fuel type CHRYSLER VOYAGER 1996 User Guide

FUEL DELIVERY SYSTEMÐ2.5L DIESEL ENGINE
INDEX
page page
DESCRIPTION AND OPERATION
FUEL DRAIN TUBES..................... 7
FUEL FILTER/WATER SEPARATOR.......... 4
FUEL GAUGE SENDING UNIT.............. 4
FUEL HEATER RELAY.................... 8
FUEL HEATER.......................... 8
FUEL INJECTION PUMP.................. 5
FUEL INJECTORS....................... 6
FUEL SHUTDOWN SOLENOID............. 5
FUEL SYSTEM PRESSURE WARNING....... 3
FUEL TANK MODULE.................... 4
FUEL TANK............................ 3
FUEL TUBES/LINES/HOSES AND CLAMPSÐ
LOW-PRESSURE TYPE................. 6
HIGH-PRESSURE FUEL LINES............. 7
INTRODUCTION........................ 3
QUICK-CONNECT FITTINGSÐLOW PRESSURE
TYPE............................... 7
WASTEGATE (TURBOCHARGER)........... 8
DIAGNOSIS AND TESTING
AIR IN FUEL SYSTEM................... 11
FUEL HEATER RELAY TEST.............. 12
FUEL INJECTION PUMP TEST............. 12
FUEL INJECTOR SENSOR TEST........... 12
FUEL INJECTOR TEST.................. 12
FUEL SHUTDOWN SOLENOID TEST........ 13
FUEL SUPPLY RESTRICTIONS............ 13GENERAL INFORMATION................. 9
HIGH-PRESSURE FUEL LINE LEAK TEST.... 14
VISUAL INSPECTION..................... 9
WASTEGATE (TURBOCHARGER).......... 14
SERVICE PROCEDURES
AIR BLEED PROCEDURES............... 14
FUEL INJECTION PUMP TIMING........... 15
REMOVAL AND INSTALLATION
ACCELERATOR PEDAL.................. 16
AIR CLEANER ELEMENT................. 16
FUEL DRAIN TUBES.................... 16
FUEL FILTER/WATER SEPARATOR......... 16
FUEL HEATER RELAY................... 17
FUEL HEATER......................... 17
FUEL INJECTION PUMP................. 19
FUEL INJECTORS...................... 22
FUEL LEVEL SENSOR................... 18
FUEL RESERVOIR MODULE.............. 25
FUEL SHUTDOWN SOLENOID............ 23
FUEL TANK........................... 23
HIGH-PRESSURE LINES................. 26
SPECIFICATIONS
FUEL INJECTOR FIRING SEQUENCE....... 27
FUEL SYSTEM PRESSURE............... 27
FUEL TANK CAPACITY.................. 27
IDLE SPEED.......................... 27
DESCRIPTION AND OPERATION
INTRODUCTION
This Fuel Delivery section will cover components
not controlled by the PCM. For components con-
trolled by the PCM, refer to the Fuel Injection Sys-
temÐ2.5L Diesel Engine section of this group.
The fuel heater relay, fuel heater and fuel gauge
are not operated by the PCM. These components are
controlled by the ignition (key) switch. All other fuel
system electrical components necessary to operate
the engine are controlled or regulated by the PCM.
FUEL SYSTEM PRESSURE WARNING
WARNING: HIGH±PRESSURE FUEL LINES DELIVER
DIESEL FUEL UNDER EXTREME PRESSURE FROM
THE INJECTION PUMP TO THE FUEL INJECTORS.
THIS MAY BE AS HIGH AS 45,000 KPA (6526 PSI).
USE EXTREME CAUTION WHEN INSPECTING FORHIGH±PRESSURE FUEL LEAKS. INSPECT FOR
HIGH±PRESSURE FUEL LEAKS WITH A SHEET OF
CARDBOARD (Fig. 1). HIGH FUEL INJECTION
PRESSURE CAN CAUSE PERSONAL INJURY IF
CONTACT IS MADE WITH THE SKIN.
FUEL TANK
The fuel tank and tank mounting used with the
diesel powered engine is the same as used with gas-
oline powered models, although the fuel tank module
is different.
The fuel tank contains the fuel tank module and
two rollover valves. Two fuel lines are routed to the
fuel tank module. One line is used for fuel supply to
the fuel filter/water separator. The other is used to
return excess fuel back to the fuel tank.
The fuel tank module contains the fuel gauge elec-
trical sending unit.An electrical fuel pump is not
used with the diesel engine.
NS/GSFUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINE 14 - 3

For periodic draining of water from the bowl, refer
to Fuel Filter/Water Separator Removal/Installation
in this group.
FUEL SHUTDOWN SOLENOID
The fuel shutdown solenoid is controlled and
operated by the PCM.
The fuel shutdown (shut-off) solenoid is used to
electrically shut off the diesel fuel supply to the high-
pressure fuel injection pump. The solenoid is
mounted to the rear of the injection pump (Fig. 4).
The solenoid controls starting and stopping of the
engine regardless of the position of the accelerator
pedal. When the ignition (key) switch is OFF, the
solenoid is shut off and fuel flow is not allowed to the
fuel injection pump. When the key is placed in the
ON or START positions, fuel supply is allowed at the
injection pump.
FUEL INJECTION PUMP
The fuel injection pump is a mechanical distribu-
tor±type, Bosch VP36 series (Fig. 5). A gear on the
end of the injection pump shaft meshes with the
drive gear at the front of engine. The pump is
mechanically timed, relative to the position of the
cam and crankshaft. The PCM can make adjust-
ments to the timing of the injection pump.
The injection pump contains the fuel shutdown
solenoid, fuel temperature sensor, control sleeve sen-
sor, fuel quantity actuator and the fuel timing sole-
noid (Fig. 5).In the electronically controlled injection pump, the
pump plunger works the same as the pump plunger
in a mechanically controlled injection pump, but the
amount of fuel and the time the fuel is injected is
controlled by the vehicle's PCM, instead of by a
mechanical governor assembly. A solenoid controlled
by the PCM is used in place of the mechanical gov-
ernor assembly, and it moves a control sleeve inside
the pump that regulates the amount of fuel being
injected. There is no mechanical connection between
the accelerator pedal and the electronically controlled
injection pump. Instead, a sensor connected to the
accelerator pedal sends a signal to the PCM that rep-
resents the actual position of the accelerator pedal.
The PCM uses this input, along with input from
other sensors to move the control sleeve to deliver
the appropriate amount of fuel. This system is known
as ªDrive-By-Wireº
The actual time that the fuel is delivered is very
important to the diesel combustion process. The PCM
monitors outputs from the engine speed sensor (fly-
wheel position in degrees), and the fuel injector sen-
sor (mechanical movement within the #1 cylinder
fuel injector). Outputs from the Accelerator Pedal
Position sensor, engine speed sensor (engine rpm)
and engine coolant temperature sensor are also used.
The PCM will then compare its set values to these
outputs to electrically adjust the amount of fuel tim-
ing (amount of advance) within the injection pump.
This is referred to as ªClosed Loopº operation. The
PCM monitors fuel timing by comparing its set value
to when the injector #1 opens. If the value is greater
than a preset value a fault will be set.
Fig. 4 Fuel Shutdown Solenoid and Overflow Valve
Location
Fig. 5 Fuel Injection Pump
NS/GSFUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINE 14 - 5
DESCRIPTION AND OPERATION (Continued)

Actual electric fuel timing (amount of advance) is
accomplished by the fuel timing solenoid mounted to
the bottom of the injection pump (Fig. 5). Fuel timing
will be adjusted by the PCM, which controls the fuel
timing solenoid.
An overflow valve is attached into the fuel return
line at the rear of the fuel injection pump (Fig. 4).
This valve serves two purposes. One is to ensure that
a certain amount of residual pressure is maintained
within the pump when the engine is switched off.
This will prevent the fuel timing mechanism within
the injection pump from returning to its zero posi-
tion. The other purpose is to allow excess fuel to be
returned to the fuel tank through the fuel return
line. The pressure values within this valve are preset
and can not be adjusted.
The fuel injection pump supplies high±pressure
fuel of approximately 45,000 kPa (6526 psi) to each
injector in precise metered amounts at the correct
time.
For mechanical injection pump timing, refer to
Fuel Injection Pump Timing in the Service Proce-
dures section of this group.
FUEL INJECTORS
Fuel drain tubes (Fig. 6) are used to route excess
fuel back to the overflow valve (Fig. 4) at the rear of
the injection pump. This excess fuel is then returned
to the fuel tank through the fuel return line.
The injectors are connected to the fuel injection
pump by the high± pressure fuel lines. A separate
injector is used for each of the four cylinders. An
injector containing a sensor (Fig. 7) is used on thecylinder number one injector. This injector is called
instrumented injector #1 or needle movement sensor.
It is used to tell the PCM when the #1 injector's
internal spring-loaded valve seat has been forced
open by pressurized fuel being delivered to the cylin-
der, which is at the end of its compression stroke.
When the instrumented injector's valve seat is force
open, it sends a small voltage spike pulse to the
PCM. This tells the PCM that the engine is at TDC
on the number one cylinder. It is not used with the
other three injectors.
Fuel enters the injector at the fuel inlet (top of
injector) and is routed to the needle valve bore. When
fuel pressure rises to approximately 15,000±15,800
kPa (2175±2291 psi), the needle valve spring tension
is overcome. The needle valve rises and fuel flows
through the spray holes in the nozzle tip into the
combustion chamber. The pressure required to lift
the needle valve is the injector opening pressure set-
ting. This is referred to as the ªpop-offº pressure set-
ting.
Fuel pressure in the injector circuit decreases after
injection. The injector needle valve is immediately
closed by the needle valve spring and fuel flow into
the combustion chamber is stopped. Exhaust gases
are prevented from entering the injector nozzle by
the needle valve.
A copper washer (gasket) is used at the base of
each injector (Fig. 7) to prevent combustion gases
from escaping.
Fuel injector firing sequence is 1±3±4±2.
FUEL TUBES/LINES/HOSES AND CLAMPSÐLOW-
PRESSURE TYPE
Also refer to the proceeding section on Quick±Con-
nect Fittings.
Inspect all hose connections such as clamps, cou-
plings and fittings to make sure they are secure andFig. 6 Fuel Injectors and Drain Tubes
Fig. 7 Fuel Injector Sensor
14 - 6 FUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINENS/GS
DESCRIPTION AND OPERATION (Continued)

leaks are not present. The component should be
replaced immediately if there is any evidence of deg-
radation that could result in failure.
Never attempt to repair a plastic fuel line/tube or a
quick±connect fitting. Replace complete line/tube as
necessary.
Avoid contact of any fuel tubes/hoses with other
vehicle components that could cause abrasions or
scuffing. Be sure that the fuel lines/tubes are prop-
erly routed to prevent pinching and to avoid heat
sources.
The lines/tubes/hoses are of a special construction.
If it is necessary to replace these lines/tubes/hoses,
use only original equipment type.
The hose clamps used to secure the rubber hoses
are of a special rolled edge construction. This con-
struction is used to prevent the edge of the clamp
from cutting into the hose. Only these rolled edge
type clamps may be used in this system. All other
types of clamps may cut into the hoses and cause
fuel leaks.
Where a rubber hose is joined to a metal tube
(staked), do not attempt to repair. Replace entire
line/tube assembly.
Use new original equipment type hose clamps.
Tighten hose clamps to 2 N´m (20 in. lbs.) torque.
QUICK-CONNECT FITTINGSÐLOW PRESSURE
TYPE
Different types of quick-connect fittings are used to
attach various fuel system components. These are: a
single-tab type, a two-tab type or a plastic retainer
ring type (Fig. 8). Refer to Quick-Connect Fittings in
the Removal/Installation section for more informa-
tion.
CAUTION: The interior components (o-rings, spac-
ers) of quick-connect fitting are not serviced sepa-
rately, but new pull tabs are available for some
types. Do not attempt to repair damaged fittings or
fuel lines/tubes. If repair is necessary, replace the
complete fuel tube assembly.
HIGH-PRESSURE FUEL LINES
CAUTION: The high±pressure fuel lines must be
held securely in place in their holders. The lines
cannot contact each other or other components. Do
not attempt to weld high±pressure fuel lines or to
repair lines that are damaged. Only use the recom-
mended lines when replacement of high±pressure
fuel line is necessary.
High±pressure fuel lines deliver fuel under pres-
sure of up to approximately 45,000 kPa (6526 PSI)
from the injection pump to the fuel injectors. Thelines expand and contract from the high±pressure
fuel pulses generated during the injection process. All
high±pressure fuel lines are of the same length and
inside diameter. Correct high±pressure fuel line
usage and installation is critical to smooth engine
operation.
WARNING: USE EXTREME CAUTION WHEN
INSPECTING FOR HIGH±PRESSURE FUEL LEAKS.
INSPECT FOR HIGH±PRESSURE FUEL LEAKS WITH
A SHEET OF CARDBOARD. HIGH FUEL INJECTION
PRESSURE CAN CAUSE PERSONAL INJURY IF
CONTACT IS MADE WITH THE SKIN.
FUEL DRAIN TUBES
These rubber tubes are low±pressure type.
Some excess fuel is continually vented from the
fuel injection pump. During injection, a small amount
of fuel flows past the injector nozzle and is not
injected into the combustion chamber. This fuel
drains into the fuel drain tubes (Fig. 9) and back to
the tee banjo fitting, which is connected to the same
line as the overflow valve, which allows a variable
quantity to return to the fuel tank. The overflow
valve is calibrated to open at a preset pressure.
Excess fuel not required by the pump to maintain the
minimum pump cavity pressure is then returned
through the overflow valve and on to the fuel tank
through the fuel return line.
Fig. 8 Plastic Retainer Ring-Type Fitting
NS/GSFUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINE 14 - 7
DESCRIPTION AND OPERATION (Continued)

REMOVAL AND INSTALLATION
ACCELERATOR PEDAL
CAUTION: Be careful not to damage or kink the
cable core wire (within the cable sheathing) while
servicing the accelerator pedal or throttle cable.
REMOVAL
(1) Disconnect electrical connector.
(2) Remove accelerator pedal mounting bracket
nuts. Remove accelerator pedal assembly.
INSTALLATION
(1) Place accelerator pedal assembly over studs
protruding from floor pan. Tighten mounting nuts to
5 N´m (46 in. lbs.) torque.
(2) Connect electrical connector.
(3) Before starting the engine, operate the acceler-
ator pedal to check for any binding.
AIR CLEANER ELEMENT
REMOVAL
(1) Remove hose clamp at Mass Air Flow Sensor.
(2) Remove hose from Mass Air Flow Sensor.(3) Loosen 2 clamps holding air cleaner housing
halves together.
(4) Remove left side of air cleaner housing.
(5) Remove element from air cleaner housing.
INSTALLATION
(1) Install a new element in housing.
(2) Position left side of housing.
(3) Snap clamps into place.
(4) Install hoses and clamps.
FUEL DRAIN TUBES
The fuel drain tubes (Fig. 28) are low±pressure
type.
Pull each tube from the injector for removal. Push
on for installation. Clamps are not required for these
tubes.
FUEL FILTER/WATER SEPARATOR
The fuel filter/water separator is located in the
engine compartment on the right side near the shock
tower. (Fig. 29).
The fuel filter/water separator assembly contains
the fuel filter, fuel heater element, and fuel drain
valve (Fig. 29).
DRAINING WATER FROM FILTER BOWL
Moisture (water) collects at the bottom of the filter/
separator in a plastic bowl. Water entering the fuel
injection pump can cause serious damage to the
pump.Note that the bulb will be illuminated for
approximately 2 seconds each time the key is
initially placed in the ON position. This is done
for a bulb check.
Fig. 27 Accelerator Pedal Mounting-Typical
Fig. 28 Fuel Drain Tubes
14 - 16 FUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINENS/GS

(14) Gauge reading should be at 0.60 mm. If not,
the pump must be rotated for adjustment:
(a) Loosen the three injection pump mounting
nuts at the mounting flanges. These flanges are
equipped with slotted holes. The slotted holes are
used to rotate and position the injection pump for
fuel timing. Loosen the three nuts just enough to
rotate the pump.
(b) Rotate the pumpclockwise(as viewed from
front) until .60 mm is indicated on the dial indica-
tor gauge.
(c) Tighten the three pump mounting nuts to 30
N´m (22 ft. lbs.) torque.
(d) Recheck the dial indicator after tightening
the pump mounting nuts. Gauge should still be
reading 0.60 mm. Loosen pump mounting nuts and
readjust if necessary.
(15) Remove dial indicator and adapter tools.
(16) Install access plug and washer to rear of
injection pump.
(17) Install plug at timing gear cover.
(18) Remove dial indicator from valve stem.
(19) Install valve spring and keepers.
(20) Install rocker arm assembly and tighten nuts.
(21) Install and connect the four high±pressure
fuel lines to the fuel injection pump. Also connect
fuel lines at the fuel injectors. For procedures, refer
to High±Pressure Fuel Lines in this group.
(22) Install electrical connector at engine coolant
temperature sensor.
(23) Connect electrical connector at fuel shutdown
solenoid.(24) Connect the main engine wiring harness to
the glow plugs.
(25) Connect the fuel timing solenoid pigtail har-
ness to the engine wiring harness.
(26) Connect the overflow valve/banjo fitting (fuel
return line assembly). Replace copper gaskets before
installing.
(27) Connect the rubber fuel return and supply
hoses to metal lines at pump. Tighten hose clamps to
2 N´m (20 in. lbs.) torque.
(28) Install generator assembly.
(29) Install engine accessory drive belt. Refer to
Group 7, Cooling System for procedures.
(30) Install negative battery cable to battery.
(31) Start the engine and bring to normal operat-
ing temperature.
(32) Check for fuel leaks.
FUEL INJECTORS
Four fuel injectors are used on each engine. Of these
four, two different types are used. The fuel injector used
on cylinder number one is equipped with a fuel injector
sensor (Fig. 47). The other three fuel injectors are iden-
tical.
Do not place the fuel injector equipped with
the fuel injector sensor into any other location
except the cylinder number one position.
REMOVAL
(1) Disconnect negative battery cable at battery.
(2) Thoroughly clean the area around the injector
with compressed air.
(3) Remove the fuel drain hoses (tubes) at each
injector (Fig. 48) being serviced. Each of these hoses
is slip±fit to the fitting on injector.
(4) Remove the high±pressure fuel line at injector
being removed. Refer to High±Pressure Fuel Lines in
this group for procedures.
(5) Remove the injector using special socket tool
number VM.1012A. When removing cylinder number
Fig. 46 Installing Dial Indicator and Special Adapter
Tools
Fig. 47 Fuel Injector SensorÐNumber±1 Cylinder
14 - 22 FUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINENS/GS
REMOVAL AND INSTALLATION (Continued)

BOOST PRESSURE SENSOR
The Boost Pressure Sensor is mounted to the top of
the intake manifold. (Fig. 2) It is a sensor that mea-
sures both manifold vacuum and turbo boost, and it
also contains an integrated intake air temperature
sensor. The Boost Pressure Sensor takes the place of
the Mass Air Flow (MAF). In the Intake Air Temper-
ature Sensor component, there is a ceramic element
that changes its resistance based on temperature.
The ceramic element is part of an electronic circuit
connected to the PCM, and has a voltage applied to
it. The ceramic element is exposed to the air inside
the intake. This air has a cooling effect on the
ceramic element, and its resistance changes. This
causes the voltage flowing through the intake air
temperature circuit to vary. The voltage signal pro-
duced by the Intake Air Temperature Sensor changes
inversely to the temperature, and is measured by the
PCM. As a general rule, when the temperature of the
air in the intake is high, the voltage signal produced
by the Intake Air Temperature Sensor is low. The
component of the Boost Pressure Sensor that mea-
sures manifold vacuum and turbo boost produces a
voltage signal that is proportional to the pressure in
the inake manifold. When the intake manifold pres-
sure is low, the voltage is low, and when the pressure
is high, the voltage is high. The PCM uses the volt-
age signals from the Boost Pressure Sensor, and the
Intake Air Temperature Sensor to determine the
amount of air flowing through the intake manifold.
VEHICLE THEFT ALARM
The PCM can learn if the vehicle has a Vehicle
Theft Alarm (VTA) system. Once it detects the vehi-
cle having VTA,the controller can ONLY BE
USED ON VEHICLES WITH VTA.If the PCM is put it on a vehicle without VTA the
Glow Plug Lamp will start to blink and the vehicle
will not start.
The PCM cannot be flashed to remove the VTA.
BATTERY VOLTAGEÐPCM INPUT
The battery voltage input provides power to the
PCM. It also informs the PCM what voltage level is
being supplied by the generator once the vehicle is
running.
The battery input also provides the voltage that is
needed to keep the PCM memory alive. The memory
stores Diagnostic Trouble Code (DTC) messages.
Trouble codes will still be stored even if the battary
voltage is lost.
SENSOR RETURNÐPCM INPUT (ANALOG
GROUND)
Sensor Return provides a low noise Analog ground
reference for all system sensors.
SIGNAL GROUNDÐPCM INPUT
Signal ground provides a low noise ground to the
data link connector.
IGNITION CIRCUIT SENSEÐPCM INPUT
The ignition circuit sense input signals the PCM
that the ignition (key) switch has been turned to the
ON position. This signal initiates the glow plug con-
trol routine to begin the ªpre±heatº cycle.
START SIGNALÐPCM INPUT
This input tells the PCM that the engine starter is
being operated. This in turn will start the glow plug
ªpost±heatº cycle.
POWER GROUND
Provides a common ground for power devices (sole-
noid and relay devices).
NEEDLE MOVEMENT OR INSTRUMENTED FIRST
INJECTORÐPCM INPUT
This input from the PCM supplies a constant 30
mA electrical current source for the first injector sen-
sor. It will vary the voltage to this sensor when it
senses a mechanical movement within the injector
needle (pintle) of the number±1 cylinder fuel injector.
When this voltage has been determined by the PCM,
it will then control an output to the fuel timing sole-
noid (the fuel timing solenoid is located on the fuel
injection pump). Also refer to Fuel Injection Pump for
additional information.
The first injector sensor is a magnetic (inductive)
type.
Fig. 2 Boost Pressure Sensor Location
NS/GSFUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINE 14 - 45
DESCRIPTION AND OPERATION (Continued)

the amount of EGR supplied to the engine. This pro-
vides the correct amount of exhaust gas recirculation
for different operating conditions.
This system does not allow EGR at idle. The EGR
systems can operate at all coolant temperatures
above 60ÉF as long as the battery ambient tempera-
ture is above 7ÉF.
DIAGNOSIS AND TESTING
EGR SYSTEM ON-BOARD DIAGNOSTICS
The PCM performs an on-board diagnostic check of
the EGR system. The diagnostic system uses the
electronic EGR transducer for the system tests.
The diagnostic check activates only during selected
engine/driving conditions. When the conditions are
met, the PCM energizes the transducer solenoid to
disable the EGR. The PCM checks for a change in
the heated oxygen sensor signal. If the air-fuel mix-
ture goes lean, the PCM will attempt to enrichen the
mixture. The PCM registers a Diagnostic Trouble
Code (DTC) if the EGR system is not operating cor-
rectly. After registering a DTC, the PCM turns on the
malfunction indicator (Check Engine) lamp after 2
consecutive trips. There are 2 types of failures sensed
by the PCM. The first is a short or open in the elec-
trical solenoid circuit. The second is a mechanical
failure or loss of vacuum. The Malfunction Indicator
Lamp (MIL) indicates the need for service.
If a problem is indicated by the MIL and a DTC for
the EGR system is set, check for proper operation of
the EGR system. Use the System Test, EGR Gas
Flow Test. If the EGR system tests properly, check
the system using the DRB scan tool. Refer to
On-Board Diagnosis sections in this Group. Also,
refer to the DRB scan tool and the appropriate Pow-
ertrain Diagnostics Procedure manual.
EGR SYSTEM TEST
WARNING: APPLY PARKING BRAKE AND/OR
BLOCK WHEELS BEFORE TESTING THE EGR SYS-
TEM.
(1) Check the condition of all EGR system hoses
and tubes for leaks, cracks, kinks and hardening of
rubber hoses. Repair and correct these conditions
before performing any tests.
(2) Be sure the hoses at both the EGR valve and
EGR valve control are connected to the proper fit-
tings (Fig. 4).
(3) Be sure the electrical connector is firmly con-
nected at the valve control.
(4) To check EGR system operation, connect the
DRB scan tool to the 16±way data link connector.
The data link connector is located on the lower edge
of the instrument panel near the steering column.
Refer to the appropriate Powertrain Diagnostic Pro-
cedures service manual for operation of the DRB
scan tool when diagnosing the EGR system.
(5) After checking the system with the DRB scan
tool, proceed to the following EGR Valve Leakage and
EGR Valve Control Tests and repair as necessary.
Fig. 3 Electric EGR Transducer Assembly
Fig. 4 EGR Value and EGR Value ÐTypical
NSEMISSION CONTROL SYSTEMS 25 - 19
DESCRIPTION AND OPERATION (Continued)