coolant CHEVROLET DYNASTY 1993 Owner's Guide

2.2L TBI, 2.5L TBI, 2.5L MPI AND 3.0L IGNITION SYSTEMSÐDIAGNOSTIC PROCEDURES
INDEX
page page
Coolant Temperature Sensor Test ............ 13
Failure to Start TestÐ2.5L TBI and 3.0L Engines . 12
General Information ....................... 11
Ignition Coil ............................. 11 Manifold Absolute Pressure (MAP) Sensor Test . 13
Poor Performance Test .................... 13
Spark Plugs ............................ 11
Testing for Spark at Coil ................... 11
GENERAL INFORMATION
For additional information, refer to On Board Di-
agnostics in the Fuel Injection General Diagnosis
sections of Group 14. Also, refer to the DRBII scan
tool and appropriate Powertrain Diagnostic Proce-
dures Manual.
SPARK PLUGS
Faulty or fouled spark plugs may perform well at
idle speed, but frequently fail at higher engine
speeds. Faulty plugs can be identified in a number of
ways: poor fuel economy, power loss, decrease in en-
gine speed, hard starting and, in general, poor en-
gine performance. Spark plugs also malfunction because of carbon
fouling, excessive electrode air gap, or a broken insu-
lator. Refer to the General Information Section of
this group for spark plug diagnosis.
IGNITION COIL
The ignition coil is designed to operate without an
external ballast resistor. Inspect the coil for arcing. Test the coil according
to coil tester manufacturer's instructions. Test coil
primary and secondary resistance. Replace any coil
that does not meet specifications. Refer to the Coil
Resistance chart. If the ignition coil is replaced due to a burned
tower, carbon tracking, arcing at the tower, or dam-
age to the terminal or boot on the coil end of the sec-
ondary cable, the cable must be replaced. Arcing at the tower will carbonize the nipple which, if it is con-
nected to a new coil, will cause the coil to fail. If a secondary cable shows any signs of damage,
the cable should be replaced with a new cable and
new terminal. Carbon tracking on the old cable can
cause arcing and the failure of a new coil.
TESTING FOR SPARK AT COIL
WARNING: APPLY PARKING BRAKE AND/OR
BLOCK THE WHEELS BEFORE PERFORMING ANY
TEST WITH THE ENGINE RUNNING.
CAUTION: Spark plug cables may be damaged if
this test is performed with more than 1/4 inch clear-
ance between the cable and engine ground.
Remove the coil secondary cable from the distribu-
tor cap. Hold the end of cable about 6 mm (1/4-inch)
away from a good engine ground (Fig. 1). Crank the
engine and inspect for spark at the coil secondary ca-
ble. There must be a constant spark at the coil second-
ary cable. If the spark is constant, have a helper con-
tinue to crank engine and, while slowly moving coil
secondary cable away from ground, look for arcing at
the coil tower. If arcing occurs at the tower, replace
the coil. If spark is not constant or there is no spark,
proceed to the failure to start test. If a constant spark is present and no arcing occurs
at the coil tower, the ignition system is producing
the necessary high secondary voltage. However,
COIL RESISTANCE
Ä IGNITION SYSTEMS 8D - 11

(10) If no spark is produced, replace the ignition coil.
POOR PERFORMANCE TEST
To prevent unnecessary diagnostic time and
possible incorrect results, the Testing For Spark
At Coil procedure should be performed before
this test.
WARNING: APPLY PARKING BRAKE AND/OR BLOCK
THE WHEELS BEFORE PERFORMING ANY ENGINE
RUNNING TESTS.
Check and adjust basic timing (refer to the specifica-
tion section of this group and see service procedures).
COOLANT TEMPERATURE SENSOR TEST
(1) With key off, disconnect wire connector from
coolant temperature sensor (Fig. 6). (2) Connect one lead of ohmmeter to one terminal of
coolant temperature sensor. (3) Connect the other lead of ohmmeter to remaining
terminal of coolant temperature sensor. The ohmmeter
should read as follows;
² Engine/Sensor at normal operating temperature
around 200ÉF should read approximately 700 to 1,000
ohms.
² Engine/Sensor at room temperature around 70ÉF,
ohmmeter should read approximately 7,000 to 13,000
ohms. Refer to On Board Diagnostics in the General
Diagnosis section of Group 14. Also, refer to the
DRBII scan tool and the appropriate Powertrain
Diagnostic Procedures manual for additional
test procedures.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
TEST
Refer to the DRB II scan tool and appropriate Pow-
ertrain Diagnostic Procedures manual for further test
procedures.
Fig. 5 60-Way Electrical Connector, Powertrain con- trol module
Fig. 6 Coolant Temperature Sensor Test
Ä IGNITION SYSTEMS 8D - 13

2.2L TBI, 2.5L TBI, 2.5L MPI AND 3.0L IGNITION SYSTEMSÐSERVICE PROCEDURES
INDEX
page page
Coolant Temperature Sensor ................ 14
Distributor Pick-UpÐ2.2L TBI, 2.5L TBI and 2.5L MPI Engines ....................... 18
Distributor ServiceÐ3.0L Engine ............. 18
DistributorÐ2.2L TBI, 2.5L TBI and 2.5L MPI Engines .............................. 17
Idle RPM TestÐ2.5L and 3.0L Engines ........ 16
Ignition CoilÐ2.2L TBI, 2.5L TBI and 2.5L MPI Engines ....................... 14 Ignition CoilÐ3.0L Engines
................. 15
Ignition Timing ProcedureÐ2.2L TBI, 2.5L TBI, 2.5L MPI, and 3.0L Engines ............... 16
Manifold Absolute Pressure (MAP) Sensor ServiceÐ2.5L TBI and 3.0L Engines ........ 22
Powertrain Control Module (PCM) ............ 14
Spark Plug Service ....................... 15
POWERTRAIN CONTROL MODULE (PCM)
The powertrain control module (PCM) is located
next to the battery (Fig. 1).
REMOVAL
(1) Remove air cleaner duct or air cleaner assem-
bly. (2) Remove battery.
(3) Remove PCM mounting screws.
(4) Remove 60-way wiring connector from the
PCM. (5) Remove PCM.
INSTALLATION
(1) Connect 60-Way electrical connector to PCM
(Fig. 1). (2) Install PCM. Tighten mounting screws.
(3) Install battery.
(4) Install air cleaner duct or air cleaner assembly.
COOLANT TEMPERATURE SENSOR
On 2.2L TBI, 2.5L TBI and 2.5L MPI (flexible fuel
AA-Body) engines, the coolant temperature sensor is
located behind the ignition coil (Fig. 2). On 3.0L en-
gines the sensor is located next to the thermostat
housing (Fig. 3).
REMOVAL
(1) Drain cooling system until coolant level is below
coolant sensor. Refer to Group 7, Cooling System. (2) Disconnect electrical connector from sensor.
(3) Remove sensor from engine.
INSTALLATION
(1) Install coolant sensor. Tighten 2.2L TBI, 2.5L
TBI or 2.5L MPI engine coolant sensor to 28 N Im (20
ft. lbs.) torque. Tighten the 3.0L engine coolant sensor
to7N Im (60 in. lbs.) torque.
(2) Connect electrical connector to sensor.
(3) Fill cooling system. Refer to Group 7, Cooling
System.
IGNITION COILÐ2.2L TBI, 2.5L TBI AND 2.5L MPI
ENGINES
The ignition coil mounts to the thermostat housing
(Fig. 4).
Fig. 1 Powertrain control module (PCM)
Fig. 2 Coolant Temperature SensorÐ2.2 TBI, 2.5L TBI and 2.5L MPI Engines
8D - 14 IGNITION SYSTEMS Ä

REMOVAL
(1) Disconnect the coil to distributor ignition cable
(Fig. 4). (2) Disconnect the wiring harness connector from
the coil. (3) Remove ignition coil mounting screws.
INSTALLATION
(1) Install ignition coil onto the bracket. Tighten
the screws to 9.5 N Im (85 in. lbs.) torque. (2) Connect the wiring harness connector.
(3) Connect the coil to distributor ignition cable.
IGNITION COILÐ3.0L ENGINES
The ignition coil is located at the back of the intake
manifold (Fig. 5).
REMOVAL
(1) Remove air cleaner assembly.
(2) Disconnect ignition cable from coil.
(3) Disconnect wiring harness connector from coil.
(4) Remove coil mounting screws.
INSTALLATION
(1) Loosely install ignition coil on intake manifold.
Tighten the intake manifold fastener to 13 N Im(115
in. lbs.) torque. Tighten ignition coil bracket fasteners
to 10 N Im (96 in. lbs.) torque.
(2) Connect the wiring harness connector.
(3) Connect the coil to distributor ignition cable.
(4) Install the air cleaner assembly. Tighten the air
cleaner fasteners to 25 N Im (225 in. lbs.) torque.
SPARK PLUG SERVICE
When replacing the spark plug and coil cables, route
the cables correctly and secure them in the appropriate
retainers. Incorrectly routed cables can cause the radio
to reproduce ignition noise. It can also cause cross
ignition of the spark plugs or short circuit the cables to
ground.
SPARK PLUG REMOVAL
Always remove cables by grasping at boot, rotating
the boot 1/2 turn, and pulling straight back in a steady
motion. (1) Prior to removing the spark plug spray com-
pressed air around the spark plug hole and the area
around the spark plug. (2) Remove the spark plug using a quality socket
with a rubber or foam insert.
Fig. 3 Coolant Temperature SensorÐ3.0L Engine
Fig. 4 Ignition CoilÐ2.2L TBI, 2.5L TBI and 2.5L MPI Engines
Fig. 5 Ignition CoilÐ3.0L Engine
Ä IGNITION SYSTEMS 8D - 15

(3) Inspect the spark plug condition. Refer to Spark
Plug Condition in this section.
SPARK PLUG GAP ADJUSTMENT
Check the spark plug gap with a gap gauge. If the
gap is not correct, adjust it by bending the ground
electrode (Fig. 6).
SPARK PLUG INSTALLATION
(1) Start the spark plug into the cylinder head by
hand to avoid cross threading. (2) Tighten spark plugs to 28 N Im (20 ft. lbs.)
torque. (3) Install spark plug cables over spark plugs.
IDLE RPM TESTÐ2.5L AND 3.0L ENGINES
WARNING: APPLY PARKING BRAKE AND/OR BLOCK
WHEELS BEFORE PERFORMING IDLE CHECK OR
ADJUSTMENT, OR ANY TESTS WITH A RUNNING
ENGINE.
Engine idle set rpmshould be recorded when the
vehicle is first brought into shop for testing. This
will assist in diagnosing complaints of engine stalling,
creeping and hard shifting on vehicles equipped with
automatic transaxles. Proceed to the Throttle Body Minimum Airflow pro-
cedures in Group 14.
IGNITION TIMING PROCEDUREÐ2.2L TBI, 2.5L
TBI, 2.5L MPI, AND 3.0L ENGINES
WARNING: APPLY PARKING BRAKE AND/OR BLOCK
WHEELS BEFORE PERFORMING SETTING IGNITION
TIMING OR PERFORMING ANY TEST ON AN OPER-
ATING ENGINE.
Proper ignition timing is required to obtain optimum
engine performance. The distributor must be correctly
indexed to provide correct initial ignition timing. (1) Set the gearshift selector in park or neutral and
apply the parking brake. All lights and accessories
must be off. (2) If using a magnetic timing light, insert the
pickup probe into the open receptacle next to the
timing scale window. If a magnetic timing unit is not
available, use a conventional timing light connected to
the number one cylinder spark plug cable. Do not puncture cables, boots or nipples with
test probes. Always use proper adapters. Punc-
turing the spark plug cables with a probe will
damage the cables. The probe can separate the
conductor and cause high resistance. In addition
breaking the rubber insulation may permit sec-
ondary current to arc to ground. (3) Turn selector switch to the appropriate cylinder
position. (4) Start engine and run until operating tempera-
ture is obtained. (5) With the engine at normal operating tempera-
ture, connect the DRBII scan tool to the data link
connector (diagnostic connector). Access the State Dis-
play screen. Refer to the appropriate Powertrain Diag-
nostics Procedures Manual. If not using the DRBII
scan tool, disconnect the coolant temperature
sensor electrical connector. The electric radiator
fan will operate and the malfunction indicator lamp
(instrument panel Check Engine light) will turn on
after disconnecting the coolant sensor or starting the
DRBII scan tool procedure. (6) Aim Timing Light at timing scale (Fig. 7 or Fig.
8) or read magnetic timing unit. If flash occurs when
timing mark is before specified degree mark, timing is
advanced. To adjust, turn distributor housing in direc-
tion of rotor rotation. If flash occurs when timing mark is after specified
degree mark, timing is retarded. To adjust, turn dis-
tributor housing against direction of rotor rotation.
Refer to Vehicle Emission Control Information label for
correct timing specification. If timing is within 62É of
value specified on the label, proceed to step (8). If
outside specified tolerance, proceed to next step. (7) Loosen distributor hold-down arm screw
enough to rotate the distributor housing (Fig. 9 or
Fig. 6 Setting Spark Plug GapÐTypical
8D - 16 IGNITION SYSTEMS Ä

Fig. 10). Turn distributor housing to adjust timing.
Tighten the hold-down arm screw and recheck timing.
(8) Turn the engine off. Remove timing light or
magnetic timing unit and tachometer. If the coolant
temperature sensor was disconnected, connect the sen-
sor and erase fault codes using the Erase Fault
Code Mode on the DRBII scan tool.
DISTRIBUTORÐ2.2L TBI, 2.5L TBI AND 2.5L MPI
ENGINES
REMOVAL
(1) Disconnect distributor pick-up connector from
wiring harness connector (Fig. 11).
(2) Remove splash shield retaining screws (Fig.
12). (3) Remove splash shield (Fig. 12).
(4) Loosen distributor cap retaining screws (Fig.
13). (5) Lift cap off of distributor (Fig. 14).
(6) Rotate engine crankshaft until the distributor
rotor is pointing toward the cylinder block. Use this
as reference when reinstalling distributor. (7) Remove distributor hold-down screw.
(8) Carefully lift the distributor from the engine.
Fig. 10 Distributor HolddownÐ3.0L Engine
Fig. 11 Distributor Pickup ConnectorÐ2.5L Engine
Fig. 7 Timing ScaleÐ2.2L TBI, 2.5L TBI and 2.5L MPI Engines
Fig. 8 Timing ScaleÐ3.0L Engine
Fig. 9 Distributor HolddownÐ2.5L Engine
Ä IGNITION SYSTEMS 8D - 17

2.2L TURBO III, 3.3L AND 3.8L IGNITION SYSTEMÐSYSTEM OPERATION INDEX
page page
Auto Shutdown (ASD) Relay and Fuel Pump Relay ................................ 32
Camshaft Position Sensor .................. 28
Coolant Temperature Sensor ................ 32
Crankshaft Position Sensor ................. 29
General Information ....................... 24 Ignition Coil
............................. 31
Knock SensorÐTurbo III Engine ............. 32
Manifold Absolute Pressure (MAP) Sensor ..... 32
Powertrain Control Module (PCM) ............ 24
Spark Plug Cables ....................... 25
Spark Plugs ............................ 26
GENERAL INFORMATION
This section describes the ignition systems for 2.2L
Turbo III, 3.3L and 3.8L engines. The Fuel Injection sections of Group 14 describe On
Board Diagnostics. Group 0, Lubrication and Maintenance, contains
general maintenance information for ignition related
items. The Owner's Manual also contains maintenance
information. 2.2L Turbo III, 3.3L and 3.8L engines uses a
fixed ignition timing system. Basic ignition tim-
ing is not adjustable. All spark advance is deter-
mined by the powertrain control module (PCM). The ignition system does not use a distributor. The
system is referred to as the Direct Ignition System. The
system's three main components are the coil pack,
crankshaft position sensor, and camshaft position sen-
sor. The crankshaft and camshaft sensors are hall
effect devices. The camshaft position and crankshaft position sen-
sors generate pulses that are the inputs sent to the
PCM. The PCM interprets crankshaft and camshaft
position from these sensors. The PCM uses crankshaft
position sensor input to determine ignition timing. The
PCM determines injector sequence from the camshaft
position sensor. The camshaft position sensor determines when a
slot in the camshaft gear passes beneath it (Fig. 1 or
Fig. 2). The crankshaft position sensor determines
when a window in the drive plate passes under it
(Fig. 3 or Fig. 4). When metal aligns with the sensor,
voltage goes low (less than 0.5 volts). When a notch
aligns with the sensor, voltage spikes high (5.0
volts). As a group of notches pass under the sensor,
the voltage switches from low (metal) to high (notch)
then back to low.
FIRING ORDER
The firing order of the 2.2L Turbo III engine direct
ignition system is 1-3-4-2 (Fig. 5). The firing order of
the 3.3L and 3.8L engines direct ignition system is
1-2-3-4-5-6 (Fig. 6).
POWERTRAIN CONTROL MODULE (PCM)
The ignition system is regulated by the powertrain
control module (PCM) (Fig. 7). The PCM supplies
battery voltage to the ignition coil through the Auto
Shutdown (ASD) Relay. The PCM also controls
ground circuit for the ignition coil. By switching the
ground path for the coil on and off, the PCM adjusts
ignition timing to meet changing engine operating
conditions.
Fig. 37 Manifold Absolute Pressure (MAP) SensorÐ3.0L Engine
8D - 24 IGNITION SYSTEMS Ä

During the crank-start period the PCM advances
ignition timing a set amount. During engine opera-
tion, the amount of spark advance provided by the
PCM is determined by these input factors:
² coolant temperature
² knock sensor (Turbo III)
² engine RPM
² available manifold vacuum
The PCM also regulates the fuel injection system.
Refer to the Fuel Injection sections of Group 14.
SPARK PLUG CABLES
Spark Plug cables are sometimes referred to as sec-
ondary ignition wires. The wires transfer electrical
current from the distributor to individual spark
plugs at each cylinder. The spark plug cables are of
nonmetallic construction and have a built in resis-
Fig. 1 Camshaft SprocketÐ2.2L Turbo III Engine
Fig. 2 Camshaft SprocketÐ3.3L and 3.8L Engines
Fig. 3 DriveplateÐ2.2L Turbo III Engine
Fig. 4 DriveplateÐ3.3L and 3.8L Engines
Fig. 5 Spark Plug Wire RoutingÐTurbo III Engine
Ä IGNITION SYSTEMS 8D - 25

mal wear can usually be cleaned, have the electrodes
filed and regapped, and then reinstalled. Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
may coat the entire tip of the spark plug with a rust
colored deposit. The rust color deposits can be misdi-
agnosed as being caused by coolant in the combustion
chamber. Spark plug performance is not affected by
MMT deposits.
COLD FOULING (CARBON FOULING) Cold fouling is sometimes referred to as carbon
fouling because the deposits that cause cold fouling are
basically carbon (Fig. 9). 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 may be caused by a clogged air cleaner. Cold fouling is normal after short operating periods.
The spark plugs do not reach a high enough operating
temperature during short operating periods.
WET FOULING A spark plug that is coated with excessive wet fuel or
oil is wet fouled. In older engines, wet fouling can be
caused by worn rings or excessive cylinder wear.
Break-in fouling of new engines may occur be-
fore normal oil control is achieved. In new or
recently overhauled engines, wet fouled spark
plugs can be usually be cleaned and reinstalled.
OIL OR ASH ENCRUSTED If one or more plugs are oil or oil ash encrusted,
engine oil is entering the combustion chambers (Fig.
10). Evaluate the engine to determine the cause.
HIGH SPEED MISS When replacing spark plugs because of a high speed
miss condition; wide open throttle operation
should be avoided for approximately 80 km (50 miles) after installation of new plugs.
This will
allow deposit shifting in the combustion chamber to
take place gradually and avoid plug destroying splash
fouling shortly after the plug change.
ELECTRODE GAP BRIDGING
Loose deposits in the combustion chamber can cause
electrode gap bridging. The deposits accumulate on the
spark plugs during continuous stop-and-go driving.
When the engine is suddenly subjected to a high torque
load, the deposits partially liquefy and bridge the gap
between the electrodes (Fig. 11). This short circuits the
electrodes. Spark plugs with electrode gap bridging can
be cleaned using standard procedures.
Fig. 9 Normal Operation and Cold (Carbon) Fouling
Fig. 10 Oil or Ash Encrusted
Fig. 11 Electrode Gap Bridging
Ä IGNITION SYSTEMS 8D - 27

The coil's low primary resistance allows the PCM to
fully charge the coil for each firing.
COOLANT TEMPERATURE SENSOR
On 2.2L Turbo III engines, the coolant temperature
sensor is installed into the thermostat housing (Fig. 30).
On 3.3L and 3.8L engines, the coolant temperature sensor
is located next to the thermostat housing (Fig. 31).
The coolant temperature sensor provides an input
voltage to the powertrain control module (PCM). The
sensor is a variable resistance (thermistor) with a
range of -40ÉC to 130ÉC (-40ÉF to 265ÉF). As coolant
temperature varies, the sensor resistance changes,
resulting in a different input voltage to the PCM.
The PCM contains different spark advance schedules
for cold and warm engine operation. The schedules reduce
engine emission and improve driveability.
The PCM demands slightly richer air-fuel mixtures
and higher idle speeds until the engine reaches normal
operating temperature. The coolant sensor input is also used for cooling
fan control.
KNOCK SENSORÐTURBO III ENGINE
Turbo III engines use a knock sensor. The sensor gen-
erates a signal when spark detonation occurs in the
combustion chambers. The sensor is mounted on the in-
take manifold behind the PCV breather (Fig. 32). The
sensor provides input voltage used by the powertrain
control module (PCM) to modify spark advance and
boost schedules in order to eliminate detonation.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
The MAP sensor reacts to absolute pressure in the
intake manifold and provides an input voltage to the
powertrain control module (PCM). As engine load
changes, manifold pressure varies. The changes in
engine load cause the MAP output voltage to change.
The change in MAP sensor output voltage results in
a different input voltage to the PCM.
The input voltage level supplies the PCM with infor-
mation relating to ambient barometric pressure during
engine start-up (cranking) and engine load while its op-
erating. The PCM uses this input along with inputs
from other sensors to adjust air-fuel mixture.
On Turbo III engines, the MAP sensor is mounted
to the front right fender (Fig. 33) On 3.3L and 3.8L
engines, the MAP sensor (Fig. 34) is mounted to the
side of the intake manifold, below the positive crank-
case ventilation (PCV) valve. The sensor is connected
to the PCM electrically.
AUTO SHUTDOWN (ASD) RELAY AND FUEL PUMP
RELAY
The powertrain control module (PCM) operates the
auto shutdown (ASD) relay and fuel pump relay
through one ground path. The PCM operates the re-
lays by switching the ground path on and off. Both
relays turn on and off at the same time.
Fig. 32 Knock SensorÐTurbo III Engine
Fig. 30 Coolant Temperature SensorÐTurbo III En- gines
Fig. 31 Coolant Temperature SensorÐ3.3L and 3.8LEngines
8D - 32 IGNITION SYSTEMS Ä