engine oil CHRYSLER CARAVAN 2002 Workshop Manual

INSTALLATION
INSTALLATION - 2.4L
(1) Install the generator.
(2) Install the accessory drive belt, refer to the
Cooling System section for proper procedures.
(3) Connect B+ terminal to generator.
(4) Install nut holding B+ wire terminal to back of
generator.
(5) Connect the push-in field wire connector to
back of generator.
(6) Install the EVAP Purge solenoid to its bracket.
(7) Install the Air Box, refer to the Engine/Air
Cleaner for more information.
(8) Connect the Inlet Air Temperature sensor.
(9) Connect battery negative cable.
INSTALLATION - 3.3/3.8L
(1) Roll and place generator in position on vehicle
(Fig. 3).
(2) Install upper bolts to hold generator in place.
(3) Lubricate the o-ring. Install oil dip stick tube.
(4) Install the upper oil dip stick tube bolt.
(5) Place B+ terminal in position on generator.
(6) Install nut to hold B+ wire terminal to back of
generator.
(7) Connect the push-in field wire connector into
back of generator.
(8) Raise vehicle and support.
(9) Install the lower mounting bolt and tighten.
(10) Install the lower oil dip stick tube bolt and
tighten (Fig. 2).
(11) Install accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(12) Install the right front lower splash shield.
(13) Lower vehicle.
(14) Install wiring harness to the oil dip stick tube
(15) Connect battery negative cable.
(16) Verify generator output rate.
GENERATOR DECOUPLER
PULLEY
DESCRIPTION
The Generator Decoupler is a one way clutch (Fig.
4). It is attached to the generator and replaces the
standard pulley. It is a non-serviceable item and is to
be replaced as an assembly. It is a dry operation (no
grease or lubricants). The operation of it is not tem-
perature sensitive and has a low sensitivity to elec-
trical load.
Fig. 2 DIP STICK LOWER BOLT
Fig. 3 GENERATOR 3.3/3.8L
RSCHARGING8F-25
GENERATOR (Continued)
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Remove the starter relay from the PDC as
described in this group to perform the following tests:
(1) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 2. If not OK, replace the faulty relay.
(2) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 75  5 ohms. If OK, go to Step
3. If not OK, replace the faulty relay.
(3) Connect a battery B+ lead to terminals 86 and
a ground lead to terminal 85 to energize the relay.
The relay should click. Also test for continuity
between terminals 30 and 87, and no continuity
between terminals 87A and 30. If OK, refer to Relay
Circuit Test procedure. If not OK, replace the faulty
relay.CAV FUNCTION
30 B (+)
85 P/N POSITION SW.SENSE
86 IGNITION SWITCH OUTPUT
87 STARTER RELAY OUTPUT
87A NO CONNECT
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the PDC fuse as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the starter solenoid field coils. There should be
continuity between the cavity for relay terminal 87
and the starter solenoid terminal at all times. If OK,
go to Step 4. If not OK, repair the open circuit to the
starter solenoid as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is energized when
the ignition switch is held in the Start position and
the clutch pedal is depressed (manual trans). Check
for battery voltage at the cavity for relay terminal 86
with the ignition switch in the Start position and the
clutch pedal is depressed (manual trans), and no
voltage when the ignition switch is released to the
On position. If OK, go to Step 5. If not OK, check for
an open or short circuit to the ignition switch and
repair, if required. If the circuit to the ignition switch
is OK, see the Ignition Switch Test procedure in this
group.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. It is grounded
through the transmission range sensor only when the
gearshift selector lever is in the Park or Neutral
positions. Check for continuity to ground at the cav-
ity for relay terminal 85. If not OK with an auto-
matic transmission, check for an open or short circuit
to the transmission range sensor and repair. It is
grounded by the PCM if the conditions are right to
start the car. For automatic trans. cars the PCM
must see Park Neutral switch and near zero engine
rpm. For manual trans. cars the PCM only needs to
see near zero engine rpm. To diagnose the Park Neu-
tral switch of the trans range sensor refer to the
transaxle section for more information. Check for
continuity to ground while the ignition switch is in
the start position. If not OK and the vehicle has an
automatic trans. verify Park Neutral switch opera-
Starter Relay Pinout
Starter Relay Pinout
8F - 32 STARTINGRS
STARTING (Continued)
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(3) To disable the ignition and fuel systems, dis-
connect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Cen-
ter (PDC). Refer to the PDC cover for proper relay
location.
(4) Verify that all lights and accessories are OFF,
and the transmission shift selector is in the PARK
and SET parking brake.
CAUTION: Do not overheat the starter motor or
draw the battery voltage below 9.6 volts during
cranking operations.
(5) Rotate and hold the ignition switch in the
START position. Observe the volt-ampere tester (Fig.
3).
²If voltage reads above 9.6 volts, and amperage
draw reads above 280 amps, check for engine seizing
or faulty starter.
²If voltage reads 12.4 volts or greater and amper-
age reads 0 to 10 amps, check for corroded cables
and/or bad connections.
²Voltage below 9.6 volts and amperage draw
above 300 amps, the problem is the starter. Replace
the starter refer to starter removal.
(6) After the starting system problems have been
corrected, verify the battery state-of-charge and
charge battery if necessary. Disconnect all testing
equipment and connect ASD relay. Start the vehicle
several times to assure the problem has been cor-
rected.SPECIFICATIONS
STARTER
MANUFACTURER NIPPONDENSO
Engine Application 2.4L /3.3/3.8L
Power rating 1.2 Kw
Voltage 12 VOLTS
No. of Fields 4
No. of Poles 4
Brushes 4
Drive Conventional Gear Train
Free running Test
Voltage 11
Amperage Draw 73 Amp
Minimum Speed 3401 RPM
SolenoidClosing Voltage 7.5 Volts
Cranking Amperage Draw
test150 - 200 Amps.
Engine should be up to operating temperature.
Extremely heavy oil or tight engine will increase
starter amperage draw.
Torques
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Starter Mounting Bolts 47.4 35
Starter Solenoid Battery
Nut11.3 8.3 100
8F - 34 STARTINGRS
STARTING (Continued)
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BATTERY CLASSIFICATIONS & RATINGS
Part NumberBCI Group Size
ClassificationCold Cranking
AmperageReserve
CapacityAmpere -
HoursLoad Test
Amperage
4686158AB 34 500 110 Minutes 60 250
4727159AB 34 600 120 Minutes 66 300
4727242AB DIN H6 600 120 Minutes 66 300
5033235AA 34 700 95 Minutes 48 350
SPECIAL TOOLS
BATTERY SYSTEM SPECIAL TOOLS
BATTERY
DESCRIPTION
There are three different batteries available on this
model. Vehicles equipped with a diesel engine utilize
a spiral wound plate designed battery with recombi-
nation technology. This is a maintenance-free battery
that is capable of delivering more power than a con-
ventional battery. This additional power is required
by a diesel engine during cold cranking. Vehicles
equipped with a gasoline engine utilize a conven-
tional battery. Refer to the following information for
detailed differences and descriptions of these batter-
ies.
SPIRAL PLATE BATTERY - DIESEL ENGINE
Spiral plate technology takes the elements of tradi-
tional batteries - lead and sulfuric acid - to the nextlevel. By tightly winding layers of spiral grids and
acid-permeated vitreous separators into cells, the
manufacturer has developed a battery with more
power and service life than conventional batteries the
same size. The spiral plate battery is completely, per-
manently sealed. Through gas recombination, hydro-
gen and oxygen within the battery are captured
during normal charging and reunited to form the
water within the electrolyte, eliminating the need to
add distilled water. Therefore, these batteries have
non-removable battery vent caps (Fig. 4). Watercan-
notbe added to this battery.
The acid inside an spiral plate battery is bound
within the vitreous separators, ending the threat of
acid leaks. This feature allows the battery to be
installed in any position anywhere in the vehicle.
Spiral plate technology is the process by which the
plates holding the active material in the battery are
wound tightly in coils instead of hanging flat, like
conventional batteries. This design has a lower inter-
MICRO 420 BATTERY TESTER
Fig. 4 MAINTENANCE-FREE DIESEL ENGINE
BATTERY
RGBATTERY SYSTEM8Fa-7
BATTERY SYSTEM (Continued)
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ULES/POWERTRAIN CONTROL MODULE -
DESCRIPTION) section for more DTC information.
The Check Gauges Lamp (if equipped) or Battery
Lamp monitors:charging system voltage,engine
coolant temperature and engine oil pressure. If an
extreme condition is indicated, the lamp will be illu-
minated. The signal to activate the lamp is sent via
the PCI bus circuits. The lamp is located on the
instrument panel. Refer to the Instrument Cluster
section for additional information.
The PCM uses the inlet air temperature sensor to
control the charge system voltage. This temperature,
along with data from monitored line voltage, is used
by the PCM to vary the battery charging rate. The
system voltage is higher at cold temperatures and is
gradually reduced as the calculated battery tempera-
ture increases.
The ambient temperature sensor is used to control
the battery voltage based upon ambient temperature
(approximation of battery temperature). The PCM
maintains the optimal output of the generator by
monitoring battery voltage and controlling it to a
range of 13.5 - 14.7 volts based on battery tempera-
ture.
DIAGNOSIS AND TESTING - ON-BOARD
DIAGNOSTIC SYSTEM
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the OBD system. Some
circuits are checked continuously and some are
checked only under certain conditions.
If the OBD system senses that a monitored circuit
is bad, it will put a DTC into electronic memory. The
DTC will stay in electronic memory as long as the
circuit continues to be bad. The PCM is programmed
to clear the memory after 50 engine starts if the
problem does not occur again.
DIAGNOSTIC TROUBLE CODES
A DTC description can be read using the DRBIIIt
scan tool. Refer to the appropriate Powertrain Diag-
nostic Procedures manual for information.
A DTC does not identify which component in a cir-
cuit is bad. Thus, a DTC should be treated as a
symptom, not as the cause for the problem. In some
cases, because of the design of the diagnostic test
procedure, a DTC can be the reason for another DTC
to be set. Therefore, it is important that the test pro-
cedures be followed in sequence, to understand what
caused a DTC to be set.ERASING DIAGNOSTIC TROUBLE CODES
The DRBIIItScan Tool must be used to erase a
DTC.
The following procedures may be used to diagnose
the charging system if:
²the check gauges lamp or battery lamp is illumi-
nated with the engine running
²the voltmeter (if equipped) does not register
properly
²an undercharged or overcharged battery condi-
tion occurs.
Remember that an undercharged battery is often
caused by:
²accessories being left on with the engine not
running
²a faulty or improperly adjusted switch that
allows a lamp to stay on. Refer to Ignition-Off Draw
Test (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/
BATTERY - STANDARD PROCEDURE)
INSPECTION
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the On-Board Diagnostic
(OBD) system. Some charging system circuits are
checked continuously, and some are checked only
under certain conditions.
Refer to Diagnostic Trouble Codes in; Powertrain
Control Module; Electronic Control Modules for more
DTC information. This will include a complete list of
DTC's including DTC's for the charging system.
To perform a complete test of the charging system,
refer to the appropriate Powertrain Diagnostic Proce-
dures service manual and the DRBIIItscan tool.
Perform the following inspections before attaching
the scan tool.
(1) Inspect the battery condition. Refer to the Bat-
tery section (Refer to 8 - ELECTRICAL/BATTERY
SYSTEM - DIAGNOSIS AND TESTING) for proce-
dures.
(2) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter
solenoid and relay. They should be clean and tight.
Repair as required.
(3) Inspect all fuses in both the fuseblock and
Power Distribution Center (PDC) for tightness in
receptacles. They should be properly installed and
tight. Repair or replace as required.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts if required. Refer to the Gen-
erator Removal/Installation section of this group for
torque specifications (Refer to 8 - ELECTRICAL/
CHARGING - SPECIFICATIONS).
RGCHARGING8Fa-21
CHARGING (Continued)
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BATTERY TEMPERATURE
SENSOR
DESCRIPTION
The PCM incorporates a Battery Temperature Sen-
sor (BTS) on its circuit board.
OPERATION
The PCM uses the temperature of the battery area
to control the charge system voltage. This tempera-
ture, along with data from monitored line voltage, is
used by the PCM to vary the battery charging rate.
The system voltage is higher at cold temperatures
and is gradually reduced as temperature around the
battery increases.
The ambient temperature sensor is used to control
the battery voltage based upon ambient temperature
(approximation of battery temperature). The PCM
maintains the optimal output of the generator by
monitoring battery voltage and controlling it to a
range of 13.5 - 14.7 volts based on battery tempera-
ture.
The battery temperature sensor is also used for
OBD II diagnostics. Certain faults and OBD II mon-
itors are either enabled or disabled depending upon
the battery temperature sensor input (example: dis-
able purge and EGR, enable LDP). Most OBD II
monitors are disabled below 20ÉF.
REMOVAL
The battery temperature sensor is not serviced sep-
arately. If replacement is necessary, the PCM must
be replaced.
GENERATOR
DESCRIPTION
The generator is belt-driven by the engine. It is
serviced only as a complete assembly. The generator
produces DC voltage at the B+ terminal. If the gen-
erator is failed, the generator assembly subcompo-
nents (generator and decoupler pulley) must be
inspected for individual failure and replaced accord-
ingly.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The Y type stator winding connections deliver the
induced AC current to 3 positive and 3 negative
diodes for rectification. From the diodes, rectified DC
current is delivered to the vehicles electrical system
through the generator, battery, and ground terminals.
Excessive or abnormal noise emitting from the gen-
erator may be caused by:
²Worn, loose or defective bearings
²Loose or defective drive pulley (2.4L) or decou-
pler (3.3/3.8L)
²Incorrect, worn, damaged or misadjusted drive
belt
²Loose mounting bolts
²Misaligned drive pulley
²Defective stator or diode
²Damaged internal fins
REMOVAL
REMOVAL - 2.4L
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable.
(3) Disconnect the Inlet Air Temperature sensor.
(4) Remove the Air Box, refer to the Engine/Air
Cleaner for more information.
(5) Remove the EVAP Purge solenoid from its
bracket and reposition.
(6) Disconnect the push-in field wire connector
from back of generator.
(7) Remove nut holding B+ wire terminal to back
of generator.
(8) Separate B+ terminal from generator.
(9) Remove accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(10) Remove the generator.
RGCHARGING8Fa-23
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(5) Connect the push-in field wire connector to
back of generator.
(6) Install the EVAP Purge solenoid to its bracket.
(7) Install the Air Box, refer to the Engine/Air
Cleaner for more information.
(8) Connect the Inlet Air Temperature sensor.
(9) Connect battery negative cable.
INSTALLATION - 2.5L
(1) Install generator.
(2) Install the 2 lower mounting Bolts (Fig. 8).
(3) Install the Air Cleaner Box (Fig. 7).
(4) Install the upper support bracket (Fig. 6).
(5) Install the wiring harness on upper generator
bracket (Fig. 6).
(6) Connect the field connection (Fig. 5).
(7) Connect the generator battery connection (Fig.
5).
(8) Raise vehicle and support.
(9) Install the generator drive belt (Fig. 4).
(10) Install the right front splash shield (Fig. 3).
(11) Lower vehicle.
(12) Install the engine cover (Fig. 2).
(13) Connect the negative battery cable (Fig. 1).
INSTALLATION - 3.3/3.8L
(1) Roll and place generator in position on vehicle
(Fig. 10).
(2) Install upper bolts to hold generator in place.
(3) Lubricate the o-ring. Install oil dip stick tube.
(4) Install the upper oil dip stick tube bolt.
(5) Place B+ terminal in position on generator.
(6) Install nut to hold B+ wire terminal to back of
generator.
(7) Connect the push-in field wire connector into
back of generator.
(8) Raise vehicle and support.
(9) Install the lower mounting bolt and tighten.
(10) Install the lower oil dip stick tube bolt and
tighten (Fig. 9).
(11) Install accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(12) Install the right front lower splash shield.
(13) Lower vehicle.
(14) Install wiring harness to the oil dip stick tube
(15) Connect battery negative cable.
(16) Verify generator output rate.
INSTALLATION - 3.5L
(1) Install generator (Fig. 16) and the 3 mounting
bolts and tighten.
(2) Connect the generator positive battery cable
(Fig. 15).
(3) Connect the field connector and lock the con-
nector (Fig. 15).
(4) Install the axle shaft to the transmission.(5) Install axle to steering knuckle (Fig. 13).
(6) Install the 2 upper clevies bolts and tighten,
refer to the Suspension section.
(7) Install axle nut and tighten, refer to the Differ-
ential and Driveline section.
(8) Relocate the ABS sensor wiring to bracket (Fig.
12).
(9) Install the accessory drive belt (Fig. 14), refer
to the Cooling section.
(10) Install the right front splash shield.
(11) Install the right front tire, refer to the Wheels
and Tires section.
(12) Lower vehicle.
(13) Connect the negative battery cable.
GENERATOR DECOUPLER
PULLEY
DESCRIPTION
The Generator Decoupler is a one way clutch (Fig.
17). It is attached to the generator and replaces the
standard pulley. It is a non-serviceable item and is to
be replaced as an assembly. It is a dry operation (no
grease or lubricants). The operation of it is not tem-
perature sensitive and has a low sensitivity to elec-
trical load.
OPERATION
The generator decoupler is a one way clutch and
should be replaced as an assembly. It is designed to
help reduce belt tension fluctuation, reduce fatigue
loads, improve belt life, reduce hubloads on compo-
nents, and reduce noise.
Fig. 17 GENERATOR DECOUPLER 3.3/3.8L
8Fa - 28 CHARGINGRG
GENERATOR (Continued)
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Remove the starter relay from the PDC as
described in this group to perform the following tests:
(1) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 2. If not OK, replace the faulty relay.
(2) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 75  5 ohms. If OK, go to Step
3. If not OK, replace the faulty relay.
(3) Connect a battery B+ lead to terminals 86 and
a ground lead to terminal 85 to energize the relay.
The relay should click. Also test for continuity
between terminals 30 and 87, and no continuity
between terminals 87A and 30. If OK, refer to Relay
Circuit Test procedure. If not OK, replace the faulty
relay.CAV FUNCTION
30 B (+)
85 P/N POSITION SW.SENSE
86 IGNITION SWITCH OUTPUT
87 STARTER RELAY OUTPUT
87A NO CONNECT
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the PDC fuse as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the starter solenoid field coils. There should be
continuity between the cavity for relay terminal 87
and the starter solenoid terminal at all times. If OK,
go to Step 4. If not OK, repair the open circuit to the
starter solenoid as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is energized when
the ignition switch is held in the Start position and
the clutch pedal is depressed (manual trans). Check
for battery voltage at the cavity for relay terminal 86
with the ignition switch in the Start position and the
clutch pedal is depressed (manual trans), and no
voltage when the ignition switch is released to the
On position. If OK, go to Step 5. If not OK, check for
an open or short circuit to the ignition switch and
repair, if required. If the circuit to the ignition switch
is OK, see the Ignition Switch Test procedure in this
group.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. It is grounded
through the transmission range sensor only when the
gearshift selector lever is in the Park or Neutral
positions. Check for continuity to ground at the cav-
ity for relay terminal 85. If not OK with an auto-
matic transmission, check for an open or short circuit
to the transmission range sensor and repair. It is
grounded by the PCM if the conditions are right to
start the car. For automatic trans. cars the PCM
must see Park Neutral switch and near zero engine
rpm. For manual trans. cars the PCM only needs to
see near zero engine rpm. To diagnose the Park Neu-
tral switch of the trans range sensor refer to the
transaxle section for more information. Check for
continuity to ground while the ignition switch is in
the start position. If not OK and the vehicle has an
automatic trans. verify Park Neutral switch opera-
Starter Relay Pinout
Starter Relay Pinout
RGSTARTING8Fa-35
STARTING (Continued)
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(3) To disable the ignition and fuel systems, dis-
connect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Cen-
ter (PDC). Refer to the PDC cover for proper relay
location.
(4) Verify that all lights and accessories are OFF,
and the transmission shift selector is in the PARK
and SET parking brake.
CAUTION: Do not overheat the starter motor or
draw the battery voltage below 9.6 volts during
cranking operations.
(5) Rotate and hold the ignition switch in the
START position. Observe the volt-ampere tester (Fig.
3).
²If voltage reads above 9.6 volts, and amperage
draw reads above 280 amps, check for engine seizing
or faulty starter.
²If voltage reads 12.4 volts or greater and amper-
age reads 0 to 10 amps, check for corroded cables
and/or bad connections.
²Voltage below 9.6 volts and amperage draw
above 300 amps, the problem is the starter. Replace
the starter refer to starter removal.
(6) After the starting system problems have been
corrected, verify the battery state-of-charge and
charge battery if necessary. Disconnect all testing
equipment and connect ASD relay. Start the vehicle
several times to assure the problem has been cor-
rected.SPECIFICATIONS
STARTER
MANUFACTURER NIPPONDENSO
Engine Application 2.4L /3.3/3.8L
Power rating 1.2 Kw
Voltage 12 VOLTS
No. of Fields 4
No. of Poles 4
Brushes 4
Drive Conventional Gear Train
Free running Test
Voltage 11
Amperage Draw 73 Amp
Minimum Speed 3401 RPM
SolenoidClosing Voltage 7.5 Volts
Cranking Amperage Draw
test150 - 200 Amps.
Engine should be up to operating temperature.
Extremely heavy oil or tight engine will increase
starter amperage draw.
Torques
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Starter Mounting Bolts 47.4 35
Starter Solenoid Battery Nut 11.3 8.3 100
RGSTARTING8Fa-37
STARTING (Continued)
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IGNITION CONTROL
TABLE OF CONTENTS
page page
IGNITION CONTROL
DESCRIPTION - IGNITION SYSTEM..........1
OPERATION - IGNITION SYSTEM...........1
SPECIFICATIONS
TORQUE.............................2
SPARK PLUG CABLE RESISTANCE........2
SPARK PLUG.........................2
FIRING ORDER........................3
AUTO SHUT DOWN RELAY
DESCRIPTION..........................3
OPERATION............................3
CAMSHAFT POSITION SENSOR
DESCRIPTION..........................3
OPERATION............................4
REMOVAL
REMOVAL - 2.4L.......................4
REMOVAL - 3.3/3.8L....................4
INSTALLATION
INSTALLATION - 2.4L...................6
INSTALLATION - 3.3/3.8L.................6
IGNITION COIL
DESCRIPTION..........................6
OPERATION............................6
REMOVAL
REMOVAL - 2.4L.......................7REMOVAL - 3.3/3.8L....................7
INSTALLATION
INSTALLATION - 2.4L...................7
INSTALLATION - 3.3/3.8L.................8
KNOCK SENSOR
DESCRIPTION..........................8
OPERATION............................8
REMOVAL
REMOVAL - 2.4L.......................8
REMOVAL - 3.8L.......................8
INSTALLATION
INSTALLATION - 2.4L...................8
INSTALLATION - 3.8L...................8
SPARK PLUG
DESCRIPTION
DESCRIPTION - STANDARD 4 CYLINDER . . . 9
DESCRIPTION - PLATINUM PLUGS........9
REMOVAL.............................9
INSTALLATION.........................10
SPARK PLUG CABLE
DESCRIPTION.........................10
REMOVAL.............................10
INSTALLATION.........................10
IGNITION CONTROL
DESCRIPTION - IGNITION SYSTEM
NOTE: All engines use a fixed ignition timing sys-
tem. Basic ignition timing is not adjustable. All
spark advance is determined by the Powertrain
Control Module (PCM).
The distributorless ignition system used on these
engines is referred to as the Direct Ignition System
(DIS). The system's three main components are the
coils, crankshaft position sensor, and camshaft posi-
tion sensor. The coil on plug ignition system utilizesan ignition coil for every cylinder, it is mounted
directly over the each spark plug.
OPERATION - IGNITION SYSTEM
The crankshaft position sensor and camshaft posi-
tion sensor are hall effect devices. The camshaft posi-
tion sensor and crankshaft position sensor generate
pulses that are inputs to the PCM. The PCM deter-
mines engine position from these sensors. The PCM
calculates injector sequence and ignition timing from
crankshaft & camshaft position. For a description of
both sensors, refer to Camshaft Position Sensor and
Crankshaft Position Sensor.
RSIGNITION CONTROL8I-1
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