fuel injection CHRYSLER VOYAGER 1996 Owner's Manual

²Engine coolant temperature
²Engine speed (crankshaft position sensor)
²Intake air temperature (2.4L only)
²Manifold absolute pressure
²Throttle position
²Transaxle gear selection (park/neutral switch)
The PCM also adjusts engine idle speed through
the idle air control motor based on the following
inputs.
²Air conditioning select switch head pressure
²Brake switch
²Engine coolant temperature
²Engine speed (crankshaft position sensor)
²Manifold absolute pressure
²Throttle position
²Transaxle gear selection (park/neutral switch)
²Vehicle distance (speed)
The Automatic Shutdown (ASD) and fuel pump
relays are located in the Power Distribution Center
(PDC).
The camshaft position sensor (distributor pick-up
signal 3.0L) and crankshaft position sensor signals
are sent to the PCM. If the PCM does not receive
both signals within approximately one second of
engine cranking, it deactivates the ASD relay and
fuel pump relay. When these relays are deactivated,
power is shut off to the fuel injectors, ignition coil,
oxygen sensor heating element and fuel pump.
The PCM contains a voltage converter that
changes battery voltage to a regulated 8.0 volts to
power the camshaft position sensor, crankshaft posi-
tion sensor and vehicle speed sensor. The PCM also
provides a 5.0 volt supply for the manifold absolute
pressure sensor, throttle position sensor and engine
coolant temperature sensor.
AIR CONDITIONING PRESSURE TRANSDUCERÐ
PCM INPUT
The Powertrain Control Module (PCM) monitors
the A/C compressor discharge (high side) pressure
through the air conditioning pressure transducer.
The transducer supplies an input to the PCM. The
PCM engages the A/C compressor clutch if pressure
is sufficient for A/C system operation.
AIR CONDITIONING SWITCH SENSEÐPCM INPUT
When the air conditioning or defrost switch is put
in the ON position and the low pressure switch, com-
bination valve, and high pressure switch close, the
PCM receives an A/C input. After receiving this
input, the PCM activates the A/C compressor clutch
by grounding the A/C clutch relay. The PCM also
adjusts idle speed to a scheduled RPM to compensate
for increased engine load.
AUTOMATIC SHUTDOWN (ASD) SENSEÐPCM
INPUT
The ASD sense circuit informs the PCM when the
ASD relay energizes. A 12 volt signal at this input
indicates to the PCM that the ASD has been acti-
vated. This input is used only to sense that the ASD
relay is energized.
When energized, the ASD relay supplies battery
voltage to the fuel injectors, ignition coils and the
heating element in each oxygen sensor. If the PCM
does not receive 12 volts from this input after
grounding the ASD relay, it sets a Diagnostic Trouble
Code (DTC).
BATTERY VOLTAGEÐPCM INPUT
The PCM monitors the battery voltage input to
determine fuel injector pulse width and generator
field control.
If battery voltage is low the PCM will increase
injector pulse width (period of time that the injector
is energized).
BRAKE SWITCHÐPCM INPUT
When the brake switch is activated, the PCM
receives an input indicating that the brakes are
being applied. After receiving this input the PCM
maintains idle speed to a scheduled RPM through
control of the idle air control motor. The brake switch
is mounted on the brake pedal support bracket.
CAMSHAFT POSITION SENSORÐPCM INPUT
The PCM determines fuel injection synchronization
and cylinder identification from inputs provided by
the camshaft position sensor and crankshaft position
sensor. From the two inputs, the PCM determines
crankshaft position.
3.3/3.8L
The sensor generates pulses as groups of notches
on the camshaft sprocket pass underneath it (Fig. 2).
The PCM keeps track of crankshaft rotation and
identifies each cylinder by the pulses generated by
the notches on the camshaft sprocket. Four crank-
shaft pulses follow each group of camshaft pulses.
When the PCM receives two camshaft pulses fol-
lowed by the long flat spot on the camshaft sprocket,
it knows that the crankshaft timing marks for cylin-
der one are next (on driveplate). When the PCM
receives one camshaft pulse after the long flat spot
on the sprocket, cylinder number two crankshaft tim-
ing marks are next. After 3 camshaft pulses, the
PCM knows cylinder four crankshaft timing marks
follow. One camshaft pulse after the three pulses
indicates cylinder five. The two camshaft pulses after
cylinder 5 signals cylinder six (Fig. 3). The PCM can
synchronize on cylinders 1 or 4.
NSFUEL SYSTEM 14 - 33
DESCRIPTION AND OPERATION (Continued)

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. The number of notches determine the amount
of pulses. If available, an oscilloscope can display the
square wave patterns of each timing events.
Top dead center (TDC) does not occur when
notches on the camshaft sprocket pass below the cyl-
inder. TDC occurs after the camshaft pulse (or
pulses) and after the 4 crankshaft pulses associated
with the particular cylinder. The arrows and cylinder
call outs on Figure 4 represent which cylinder the
flat spot and notches identify, they do not indicate
TDC position.The camshaft position sensor is mounted to the top
of the timing case cover (Fig. 4). The bottom of the
sensor is positioned above the camshaft sprocket.
The distance between the bottom of sensor and
the camshaft sprocket is critical to the opera-
tion of the system. When servicing the camshaft
position sensor, refer to the 3.3L and 3.8L Multi-
Port Fuel InjectionÐService Procedures sec-
tion in this Group.
2.4L
The camshaft position sensor attaches to the rear
of the cylinder head (Fig. 5). A target magnet
attaches to the rear of the camshaft and indexes to
the correct position (Fig. 6). The target magnet has
four different poles arranged in an asymmetrical pat-
tern. As the target magnet rotates, the camshaft
position sensor senses the change in polarity (Fig. 7).
The sensor output switch switches from high (5.0
volts) to low (0.30 volts) as the target magnet rotates.
When the north pole of the target magnet passes
under the sensor, the output switches high. The sen-
sor output switches low when the south pole of the
target magnet passes underneath.
Fig. 2 Camshaft Position Sensor
Fig. 3 Camshaft Sprocket
Fig. 4 Camshaft Position Sensor Location
14 - 34 FUEL SYSTEMNS
DESCRIPTION AND OPERATION (Continued)

The crankshaft position sensor is located in the
transaxle housing, above the vehicle speed sensor
(Fig. 10). The bottom of the sensor is positioned next
to the drive plate.The distance between the bot-
tom of sensor and the drive plate is critical to
the operation of the system. When servicing the
crankshaft position sensor, refer to the appro-
priate Multi-Port Fuel Injection Service Proce-
dures section in this Group.
2.4L
The second crankshaft counterweight has
machined into it two sets of four timing reference
notches and a 60 degree signature notch (Fig. 11).
From the crankshaft position sensor input the PCM
determines engine speed and crankshaft angle (posi-
tion).
The notches generate pulses from high to low in
the crankshaft position sensor output voltage. When
a metal portion of the counterweight aligns with the
crankshaft position sensor, the sensor output voltagegoes low (less than 0.3 volts). When a notch aligns
with the sensor, voltage spikes high (5.0 volts). As a
group of notches pass under the sensor, the output
voltage switches from low (metal) to high (notch)
then back to low.
If available, an oscilloscope can display the square
wave patterns of each voltage pulse. From the width
of the output voltage pulses, the PCM calculates
engine speed. The width of the pulses represent the
amount of time the output voltage stays high before
switching back to low. The period of time the sensor
output voltage stays high before switching back to
low is referred to as pulse width. The faster the
engine is operating, the smaller the pulse width on
the oscilloscope.
By counting the pulses and referencing the pulse
from the 60 degree signature notch, the PCM calcu-
lates crankshaft angle (position). In each group of
timing reference notches, the first notch represents
69 degrees before top dead center (BTDC). The sec-
ond notch represents 49 degrees BTDC. The third
notch represents 29 degrees. The last notch in each
set represents 9 degrees before top dead center
(TDC).
The timing reference notches are machined to a
uniform width representing 13.6 degrees of crank-
shaft rotation. From the voltage pulse width the
PCM tells the difference between the timing refer-
ence notches and the 60 degree signature notch. The
60 degree signature notch produces a longer pulse
width than the smaller timing reference notches. If
the camshaft position sensor input switches from
high to low when the 60 degree signature notch
passes under the crankshaft position sensor, the
PCM knows cylinder number one is the next cylinder
at TDC.
The crankshaft position sensor mounts to the
engine block behind the generator, just above the oil
filter (Fig. 12).
ENGINE COOLANT TEMPERATURE SENSORÐPCM
INPUT
The engine coolant temperature sensor is a vari-
able resistor with a range of -40ÉC to 129ÉC (-40ÉF to
265ÉF).
The engine coolant temperature sensor provides an
input voltage to the PCM. As coolant temperature
varies, the sensor resistance changes resulting in a
different input voltage to the PCM.
When the engine is cold, the PCM will demand
slightly richer air/fuel mixtures and higher idle
speeds until normal operating temperatures are
reached.
The engine coolant sensor is also used for cooling
fan control.
Fig. 10 Crankshaft Position Sensor LocationÐ3.0/
3.3/3.8L
Fig. 11 Timing Reference Notches
14 - 36 FUEL SYSTEMNS
DESCRIPTION AND OPERATION (Continued)

ances the two solenoids to maintain the set speed.
Refer to Group 8H for speed control information.
TACHOMETERÐPCM OUTPUT
The PCM supplies engine RPM to the instrument
panel tachometer through the CCD Bus. The CCD
Bus is a communications port. Various modules use
the CCD Bus to exchange information. Refer to
Group 8E for more information.
THROTTLE BODY
On all engine assemblies (2.4, 3.0, and 3.3/3.8L)
the throttle body's are located on the left side of the
intake manifold plenum. The throttle body houses
the throttle position sensor and the idle air control
motor. Air flow through the throttle body is con-
trolled by a cable operated throttle blade located in
the base of the throttle body (Fig. 43) or (Fig. 44) or
(Fig. 45).
DIAGNOSIS AND TESTING
VISUAL INSPECTIONÐ2.4L ENGINE
A visual inspection for loose, disconnected, or mis-
routed wires and hoses should be made before
attempting to diagnose or service the fuel injection
system. A visual check helps save unnecessary test
and diagnostic time. A thorough visual inspection will
include the following checks:
(1) Check ignition cable routing from the coil pack
to the spark plugs. Verify the cable are routed in the
correct order and are fully seated to the coil and
spark plug.
(2) Check direct ignition system (DIS) coil electri-
cal connection for damage and a complete connection
to the coil pack (Fig. 46).
Fig. 43 Throttle BodyÐ2.4L
Fig. 44 Throttle BodyÐ3.0L
NSFUEL SYSTEM 14 - 47
DESCRIPTION AND OPERATION (Continued)

VISUAL INSPECTIONÐ3.0L ENGINE
A visual inspection for loose, disconnected, or mis-
routed wires and hoses should be made before
attempting to diagnose or service the fuel injection
system. A visual check helps save unnecessary test
and diagnostic time. A thorough visual inspection will
include the following checks:(1) Check for correct spark plug cable routing.
Ensure that the cables are completely connected to
the spark plugs and distributor.
(2) Check ignition coil electrical connections (Fig.
62).
(3) Verify that the electrical connector is attached
to the Proportional Purge Solenoid (Fig. 63).
(4) Verify that vacuum connection at the duty cycle
Proportional Purge Solenoid valve is secure and not
leaking.
Fig. 60 Power Distribution Center (PDC)
Fig. 61 Power Brake Booster Hose
Fig. 62 Ignition Coil Electrical Connection
Fig. 63 Proportional Purge Solenoid Valve
14 - 52 FUEL SYSTEMNS
DIAGNOSIS AND TESTING (Continued)

terminals. Verify the connectors are fully inserted
into the socket of the PCM (Fig. 74). Ensure that
wires are not stretched or pulled out of the connector.
(24) Inspect fuses in the Power Distribution Cen-
ter (PDC). Verify all fuses and relays are fully
inserted into the PDC (Fig. 74). A label affixed to the
underside of the PDC cover identifies the relays and
fuses in the PDC.
(25) Check Battery Cable Connections.
(26) Check hose and wiring connections at fuel
pump module. Check that wiring connector is making
contact with terminals on pump.
VISUAL INSPECTIONÐ3.3/3.8L ENGINES
A visual inspection for loose, disconnected, or mis-
routed wires and hoses should be made before
attempting to diagnose or service the fuel injection
system. A visual check helps save unnecessary test
and diagnostic time. A thorough visual inspection will
include the following checks:
(1) Check ignition cable routing from the coil pack
to the spark plugs. Verify the cable are routed in the
correct order and are fully seated to the coil and
spark plug.(2) Check direct ignition system (DIS) coil electri-
cal connection for damage and a complete connection
to the coil pack (Fig. 75).
(3) Verify the camshaft position sensor electrical
connector is connected to the harness and not dam-
aged (Fig. 76).
(4) Ensure the engine temperature sensor electri-
cal connector is connected to the sensor and not dam-
aged (Fig. 77).
(5) Verify the quick connect fuel fitting is fully
inserted on the fuel supply tube.
(6) Check the oil pressure sending unit electrical
connection (Fig. 78).
Fig. 74 Powertrain Control Module (PCM)
Fig. 75 Ignition Coil Pack Electrical Connection
Fig. 76 Camshaft Position Sensor
NSFUEL SYSTEM 14 - 55
DIAGNOSIS AND TESTING (Continued)

FUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINE
CONTENTS
page page
FUEL DELIVERY SYSTEMÐ2.0L ENGINE.... 28
FUEL DELIVERY SYSTEMÐ2.5L DIESEL
ENGINE.............................. 3
FUEL INJECTION SYSTEMÐ2.0L ENGINE . . . 32FUEL INJECTION SYSTEMÐ2.5L DIESEL
ENGINE............................. 43
GENERAL INFORMATION.................. 1
GENERAL INFORMATION
INDEX
page page
GENERAL INFORMATION
FUEL REQUIREMENTSÐ2.0L ENGINE....... 2
FUEL REQUIREMENTSÐ2.5L DIESEL........ 2GASOLINE/OXYGENATE BLENDS........... 2
INTRODUCTIONÐ2.0L ENGINE............. 2
INTRODUCTIONÐ2.5L DIESEL............. 1
GENERAL INFORMATION
INTRODUCTIONÐ2.5L DIESEL
Certain components of the fuel system on the 2.5L
diesel engine are controlled by the Bosch Engine con-
troller which is a Powertrain Control Module (PCM).
Refer to Powertrain Control Module in the Fuel
Injection SystemÐ2.5L Diesel Engine section of this
group for a list of items controlled by the PCM. The
Body Control Module (BCM) is mounted to a bracket
located inside the vehicle under the dashpanel to the
left of the steering column (Fig. 1). The PCM is
mounted at the base of the center console in front of
the Air Bag Module. (Fig. 2).
TheFuel Systemconsists of: the fuel tank, fuel
injection pump (engine mounted), fuel filter/water
separator, fuel tank module, electrical fuel gauge
sending unit, glow plugs, glow plug relay, PCM, and
all the electrical components that control the fuel
system. It also consists of fuel tubes/lines/hoses and
fittings, vacuum hoses, and fuel injector(s).
AFuel Return System.A separate fuel return
system is used. This will route excess fuel: from the
fuel injectors; through individual injector drain
tubes; through the fuel injection pump overflow
valve; and back to the fuel tank through a separate
fuel line.TheFuel Tank Assemblyconsists of: the fuel
tank, two pressure relief/rollover valves, fuel filler
tube, fuel tank module containing a fuel gauge send-
ing unit, and a pressure-vacuum filler cap.
Fig. 1 BCM Location
NS/GSFUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINE 14 - 1

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

FUEL TANK MODULE
An electric fuel pump is not attached to the fuel
tank module for diesel powered engines. Fuel is sup-
plied by the fuel injection pump.
The fuel tank module is installed in the top of the
fuel tank (Fig. 2). The fuel tank module contains the
following components:
²Fuel reservoir
²A separate in-tank fuel filter
²Electric fuel gauge sending unit
²Fuel supply line connection
²Fuel return line connection
FUEL GAUGE SENDING UNIT
The fuel gauge sending unit is attached to the side
of the fuel pump module. The sending unit consists of
a float, an arm, and a variable resistor (track). The
track is used to send an electrical signal used for fuel
gauge operation.
As the fuel level increases, the float and arm move
up. This decreases the sending unit resistance, caus-
ing the fuel gauge on the instrument panel to read
full. As the fuel level decreases, the float and arm
move down. This increases the sending unit resis-
tance, causing the fuel gauge on the instrument
panel to read empty.
FUEL FILTER/WATER SEPARATOR
The fuel filter/water separator assembly is located
in the engine compartment near the strut tower (Fig.
3).
The combination fuel filter/water separator pro-
tects the fuel injection pump by helping to remove
water and contaminants from the fuel. Moisture col-
lects at the bottom of the filter/separator in a plastic
bowl.
The fuel filter/water separator assembly contains
the fuel filter, fuel heater element, and fuel drain
valve.
For information on the fuel heater, refer to Fuel
Heater in this group.
Refer to the maintenance schedules in Group 0 in
this manual for the recommended fuel filter replace-
ment intervals.
Fig. 1 Typical Fuel Pressure Test at Injector
Fig. 2 Fuel Tank
Fig. 3 Fuel Filter/Water Separator Location
14 - 4 FUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINENS/GS
DESCRIPTION AND OPERATION (Continued)

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)