engine oil CHRYSLER VOYAGER 1996 Owner's Guide

NOTE: Do not use any type of tool when tighten-
ing the cap. Hand tighten only (approximately 5 N´m
or 44 in. lbs.) torque.
COOLANT PERFORMANCE
ETHYLENE-GLYCOL MIXTURES
The required ethylene-glycol (antifreeze) and water
mixture depends upon the climate and vehicle oper-
ating conditions. The recommended mixture of 50/50
ethylene-glycol and water will provide protection
against freezing to -37 deg. C (-35 deg. F). The anti-
freeze concentrationmust alwaysbe a minimum of
44 percent, year-round in all climates.If percentage
is lower than 44 percent, engine parts may be
eroded by cavitation, and cooling system com-
ponents may be severely damaged by corrosion.
Maximum protection against freezing is provided
with a 68 percent antifreeze concentration, which
prevents freezing down to -67.7 deg. C (-90 deg. F). A
higher percentage will freeze at a warmer tempera-
ture.100 Percent Ethylene-GlycolÐShould Not Be Used in
Chrysler Vehicles
Use of 100 percent ethylene-glycol will cause for-
mation of additive deposits in the system, as the cor-
rosion inhibitive additives in ethylene-glycol require
the presence of water to dissolve. The deposits act as
insulation, causing temperatures to rise to as high as
149 deg. C (300) deg. F). This temperature is hot
enough to melt plastic and soften solder. The
increased temperature can result in engine detona-
tion. In addition, 100 percent ethylene-glycol freezes
at 22 deg. C (-8 deg. F ).
Propylene-glycol FormulationsÐShould Not Be Used in
Chrysler Vehicles
Propylene-glycol formulations do not meet
Chrysler coolant specifications.It's overall effec-
tive temperature range is smaller than that of ethyl-
ene-glycol. The freeze point of 50/50 propylene-glycol
and water is -32 deg. C (-26 deg. F). 5 deg. C higher
than ethylene-glycol's freeze point. The boiling point
(protection against summer boil-over) of propylene-
glycol is 125 deg. C (257 deg.F)at96.5 kPa (14 psi),
compared to 128 deg. C (263 deg. F) for ethylene-gly-
col. Use of propylene-glycol can result in boil-over or
freeze-up in Chrysler vehicles, which are designed for
ethylene-glycol. Propylene glycol also has poorer heat
transfer characteristics than ethylene glycol. This
can increase cylinder head temperatures under cer-
tain conditions.
Propylene-glycol/Ethylene-glycol MixturesÐShould Not Be
Used in Chrysler Vehicles
Propylene-glycol/ethylene-glycol Mixtures can
cause the destabilization of various corrosion inhibi-
tors, causing damage to the various cooling system
components. Also, once ethylene-glycol and propy-
lene-glycol based coolants are mixed in the vehicle,
conventional methods of determining freeze point will
not be accurate. Both the refractive index and spe-
cific gravity differ between ethylene glycol and propy-
lene glycol.
CAUTION: Richer antifreeze mixtures cannot be
measured with normal field equipment and can
cause problems associated with 100 percent ethyl-
ene-glycol.
BELT TENSION
Correct accessory drive belt tension is required to
be sure of optimum performance of belt driven engine
accessories. If specified tension is not maintained,
belt slippage may cause; engine overheating, lack of
power steering assist, loss of air conditioning capac-
ity, reduced generator output rate and greatly
reduced belt life.
Fig. 11 Coolant Tank Pressure/Vent Cap
NS/GSCOOLING SYSTEM 7 - 5
DESCRIPTION AND OPERATION (Continued)

Initial belt adjustment is done with a adjustable
tensioner pulley. After the initial adjustment is per-
formed, an automatic belt tensioner is used to main-
tain correct belt tension at all times. Do not attempt
to check belt tension with a belt tension gauge on
vehicles equipped with an automatic belt tensioner.
Refer to Automatic Belt Tensioner in this group.
AUTOMATIC BELT TENSIONER
Drive belt tension is controlled by a spring loaded
automatic belt tensioner located below and to the
front of the engine oil filter (Fig. 12). This tensioner
is connected to a pivot bracket and a pulley (Fig. 12).
The pivot bracket rotates on a pivot pin attached to
the engine. Special machined washers with rubber
o-rings (Fig. 12) are used at each side of the pivot
bracket to help keep dirt and water away from the
pivot pin.
If a defective belt tensioner is suspected, a check of
this pivot bracket and pivot pin should be made. Cor-
rosion may have formed at the pin and may cause
the pivot bracket to stick. Belt slippage will result.
WARNING: BECAUSE OF HIGH SPRING PRES-
SURE, DO NOT ATTEMPT TO DISASSEMBLE THE
AUTOMATIC BELT TENSIONER. UNIT IS SERVICED
AS AN ASSEMBLY.
THERMOSTAT
DIAGNOSIS
Diesel engines, due to their inherent efficiency are
slower to warm up than gasoline powered engines,
and will operate at lower temperatures when the
vehicle is unloaded. Because of this, lower tempera-
ture gauge readings for diesel versus gasoline
engines may, at times be normal.
Typically, complaints of low engine coolant temper-
ature are observed as low heater output when com-
bined with cool or cold outside temperatures.
To help promote faster engine warm-up, an electric
engine block heater must be used with cool or cold
outside temperatures. This will help keep the engine
coolant warm when the vehicle is parked. Use the
block heater if the outside temperature is below 4ÉC
(40ÉF).Do not use the block heater if the out-
side temperature is above 4ÉC (40ÉF).
TESTING
NOTE: The DRB scan tool shoud be used to moni-
tor engine coolant temperature on the diesel
engine. Refer to the 1998 GS Powertrain Diagnostic
Manual for thermostat diagnosis procedure.
Fig. 12 Automatic Belt Tensioner Assembly
7 - 6 COOLING SYSTEMNS/GS
DESCRIPTION AND OPERATION (Continued)

STARTER
CONTENTS
page page
GENERAL INFORMATION
INTRODUCTION......................... 1
DESCRIPTION AND OPERATION
SUPPLY CIRCUIT AND CONTROL CIRCUIT.... 1
DIAGNOSIS AND TESTING
CONTROL CIRCUIT TEST.................. 1
FEED CIRCUIT RESISTANCE TEST........... 3
FEED CIRCUIT TEST...................... 4REMOVAL AND INSTALLATION
STARTERÐ2.4L ENGINE.................. 5
STARTERÐ3.0L ENGINE.................. 6
STARTERÐ3.3/3.8L ENGINE............... 6
SPECIFICATIONS
STARTER .............................. 7
TORQUE............................... 7
GENERAL INFORMATION
INTRODUCTION
The starting system has (Fig. 1):
²Ignition switch
²Starter relay
²Powertrain Control Module (PCM) double start
override
²Neutral starting and back up switch with auto-
matic transmissions only
²Wiring harness
²Battery
²Starter motor with an integral solenoid
²Positive Temperature Coefficient (PTC) is the
circuit protection for the ignition feed to the starter
relay coil. The PTC is located in the Junction Block.
These components form two separate circuits. A
high amperage circuit that feeds the starter motor up
to 300+ amps, and a control circuit that operates on
less than 20 amps.
DESCRIPTION AND OPERATION
SUPPLY CIRCUIT AND CONTROL CIRCUIT
The starter system consists of two separate cir-
cuits:
²A high amperage supply to feed the starter
motor.
²A low amperage circuit to control the starter
solenoid.
DIAGNOSIS AND TESTING
CONTROL CIRCUIT TEST
The starter control circuit has:
²Starter solenoid
²Starter relay
Fig. 1 Starting System Components
NSSTARTER 8B - 1

²Transmission range sensor, or Park/Neutral
Position switch with automatic transmissions
²Clutch Pedal Position Switch with manual
transmissions
²Ignition switch
²Battery
²All related wiring and connections
CAUTION: Before performing any starter tests, the
ignition and fuel systems must be disabled.
²To disable ignition and fuel systems, disconnect
the Automatic Shutdown Relay (ASD). The ASD relay
is located in the in the Power Distribution Center
(PDC). Refer to the PDC cover for the proper relay
location.
STARTER SOLENOID
WARNING: CHECK TO ENSURE THAT THE TRANS-
MISSION IS IN THE PARK POSITION WITH THE
PARKING BRAKE APPLIED
(1) Verify battery condition. Battery must be in
good condition with a full charge before performing
any starter tests. Refer to Battery Tests.
(2) Perform Starter Solenoid test BEFORE per-
forming the starter relay test.
(3) Raise the vehicle.
(4) Perform a visual inspection of the starter/
starter solenoid for corrosion, loose connections or
faulty wiring.
(5) Lower the vehicle.
(6) Locate and remove the starter relay from the
Power Distribution Center (PDC). Refer to the PDC
label for relay identification and location.
(7) Connect a remote starter switch or a jumper
wire between the remote battery positive post and
terminal 87 of the starter relay connector.
(a) If engine cranks, starter/starter solenoid is
good. Go to the Starter Relay Test.
(b) If engine does not or solenoid chatters, check
wiring and connectors from starter relay to starter
solenoid for loose or corroded connections. Particu-
larly at starter terminals.
(c) Repeat test. If engine still fails to crank prop-
erly, trouble is within starter or starter mounted
solenoid, and replace starter.
STARTER RELAY
WARNING: CHECK TO ENSURE THAT THE TRANS-
MISSION IS IN THE PARK POSITION/NEUTRAL
WITH THE PARKING BRAKE APPLIED
RELAY TEST
The starter relay is located in the Power Distribu-
tion Center (PDC) in the engine compartment. Refer
to the PDC label for relay identification and location.
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 7565 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.
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. On
Starter Relay
8B - 2 STARTERNS
DIAGNOSIS AND TESTING (Continued)

vehicles with a manual transmission, the clutch
pedal must be fully depressed for this test. Check for
battery voltage at the cavity for relay terminal 86
with the ignition switch in the Start position, and no
voltage when the ignition switch is released to the
On position. If OK, go to Step 5. If not OK with an
automatic transmission, 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. If not
OK with a manual transmission, check the circuit
between the relay and the clutch pedal position
switch for an open or a short. If the circuit is OK, see
the Clutch Pedal Position Switch Test procedure in
this group.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. On vehicles with an
automatic transmission, it is grounded through the
park/neutral position switch only when the gearshift
selector lever is in the Park or Neutral positions. On
vehicles with a manual transmission, it is grounded
at all times. Check for continuity to ground at the
cavity for relay terminal 85. If not OK with an auto-
matic transmission, check for an open or short circuit
to the park/neutral position switch and repair, if
required. If the circuit is OK, see the Park/Neutral
Position Switch Test procedure in this group. If not
OK with a manual transmission, repair the circuit to
ground as required.
SAFETY SWITCHES
For diagnostics,
²Clutch Pedal Position Switch, refer to Group 6,
Clutch.
²Park/Neutral Position Switch, refer to Group 21,
Transaxle
IGNITION SWITCH
After testing starter solenoid and relay, test igni-
tion switch and wiring. Refer to Group 8D, Ignition
Systems or Group 8W, Wiring Diagrams. Check all
wiring for opens or shorts, and all connectors for
being loose or corroded.
BATTERY
Refer to Group 8A, Battery for proper procedures.
ALL RELATED WIRING AND CONNECTORS
Refer to Group 8W, Wiring Diagrams,
FEED CIRCUIT RESISTANCE TEST
Before proceeding with this operation, review Diag-
nostic Preparation and Starter Feed Circuit Tests.
The following operation will require a voltmeter,
accurate to 1/10 of a volt.
CAUTION: Before performing any starter tests, the
ignition and fuel systems must be disabled.
(1) 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.
(2) With all wiring harnesses and components
properly connected, perform the following:
(a) Connect the negative lead of the voltmeter to
the battery negative post, and positive lead to the
battery negative cable clamp (Fig. 2). Rotate and
hold the ignition switch in the START position.
Observe the voltmeter. If voltage is detected, cor-
rect poor contact between cable clamp and post.
(b) Connect positive lead of the voltmeter to the
battery positive post, and negative lead to the bat-
tery positive cable clamp. Rotate and hold the igni-
tion switch key in the START position. Observe the
voltmeter. If voltage is detected, correct poor con-
tact between the cable clamp and post.
(c) Connect negative lead of voltmeter to battery
negative terminal, and positive lead to engine
Fig. 2 Test Battery Connection Resistance
NSSTARTER 8B - 3
DIAGNOSIS AND TESTING (Continued)

(4) Connect solenoid connector into starter.
(5) Install nut to hold B+ terminal to starter sole-
noid.
(6) Lower vehicle.
(7) Connect battery negative cable.(8) Verify starter operation.
SPECIFICATIONS
STARTER
Engine should be up to operating temperature.
Extremely heavy oil or tight engine will increase
starter amperage draw.
TORQUE
DESCRIPTION TORQUE
Starter Mounting Bolts.........54N´m(40ft.lbs.)
Starter Solenoid Battery Nut. . . .10 N´m (90 in. lbs.)
Fig. 13 Starter Bolts
Fig. 14 Starter±3.3/3.8L Engine
MANUFACTURER NIPPONDENSO
Engine Application 2.4L /3.0L /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.
NSSTARTER 8B - 7
REMOVAL AND INSTALLATION (Continued)

GENERATOR
The generator is belt-driven by the engine. It is
serviced only as a complete assembly. If the genera-
tor fails for any reason, the entire assembly must be
replaced.
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 vehicle electrical system
through the generator, battery, and ground terminals.
Noise emitting from the generator may be caused
by:
²Worn, loose or defective bearings
²Loose or defective drive pulley
²Incorrect, worn, damaged or misadjusted drive
belt
²Loose mounting bolts
²Misaligned drive pulley
²Defective stator or diode
BATTERY TEMPERATURE SENSOR
The temperature sensor, in the PCM, is used to
determine the battery temperature. This temperature
data, along with data from monitored line voltage, is
used by the PCM to vary the battery charging rate.
System voltage will be higher at colder temperatures
and is gradually reduced at warmer temperatures.
ELECTRONIC VOLTAGE REGULATOR
The Electronic Voltage Regulator (EVR) is not a
separate component. It is actually a voltage regulat-
ing circuit located within the Powertrain Control
Module (PCM). The EVR is not serviced separately. If
replacement is necessary, the PCM must be replaced.
Operation:The amount of DC current produced
by the generator is controlled by EVR circuitry con-
tained within the PCM. This circuitry is connected in
series with the generators second rotor field terminal
and its ground.
Voltage is regulated by cycling the ground path to
control the strength of the rotor magnetic field. The
EVR circuitry monitors system line voltage and bat-
tery temperature (refer to Battery Temperature Sen-
sor for more information). It then compensates and
regulates generator current output accordingly. Also
refer to Charging System Operation for additional
information.
DIAGNOSIS AND TESTING
CHARGING SYSTEM
When the ignition switch is turned to the ON posi-
tion, battery potential will register on the voltmeter.
During engine cranking a lower voltage will appear
on the meter. With the engine running, a voltage
reading higher than the first reading (ignition in ON)
should register.
The following are possible symptoms of a charging
system fault:
²The voltmeter does not operate 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. See Ignition-Off Draw Test
in Group 8A, Battery for more information.
The following procedures may be used to correct a
problem diagnosed as a charging system fault.
INSPECTION
(1) 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.
(2) Inspect all fuses in the fuseblock module and
Power Distribution Center (PDC) for tightness in
receptacles. They should be properly installed and
tight. Repair or replace as required.
(3) Inspect the electrolyte level in the battery.
Replace battery if electrolyte level is low.
(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.
(5) Inspect generator drive belt condition and ten-
sion. Tighten or replace belt as required. Refer to
Belt Tension Specifications in Group 7, Cooling Sys-
tem.
(6) Inspect automatic belt tensioner (if equipped).
Refer to Group 7, Cooling System for information.
(7) Inspect connections at generator field, battery
output, and ground terminals. Also check ground con-
nection at engine. They should all be clean and tight.
Repair as required.
8C - 2 CHARGING SYSTEMNS
DESCRIPTION AND OPERATION (Continued)

IGNITION SYSTEM
CONTENTS
page page
GENERAL INFORMATION................... 1
2.4L ENGINE............................ 16
3.0L ENGINE............................ 233.3/3.8L ENGINE........................ 28
IGNITION SWITCH AND LOCK CYLINDER..... 35
GENERAL INFORMATION
INDEX
page page
GENERAL INFORMATION
AUTOMATIC SHUTDOWN (ASD) RELAY....... 4
CAMSHAFT POSITION SENSOR............. 5
CRANKSHAFT POSITION SENSOR........... 5
ENGINE COOLANT TEMPERATURE (ECT)
SENSOR.............................. 6
IGNITION COIL.......................... 4
IGNITION SYSTEM....................... 2
INTRODUCTION......................... 1
KNOCK SENSOR......................... 7
LOCK KEY CYLINDER..................... 7
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR.............................. 6
POWERTRAIN CONTROL MODULE........... 1
SPARK PLUG CABLE...................... 3
SPARK PLUGSÐ2.4/3.0L................... 2
SPARK PLUGSÐ3.3/3.8L................... 2
THROTTLE POSITION SENSOR (TPS)........ 7DIAGNOSIS AND TESTING
CAMSHAFT POSITION SENSOR AND
CRANKSHAFT POSITION SENSOR......... 11
CHECK COIL TESTÐ2.4L.................. 9
CHECK COIL TESTÐ3.3/3.8L................ 9
ENGINE COOLANT TEMPERATURE SENSOR . . 11
FAILURE TO START TEST................. 10
IGNITION TIMING PROCEDURE............ 11
INTAKE AIR TEMPERATURE SENSOR........ 11
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR TEST........................ 11
SPARK PLUG CONDITION................. 11
TESTING FOR SPARK AT COILÐ2.4/3.3/3.8L
ENGINES............................. 8
TESTING FOR SPARK AT COILÐ3.0L......... 8
THROTTLE POSITION SENSOR............ 13
SERVICE PROCEDURES
IGNITION TIMING PROCEDURE............ 15
POWERTRAIN CONTROL MODULE.......... 13
SPARK PLUG GAP ADJUSTMENT........... 13
GENERAL INFORMATION
INTRODUCTION
This group describes the ignition systems for the
2.4, 3.0, and 3.3/3.8L engines.
On Board Diagnostics is described in Group 25 -
Emission Control Systems.
Group 0 - Lubrication and Maintenance, contains
general maintenance information for ignition related
items. The Owner's Manual also contains mainte-
nance information.
POWERTRAIN CONTROL MODULE
The ignition system is regulated by the Powertrain
Control Module (PCM) (Fig. 1). 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.
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 the following input factors:
NSIGNITION SYSTEM 8D - 1

²available manifold vacuum
²barometric pressure
²engine coolant temperature
²engine RPM
²intake air temperature (2.4L only)
²throttle position
The PCM also regulates the fuel injection system.
Refer to the Fuel Injection sections of Group 14.
IGNITION SYSTEM
NOTE: The 2.4, 3.0 and 3.3/3.8L engines use a fixed
ignition timing system. Basic ignition timing is not
adjustable. All spark advance is determined by the
Powertrain Control Module (PCM).
The distributorless ignition system used on 2.4 and
3.3/3.8L engines is refered to as the Direct Ignition
System (DIS). The system's three main components
are the coil pack, crankshaft position sensor, and
camshaft position sensor. The crankshaft position
sensor and camshaft position sensor are hall effect
devices.
The 3.0L engine uses a distributor, crankshaft sen-
sor and ignition coil. The system's main components
are the distributor, distributor pickup, camshaft sig-
nal, crankshaft signal and ignition coil.
SPARK PLUGSÐ2.4/3.0L
All engines use resistor spark plugs. They have
resistance values ranging from 6,000 to 20,000 ohms
when checked with at least a 1000 volt spark plug
tester.Do not use an ohm meter to check the resis-
tance of the spark plugs. This will give an inac-
curate reading.
Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken por-
celain insulators. Keep plugs arranged in the order
in which they were removed from the engine. An iso-
lated plug displaying an abnormal condition indicates
that a problem exists in the corresponding cylinder.
Replace spark plugs at the intervals recommended in
Group O - Lubrication and Maintenance.
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective, carbon or oil
fouled. Refer to the Spark Plug Condition section of
this group. After cleaning, file the center electrode
flat with a small flat point file or jewelers file. Adjust
the gap between the electrodes (Fig. 2) to the dimen-
sions specified in the chart at the end of this section.
Special care should be used when installing spark
plugs in the 2.4L cylinder head spark plug wells. Be
sure the plugs do not drop into the wells, damage to
the electrodes can occur.
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion resulting in a
change in the spark plug gap. Overtightening can
also damage the cylinder head. Tighten spark plugs
to 28 N´m (20 ft. lbs.) torque.SPARK PLUGSÐ3.3/3.8L
The 3.3/3.8L engines utilize platinum spark plugs.
Refer to the maintenance schedule in Group 0 of this
service manual.
Fig. 1 Powertrain Control Module
Fig. 2 Setting Spark Plug Electrode Gap
8D - 2 IGNITION SYSTEMNS
GENERAL INFORMATION (Continued)

All engines use resistor spark plugs. They have
resistance values ranging from 6,000 to 20,000 ohms
when checked with at least a 1000 volt spark plug
tester.
Do not use an ohm meter to check the resis-
tance of the spark plugs. This will give an inac-
curate reading.
Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken por-
celain insulators. Keep plugs arranged in the order
in which they were removed from the engine. An iso-
lated plug displaying an abnormal condition indicates
that a problem exists in the corresponding cylinder.
Replace spark plugs at the intervals recommended in
Group O - Lubrication and Maintenance.
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective, carbon or oil
fouled. Refer to the Spark Plug Condition section of
this group.
The spark plugs are double platinum and have a
recommended service life of 100,000 miles for normal
driving conditions per schedule A in this manual. The
spark plugs have a recommended service life of
75,000 miles for serve driving conditions per schedule
B in this manual. A thin platinum pad is welded to
both electrode ends as show in (Fig. 3). Extreme care
must be used to prevent spark plug cross threading,
mis-gaping and ceramic insulator damage during
plug removal and installation.
CAUTION: Never attempt to file the electrodes or
use a wire brush for cleaning platinum plugs. This
would damage the platinum pads which would
shorten spark plug life.
Apply a very small amount of anti-seize compound
to the threads when reinstalling the vehicle's original
spark plugs that have been determined good.Do not
apply anti-seize compound to new spark plugs.
NOTE: Anti-seize compound is electrically conduc-
tive and can cause engine misfires if not applied
correctly. It is extremely important that the anti-
seize compound doesn't make contact with the
spark plug electrodes or ceramic insulator.
Never force a gap gauge between the platinum
electrodes or adjust the gap on platinum spark plugs
without reading the 3.3/3.8L Spark Plug Gap Mea-
surement procedures in this section.
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion resulting in a
change in the spark plug gap. Overtightening can
also damage the cylinder head. Tighten spark plugs
to 28 N´m (20 ft. lbs.) torque.
Due to the engine packaging environment for the
3.3/3.8L engines, extreme care should be used wheninstalling the spark plugs to avoid cross threading
problems.
3.3/3.8L SPARK PLUG GAP MEASUREMENT
CAUTION: The Platinum pads can be damaged dur-
ing the measurement of checking the gap if extreme
care is not used.
²USE ONLY A TAPER GAP GAUGE (Fig. 2)
²Never force the gap gauge through the platinum
pads. Only apply enough force until resistance is felt.
²Never use a wire brush or spark plug cleaner
machine to clean platinum spark plugs
²Use an OSHA approved air nozzle when drying
gas fouled spark plugs.
If gap adjustment is required of platinum plug,
bend only the ground electrode. DO NOT TOUCH
the platinum pads. Use only a proper gapping tool
and check with a taper gap gauge.
CAUTION: Cleaning of the platinum plug may dam-
age the platinum tip.
SPARK PLUG CABLE
Spark Plug cables are sometimes referred to as
secondary ignition wires. The wires transfer electri-
cal current from the ignition coil pack, distributor
(3.0L), to individual spark plugs at each cylinder. The
resistive spark plug cables are of nonmetallic con-
struction. The cables provide suppression of radio fre-
quency emissions from the ignition system.
Check the spark plug cable connections for good
contact at the coil, distributor cap towers (3.0L), and
spark plugs. Terminals should be fully seated. The
insulators should be in good condition and should fit
tightly on the coil, distributor (3.0L) and spark plugs.
Spark plug cables with insulators that are cracked or
torn must be replaced.
Fig. 3 Platinum Pads
NSIGNITION SYSTEM 8D - 3
GENERAL INFORMATION (Continued)