTER
DR
WASHER FLUID INDICATOR
WATER-IN-FUEL INDICATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 42
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 42DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 43
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 43INSTRUMENT CLUSTER DESCRIPTION
Fig.1InstrumentCluster
1 - INSTRUMENT PANEL 2 - INSTRUMENT CLUSTER
The instrument cluster for this model is an Elec- troMechanical Instrument Cluster (EMIC) that is located in the instrument panel above the steering column opening, directly in front of the driver (Fig. 1). The remainder of the EMIC, including the mounts and the electrical connections, are concealed within the instrument panel behind the cluster bezel. Besides analog gauges and indicators, the EMIC module incorporates two blue-green digital Vacuum Fluorescent Display (VFD) units for displaying odom- eter/trip odometer information, engine hours, auto- matic transmission gear selector position (PRNDL), several warning or reminder indications and certain diagnostic information. The instrument cluster for this model also includes the hardware and software necessary to serve as the electronic body control mod- ule and is sometimes referred to as the Cab Com- partment Node or CCN.
The EMIC gauges and indicators are visible through a dedicated opening in the cluster bezel on the instrument panel and are protected by a clear plastic cluster lens (Fig. 2) that is integral to a clus- ter lens, hood and mask unit. Just behind the cluster lens is the cluster hood and an integral cluster mask, which are constructed of molded black plastic. The cluster hood serves as a visor and shields the face of the cluster from ambient light and reflections to reduce glare, while the cluster mask serves to sepa- rate and define the individual gauges and indicators of the EMIC. A black plastic odometer/trip odometer
Fig.2InstrumentClusterComponents
1 - SCREW (9) 2 - REAR COVER 3 - CLUSTER HOUSING 4 - LENS, HOOD & MASK
switch button protrudes through dedicated holes in the cluster mask and the cluster lens, located near the lower edge of the cluster just to the left of the tachometer. The molded plastic EMIC lens, hood and mask unit has four integral mounting tabs, one each on the upper and lower outboard corners of the unit. These mounting tabs are used to secure the EMIC to the molded plastic instrument panel cluster carrier with four screws.
The rear of the cluster housing and the EMIC elec- tronic circuitry are protected by a molded plastic rear cover, which is secured to the cluster housing with a single screw, while eight screws installed around the outside perimeter of the rear cover secure it to the cluster lens, hood and mask unit. The rear cover includes clearance holes for service access to each of the eleven incandescent bulb and bulb holder units installed on the cluster circuit board for general illu- mination lighting and for the cluster connector recep- tacles. The connector receptacles on the back of the cluster electronic circuit board connect the EMIC to the vehicle electrical system through three take outs with connectors from the instrument panel wire har- ness. The EMIC also has an integral interface con- nector on the back of the cluster circuit board that joins it to the optional external RKE receiver through a connector receptacle that is integral to that unit. The rear cover includes a molded receptacle and two latch features to secure the RKE receiver on vehicles that are so equipped.
Sandwiched between the rear cover and the lens, hood and mask unit is the cluster housing. The
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molded plastic cluster housing serves as the carrier for the cluster circuit board and circuitry, the cluster connector receptacles, the RKE interface connector, the gauges, a Light Emitting Diode (LED) for each cluster indicator, two VFD units, an audible tone generator, the cluster overlay, the gauge pointers, the odometer/trip odometer switch and the switch button. The cluster overlay is a laminated plastic unit. The dark, visible, outer surface of the overlay is marked with all of the gauge dial faces and graduations, but this layer is also translucent. The darkness of this outer layer prevents the cluster from appearing clut- tered or busy by concealing the cluster indicators that are not illuminated, while the translucence of this layer allows those indicators and icons that are illuminated to be readily visible. The underlying layer of the overlay is opaque and allows light from the LED for each of the various indicators and the incandescent illumination lamps behind it to be visi- ble through the outer layer of the overlay only through predetermined stencil-like cutouts. A rectan- gular opening in the overlay at the base of both the speedometer and tachometer dial faces has a smoked clear lens through which the illuminated VFD units can be viewed.
Several versions of the EMIC module are offered on this model. These versions accommodate all of the variations of optional equipment and regulatory requirements for the various markets in which the vehicle will be offered. The microprocessor-based EMIC utilizes integrated circuitry and information carried on the Programmable Communications Inter- face (PCI) data bus network along with several hard wired analog and multiplexed inputs to monitor sen- sors and switches throughout the vehicle. In response to those inputs, the internal circuitry and program- ming of the EMIC allow it to control and integrate many electronic functions and features of the vehicle through both hard wired outputs and the transmis- sion of electronic message outputs to other electronic modules in the vehicle over the PCI data bus. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/COMMUNICATION - DESCRIPTION - PCI BUS).
Besides typical instrument cluster gauge and indi- cator support, the electronic functions and features that the EMIC supports or controls include the fol- lowing: † Audible Warnings - The EMIC electronic cir- cuit board is equipped with an audible tone generator and programming that allows it to provide various audible alerts to the vehicle operator, including chime tones and beep tones. An electromechanical relay is also soldered onto the circuit board to pro- duce audible clicks that emulate the sound of a con- ventional turn signal or hazard warning flasher.
(Refer DESCRIPTION).
to 8 - ELECTRICAL/CHIME/BUZZER - † Brake Lamp Control - The EMIC provides electronic brake lamp request messages to the Front Control Module (FCM) located on the Integrated Power Module (IPM) for brake lamp control, exclud- ing control of the Center High Mounted Stop Lamp (CHMSL), which remains controlled by a direct hard wired output of the brake lamp switch. † Brake Transmission Shift Interlock Control - The EMIC monitors inputs from the brake lamp switch, ignition switch, and the Transmission Range Sensor (TRS), then controls a high-side driver output to operate the Brake Transmission Shift Interlock (BTSI) solenoid that locks and unlocks the automatic transmission gearshift selector lever on the steering column. † Cargo Lamp Control - The EMIC provides direct control of cargo lamp operation with a load shedding (battery saver) feature which will automat- ically turn off the cargo lamp if it remains on after a timed interval. † Central Locking - The EMIC provides support for the central locking feature of the power lock sys- tem. This feature will lock or unlock all doors based upon the input from the door cylinder lock switch. Door cylinder lock switches are used only on models equipped with the optional Vehicle Theft Security System (VTSS). † Door Lock Inhibit - The EMIC inhibits locking of the doors with the power lock switch when the key is in the ignition switch and the driver side front door is ajar. However, operation of the door locks is not inhibited under the same conditions when the the optional RKE transmitter is Lock button of depressed. † Enhanced Accident Response - The EMIC monitors an input from the Airbag Control Module (ACM) and, following an airbag deployment, will immediately disable the power lock output, unlock all doors by activating the power unlock output, then enables the power lock output if the power lock switch input remains inactive for two seconds. This feature, like all other enhanced accident response features, is dependent upon a functional vehicle elec- trical system following the vehicle impact event. † Exterior Lighting Control - The EMIC pro- vides electronic head lamp and/or park lamp request messages to the Front Control Module (FCM) located on the Integrated Power Module (IPM) for the appro- priate exterior lamp control of standard head and park lamps, as well as optional front fog lamps. This includes support for headlamp beam selection and the optical horn feature, also known as flash-to-pass. † Exterior Lighting Fail-safe - In the absence of a headlamp switch input, the EMIC will turn on the
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INSTRUMENT CLUSTER (Continued)DR
cluster illumination lamps and provide electronic headlamp low beam and park lamp request messages to the Front Control Module (FCM) located on the Integrated Power Module (IPM) for default exterior lamp operation. The FCM will also provide default park lamp and headlamp low beam operation and the EMIC will turn on the cluster illumination lamps if there is a failure of the electronic data bus commu- nication between the EMIC and the FCM. † Heated Seat Control - The EMIC monitors inputs from the ignition switch and electronic engine speed messages from the Powertrain Control Module (PCM) to control a high side driver output to the heated seat switch Light Emitting Diode (LED) indi- cators. This input allows the heated seat switches to wake up the heated seat module if the switch is actu- ated. The EMIC will de-energize the heated seat switch LED indicators, which deactivates the heated seat system, if the ignition switch is turned to any position except On or Start, or if the engine speed message indicates zero. (Refer to 8 - ELECTRICAL/ HEATED SEATS - DESCRIPTION). † Interior Lamp Load Shedding - The EMIC provides a battery saver feature which will automat- ically turn off all interior lamps that remain on after a timed interval of about fifteen minutes.
† Interior Lamps
- Enhanced Accident Response - The EMIC monitors inputs from the Air- bag Control Module (ACM) and the Powertrain Con- trol Module (PCM) to automatically turn on the interior lighting after an airbag deployment event ten seconds after the vehicle speed is zero. The inte- rior lighting remains illuminated until the ignition switch is turned to the Off position, at which time the interior lighting returns to normal operation and control. This feature, like all other enhanced accident response features, is dependent upon a functional vehicle electrical system following the vehicle impact event.† Interior Lighting Control - The EMIC moni- tors inputs from the interior lighting switch, the door ajar switches, the cargo lamp switch, the reading lamp switches, and the Remote Keyless Entry (RKE) module to provide courtesy lamp control. This includes support for timed illuminated entry with theater-style fade-to-off and courtesy illumination defeat features.
† Lamp Out Indicator Control
- The EMIC monitors electronic lamp outage messages from the Front Control Module (FCM) located on the Inte- grated Power Module (IPM) in order to provide lamp out indicator control for the headlamps (low and high lamps, and the brake lamps beams), turn signal (excluding CHMSL). † Panel Lamps Dimming Control - The EMIC provides a hard wired 12-volt Pulse-Width Modulated
(PWM) output that synchronizes the dimming level of all panel lamps dimmer controlled lamps with that of the cluster illumination lamps. † Parade Mode - The EMIC provides a parade mode (also known as funeral mode) that allows all Vacuum-Fluorescent Display (VFD) units in the vehi- cle to be illuminated at full (daytime) intensity while driving during daylight hours with the exterior lamps turned on. † Power Locks - The EMIC monitors inputs from the power lock switches and the Remote Keyless Entry (RKE) receiver module (optional) to provide control of the power lock motors through high side driver outputs to the power lock motors. This includes support for rolling door locks (also known as automatic door locks), automatic door unlock, a door lock inhibit mode, and central locking (with the optional Vehicle Theft Security System only). (Refer to 8 - ELECTRICAL/POWER LOCKS - DESCRIP- TION). † Remote Keyless Entry - The EMIC supports the optional Remote Keyless Entry (RKE) system fea- tures, including support for the RKE Lock, Unlock (with optional driver-door-only unlock, and unlock- all-doors), Panic, audible chirp, optical chirp, illumi- nated entry modes, an RKE programming mode, as well as optional Vehicle Theft Security System (VTSS) arming (when the proper VTSS arming con- ditions are met) and disarming. † Remote Radio Switch Interface - The EMIC monitors inputs from the optional remote radio switches and then provides the appropriate electronic data bus messages to the radio to select the radio operating mode, volume control, preset station scan and station seek features. † Rolling Door Locks - The EMIC provides sup- port for the power lock system rolling door locks fea- ture (also known as automatic door locks). This feature will automatically lock all unlocked doors each time the vehicle speed reaches twenty-four kilo- meters-per-hour (fifteen miles-per-hour) and, follow- ing an automatic lock event, will automatically unlock all doors once the ignition is turned to the Off position and the driver side front door is opened. † Turn Signal & Hazard Warning Lamp Con- trol - The EMIC provides electronic turn and hazard lamp request messages to the Front Control Module (FCM) located on the Integrated Power Module (IPM) for turn and hazard lamp control. The EMIC also provides an audible click at one of two rates to emu- late normal and bulb out turn or hazard flasher oper- ation based upon electronic lamp outage messages from the FCM, and provides an audible turn signal on chime warning if a turn is signalled continuously for more than about 1.6 kilometers (one mile) and
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the vehicle speed remains greater than about twenty- four kilometers-per-hour (fifteen miles-per-hour). † Vacuum Fluorescent Display Synchroniza- tion - The EMIC transmits electronic panel lamp dimming level messages which allows all other elec- tronic modules on the PCI data bus with Vacuum Fluorescent Display (VFD) units to coordinate their illumination intensity with that of the EMIC VFD units.† Vehicle Theft Security System - The EMIC monitors inputs from the door cylinder lock switch- (es), the door ajar switches, the ignition switch, and the Remote Keyless Entry (RKE) receiver module, then provides electronic horn and lighting request messages to the Front Control Module (FCM) located on the Integrated Power Module (IPM) for the appro- priate VTSS alarm output features. † Wiper/Washer System Control - The EMIC provides electronic wiper and/or washer request mes- sages to the Front Control Module (FCM) located on the Integrated Power Module (IPM) for the appropri- ate wiper and washer system features. (Refer to 8 - ELECTRICAL/WIPERS/WASHERS DESCRIP- TION).
The EMIC houses six analog gauges and has pro- visions for up to twenty-three indicators (Fig. 3) or (Fig. 4). The EMIC includes the following analog gauges:
† Coolant Temperature Gauge † Fuel Gauge † Oil Pressure Gauge † Speedometer † Tachometer † Voltage Gauge Some of the EMIC indicators are automatically configured when the EMIC is connected to the vehi- cle electrical system for compatibility with certain optional equipment or equipment required for regula- tory purposes in certain markets. While each EMIC may have provisions for indicators to support every available option, the configurable indicators will not be functional in a vehicle that does not have the equipment that an indicator supports. The EMIC includes provisions for the following indicators (Fig. 3) or (Fig. 4): † Airbag Indicator (with Airbag System only) † Antilock Brake System (ABS) Indicator (with ABS or Rear Wheel Anti-Lock [RWAL] brakes only)
† Brake Indicator † Cargo Lamp Indicator † Check Gauges Indicator † Cruise Indicator (with Speed Control only) † Door Ajar Indicator † Electronic Throttle Control (ETC) Indicator (with 5.7L Gasoline Engine only)
Transmission only)
Indicator (with Automatic
† Gear Selector Indicator (with Automatic † High Beam Indicator † Lamp Out Indicator † Low Fuel Indicator † Malfunction Indicator Lamp (MIL) † Overdrive-Off Transmission only) † Seatbelt Indicator † Security Indicator (with Sentry Key Immo- bilizer & Vehicle Theft Security Systems only) † Service Four-Wheel Drive Indicator (with † Transmission Overtemp Indicator † Turn Signal (Right and Left) Indicators † Upshift Indicator (with Manual Transmis- † Washer Fluid Indicator † Wait-To-Start Indicator (with Diesel Engine only)† Water-In-Fuel Indicator (with Diesel Engine only)
Automatic Transmission only)
Four-Wheel Drive only)
sion only)
(with
Each indicator in the EMIC, except those located within one of the VFD units, is illuminated by a ded- icated LED that is soldered onto the EMIC electronic circuit board. The LED units are not available for service replacement and, if damaged or faulty, the entire EMIC must be replaced. Cluster illumination is accomplished by dimmable incandescent back lighting, which illuminates the gauges for visibility when the exterior lighting is turned on. Each of the incandescent bulbs is secured by an integral bulb holder to the electronic circuit board from the back of the cluster housing.
Hard wired circuitry connects the EMIC to the electrical system of the vehicle. These hard wired cir- cuits are integral to several wire harnesses, which are routed throughout the vehicle and retained by many different methods. These circuits may be con- nected to each other, to the vehicle electrical system
