ignition DODGE NEON 1999 Service Owner's Guide

CHARGING SYSTEM
CONTENTS
page page
GENERAL INFORMATION
OVERVIEW............................. 1
DESCRIPTION AND OPERATION
BATTERY TEMPERATURE SENSOR.......... 2
CHARGING SYSTEM OPERATION........... 1
ELECTRONIC VOLTAGE REGULATOR......... 2
GENERATOR............................ 2
DIAGNOSIS AND TESTING
BATTERY TEMPERATURE SENSOR.......... 8
CHARGING SYSTEM RESISTANCE TESTS..... 5CHARGING SYSTEM...................... 2
CURRENT OUTPUT TEST.................. 8
ON-BOARD DIAGNOSTIC SYSTEM TEST..... 10
REMOVAL AND INSTALLATION
BATTERY TEMPERATURE SENSOR......... 11
GENERATOR........................... 10
SPECIFICATIONS
GENERATOR RATINGS................... 12
TORQUE.............................. 12
GENERAL INFORMATION
OVERVIEW
The battery, starting, and charging systems oper-
ate with one another, and must be tested as a com-
plete system. In order for the vehicle to start and
charge properly, all of the components involved in
these systems must perform within specifications.
Group 8A covers the battery, Group 8B covers the
starting system, and Group 8C covers the charging
system. Refer to Group 8W - Wiring Diagrams for
complete circuit descriptions and diagrams. We have
separated these systems to make it easier to locate
the information you are seeking within this Service
Manual. However, when attempting to diagnose any
of these systems, it is important that you keep their
interdependency in mind.
The diagnostic procedures used in these groups
include the most basic conventional diagnostic meth-
ods to the more sophisticated On-Board Diagnostics
(OBD) built into the Powertrain Control Module
(PCM). Use of an induction ammeter, volt/ohmmeter,
battery charger, carbon pile rheostat (load tester),
and 12-volt test lamp may be required.
All OBD-sensed systems are monitored by the
PCM. Each monitored circuit is assigned a Diagnos-
tic Trouble Code (DTC). The PCM will store a DTC in
electronic memory for any failure it detects. See the
On-Board Diagnostics Test in Group 8C - Charging
System for more information.
DESCRIPTION AND OPERATION
CHARGING SYSTEM OPERATION
The charging system consists of:
²Generator
²Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM)
²Ignition switch (refer to Group 8D, Ignition Sys-
tem for information)
²Battery (refer to Group 8A, Battery for informa-
tion)
²Battery temperature sensor
²Voltmeter (refer to Group 8E, Instrument Panel
and Gauges for information)
²Wiring harness and connections (refer to Group
8W, Wiring for information)
The charging system is turned on and off with the
ignition switch. When the ignition switch is turned to
the ON position, battery voltage is applied to the
generator rotor through one of the two field termi-
nals to produce a magnetic field. The generator is
driven by the engine through a serpentine belt and
pulley arrangement.
The amount of DC current produced by the gener-
ator is controlled by the EVR (field control) circuitry,
contained within the PCM. This circuitry is con-
nected in series with the second rotor field terminal
and ground.
PLCHARGING SYSTEM 8C - 1

A battery temperature sensor located on the front
bumper beam is used to sense battery temperature.
This temperature data, along with data from moni-
tored line voltage, is used by the PCM to vary the
battery charging rate. This is done by cycling the
ground path to control the strength of the rotor mag-
netic field. The PCM then compensates and regulates
generator current output accordingly and to maintain
the proper voltage depending on battery tempera-
ture.
All vehicles are equipped with On-Board Diagnos-
tics (OBD). All OBD-sensed systems, including the
EVR (field control) circuitry, are monitored by the
PCM. Each monitored circuit is assigned a Diagnos-
tic Trouble Code (DTC). The PCM will store a DTC in
electronic memory for any failure it detects. See On-
Board Diagnostic System Test in this group for more
information.
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 battery temperature sensor is used to deter-
mine 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.
The sensor is located on the bottom of the battery
tray (Fig. 1).
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.
Fig. 1 Battery Temperature Sensor
8C - 2 CHARGING SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

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.
PLCHARGING SYSTEM 8C - 3
DIAGNOSIS AND TESTING (Continued)

ifications chart in Group 8A, Battery/Starter/
Charging Systems Diagnostics.
BATTERY TEMPERATURE SENSOR
REMOVAL
(1) Make sure ignition switch is in OFF position
and all accessories are OFF.
(2) Remove battery negative cable first then the
positive cable (Fig. 10).
Fig. 7 Wire Terminal Connection
Fig. 8 Generator Front View
Fig. 9 Generator Rear View
Fig. 10 Removal of Battery Cables
PLCHARGING SYSTEM 8C - 11
REMOVAL AND INSTALLATION (Continued)

IGNITION SYSTEM
CONTENTS
page page
GENERAL INFORMATION
INTRODUCTION......................... 1
DESCRIPTION AND OPERATION
AUTOMATIC SHUTDOWN RELAY............ 3
CAMSHAFT POSITION SENSOR............. 4
COMBINATION ENGINE COOLANT
TEMPERATURE SENSOR................. 5
CRANKSHAFT POSITION SENSOR........... 4
ELECTRONIC IGNITION COILS.............. 3
IGNITION INTERLOCK.................... 7
IGNITION SWITCH....................... 7
IGNITION SYSTEM....................... 1
INTAKE AIR TEMPERATURE SENSOR........ 6
KNOCK SENSOR......................... 6
LOCK KEY CYLINDER..................... 7
MANIFOLD ABSOLUTE PRESSURE SENSOR
(MAP)............................... 6
POWERTRAIN CONTROL MODULE.......... 2
SPARK PLUG CABLES.................... 2
SPARK PLUGS.......................... 2
THROTTLE POSITION SENSOR (TPS)........ 6
DIAGNOSIS AND TESTING
CAMSHAFT POSITION SENSOR AND
CRANKSHAFT POSITION SENSOR......... 9
CHECK COIL TEST....................... 8
ENGINE COOLANT TEMPERATURE SENSOR . . . 9
FAILURE TO START TESTÐ2.0/2.4L......... 8
IGNITION TIMING PROCEDURE............. 9
INTAKE AIR TEMPERATURE SENSOR........ 9
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR TEST......................... 9
SPARK PLUG CONDITION................ 10TESTING FOR SPARK AT COILÐ2.0/2.4L..... 7
THROTTLE POSITION SENSOR............. 9
REMOVAL AND INSTALLATION
AUTOMATIC SHUTDOWN RELAY........... 13
CAMSHAFT POSITION SENSORÐDOHC..... 14
CAMSHAFT POSITION SENSORÐSOHC..... 13
COMBINATION ENGINE COOLANT
TEMPERATURE SENSORÐDOHC........ 15
COMBINATION ENGINE COOLANT
TEMPERATURE SENSORÐSOHC......... 15
CRANKSHAFT POSITION SENSOR.......... 15
IGNITION COIL......................... 13
IGNITION INTERLOCK................... 18
IGNITION SWITCH...................... 16
LOCK CYLINDER HOUSING............... 18
LOCK KEY CYLINDER.................... 17
MAP/IAT SENSORÐDOHC................ 16
MAP/IAT SENSORÐSOHC................ 16
POWERTRAIN CONTROL MODULE (PCM) . . . 12
SPARK PLUG CABLE SERVICE............ 13
SPARK PLUG SERVICE.................. 12
SPARK PLUG TUBES.................... 13
THROTTLE POSITION SENSOR............ 16
SPECIFICATIONS
FIRING ORDERÐ2.0L................... 18
IGNITION COIL......................... 19
SPARK PLUG CABLE RESISTANCEÐDOHC . . 18
SPARK PLUG CABLE RESISTANCEÐSOHC . . . 18
SPARK PLUG.......................... 19
TORQUE SPECIFICATION................. 18
VECI LABEL........................... 18
GENERAL INFORMATION
INTRODUCTION
This section describes the electronic ignition sys-
tem for the 2.0L engines used in Neon vehicles.
The On-Board Diagnostics Section in Group 25
describes diagnostic trouble codes.
Group 0, Lubrication and Maintenance, contains
general maintenance information for ignition relateditems. The Owner's Manual also contains mainte-
nance information.DESCRIPTION AND OPERATION
IGNITION SYSTEM
Ignition system operation and diagnostics, are
identical for 2.0L Single Overhead Cam (SOHC) and
2.0L Duel Overhead Cam (DOHC) engines.
PLIGNITION SYSTEM 8D - 1

The major difference between the two engines is
component location which affects the ignition system
service procedures. There are various sensors that
are in different locations due to a different cylinder
head and intake manifold.
The 2.0L engines use a fixed ignition timing sys-
tem. The distributorless electronic ignition system is
referred to as the Direct Ignition System (DIS).
Basic ignition timing is not adjustable.The
Powertrain Control Module (PCM) determines spark
advance. The system's three main components are
the coil pack, crankshaft position sensor, and cam-
shaft position sensor.
POWERTRAIN CONTROL MODULE
The Powertrain Control Module (PCM) controls the
ignition system (Fig. 1). The PCM supplies battery
voltage to the ignition coil through the Auto Shut-
down (ASD) Relay. The PCM also controls the 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 maintains
spark advance at 9É BTDC. During engine operation
the following inputs determine the amount of spark
advance provided by the PCM.
²Intake air temperature
²Coolant temperature
²Engine RPM
²Intake manifold vacuum
²Knock sensor
The PCM also regulates the fuel injection system.
Refer to the Fuel Injection sections of Group 14.
SPARK PLUGS
The 2.0L engines uses resistor spark plugs. For
spark plug identification and specifications, Refer to
the Specifications section at the end of this group.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 0.
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective. Refer to the
Spark Plug Condition section of this group. After
cleaning, file the center electrode flat with a small
point file or jewelers file. Adjust the gap between the
electrodes (Fig. 2) to the dimensions specified in the
chart at the end of this section.
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion and damage.
Tighten spark plugs to 28 N´m (20 ft. lbs.) torque.
SPARK PLUG CABLES
Spark plug cables are sometimes referred to as sec-
ondary ignition wires. The wires transfer electrical
current from the coil pack to individual spark plugs
at each cylinder. The resistor type, nonmetallic spark
plug cables provide suppression of radio frequency
emissions from the ignition system.
Check the spark plug cable connections for good
contact at the coil and spark plugs. Terminals should
be fully seated. The nipples and spark plug covers
should be in good condition. Nipples should fit tightly
on the coil. Spark plug boot should completely cover
the spark plug hole in the cylinder head cover. Install
the boot until the terminal snaps over the spark
plug. A snap must be felt to ensure the spark plug
cable terminal engaged the spark plug.
Loose cable connections will corrode, increase resis-
tance and permit water to enter the coil towers.
These conditions can cause ignition malfunction.
Fig. 1 Powertrain Control Module
Fig. 2 Setting Spark Plug Electrode Gap
8D - 2 IGNITION SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

Plastic clips in various locations protect the cables
from damage. When the cables are replaced the clips
must be used to prevent damage to the cables. The
#1 cable must be routed under the PCV hose and
clipped to the #2 cable.
ELECTRONIC IGNITION COILS
WARNING: THE DIRECT IGNITION SYSTEM GEN-
ERATES APPROXIMATELY 40,000 VOLTS. PER-
SONAL INJURY COULD RESULT FROM CONTACT
WITH THIS SYSTEM.
The coil pack consists of 2 coils molded together.
The coil pack is mounted on the valve cover (Fig. 3)
or (Fig. 4). High tension leads route to each cylinder
from the coil. The coil fires two spark plugs every
power stroke. One plug is the cylinder under com-
pression, the other cylinder fires on the exhaust
stroke. Coil number one fires cylinders 1 and 4. Coil
number two fires cylinders 2 and 3. The PCM deter-
mines which of the coils to charge and fire at the cor-
rect time.
The Auto Shutdown (ASD) relay provides battery
voltage to the ignition coil. The PCM provides a
ground contact (circuit) for energizing the coil. When
the PCM breaks the contact, the energy in the coil
primary transfers to the secondary causing the
spark. The PCM will de-energize the ASD relay if it
does not receive the crankshaft position sensor and
camshaft position sensor inputs. Refer to Auto Shut-
down (ASD) RelayÐPCM Output, in this section for
relay operation.
AUTOMATIC SHUTDOWN RELAY
The Automatic Shutdown (ASD) relay supplies bat-
tery voltage to the fuel injectors, electronic ignition
coil and the heating elements in the oxygen sensors.
A buss bar in the Power Distribution Center (PDC)
supplies voltage to the solenoid side and contact sideof the relay. The ASD relay power circuit contains a
20 amp fuse between the buss bar in the PDC and
the relay. The fuse also protects the power circuit for
the fuel pump relay and pump. The fuse is located in
the PDC. Refer to Group 8W, Wiring Diagrams for
circuit information.
The PCM controls the ASD relay by switching the
ground path for the solenoid side of the relay on and
off. The PCM turns the ground path off when the
ignition switch is in the Off position. When the igni-
tion switch is in On or Start, the PCM monitors the
crankshaft and camshaft position sensor signals to
determine engine speed and ignition timing (coil
dwell). If the PCM does not receive crankshaft and
camshaft position sensor signals when the ignition
switch is in the Run position, it will de-energize the
ASD relay.
The ASD relay is located in the PDC (Fig. 5). The
inside top of the PDC cover has label showing relay
and fuse identification.
Fig. 3 Ignition Coil PackÐSOHC
Fig. 4 Ignition Coil PackÐDOHC
Fig. 5 Power Distribution Center (PDC)
PLIGNITION SYSTEM 8D - 3
DESCRIPTION AND OPERATION (Continued)

CRANKSHAFT POSITION SENSOR
The PCM determines what cylinder to fire from the
crankshaft position sensor input and the camshaft
position sensor input. The second crankshaft counter-
weight has machined into it two sets of four timing
reference notches including a 60 degree signature
notch (Fig. 6). From the crankshaft position sensor
input the PCM determines engine speed and crank-
shaft angle (position).
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 voltage
goes low (less than 0.5 volts). When a notch aligns
with the sensor, voltage goes 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 fre-
quency of the output voltage pulses, the PCM calcu-
lates 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 eachset represents 9 degrees before top dead center
BTDC.
The timing reference notches are machined at 20É
increments. From the voltage pulse-width the PCM
tells the difference between the timing reference
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 cylin-
der 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. 7).
CAMSHAFT POSITION SENSOR
The PCM determines fuel injection synchronization
and cylinder identification from inputs provided by
Fig. 6 Timing Reference Notches
Fig. 7 Crankshaft Position Sensor
8D - 4 IGNITION SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

the camshaft position sensor (Fig. 8) or (Fig. 9) and
crankshaft position sensor. From the two inputs, the
PCM determines crankshaft position.
The camshaft position sensor attaches to the rear
of the cylinder head (Fig. 10). A target magnet
attaches to the rear of the camshaft and indexes to
the correct position. The target magnet has four dif-
ferent poles arranged in an asymmetrical pattern. As
the target magnet rotates, the camshaft position sen-
sor senses the change in polarity (Fig. 11). The sen-
sor input switches from high (5 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 sensor output switches
low when the south pole of the target magnet passes
underneath.
The camshaft position sensor is mounted to the
rear of the cylinder head. The sensor also acts as a
thrust plate to control camshaft endplay on SOHC
engines.
COMBINATION ENGINE COOLANT TEMPERATURE
SENSOR
The coolant temperature sensor provides an input
voltage to the PCM and a separate input voltage to
the temperature gauge on the instrument panel. The
PCM determines engine coolant temperature from
the coolant temperature sensor. As coolant tempera-
ture varies, the coolant temperature sensor resis-
tance 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.
Fig. 8 Camshaft Position SensorÐSOHC
Fig. 9 Camshaft Position SensorÐDOHC
Fig. 10 Target Magnet ÐTypical
Fig. 11 Target Magnet Polarity
PLIGNITION SYSTEM 8D - 5
DESCRIPTION AND OPERATION (Continued)

SOHC
The coolant sensor threads into the end of the cyl-
inder head, next to the camshaft position sensor (Fig.
12). New sensors have sealant applied to the threads.
DOHC
The coolant sensor threads into the intake mani-
fold next to the thermostat housing (Fig. 13). New
sensors have sealant applied to the threads.
INTAKE AIR TEMPERATURE SENSOR
The intake air temperature sensor measures the
temperature of the air as it enters the engine. The
sensor supplies one of the inputs the PCM uses to
determine injector pulse-width.
The MAP/Intake Air Temperature (IAT) sensor,
located on the intake manifold, combines the MAP
and Intake Air Temperature (IAT) functions into one
sensor (Fig. 14) or (Fig. 15).
KNOCK SENSOR
The knock sensor threads into the side of the cyl-
inder block in front of the starter motor. When the
knock sensor detects a knock in one of the cylinders,
it sends an input signal to the PCM. In response, the
PCM retards ignition timing for all cylinders by a
scheduled amount.
Knock sensors contain a piezoelectric material
which constantly vibrates and sends an input voltage
(signal) to the PCM while the engine operates. As the
intensity of the crystal's vibration increase, the knock
sensor output voltage also increases.
NOTE: Over or under tightening effects knock sen-
sor performance, possibly causing improper spark
control.
MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)
The PCM supplies 5 volts to the MAP sensor. The
MAP sensor function converts intake manifold pres-
sure into voltage. The PCM monitors the MAP sensor
output voltage. As vacuum increases, MAP sensor
voltage decreases proportionately. Also, as vacuum
decreases, MAP sensor voltage increases proportion-
ately.
Key on, before the engine starts running, the PCM
determines atmospheric air pressure from the MAP
sensor voltage. While the engine operates, the PCM
determines intake manifold pressure from the MAP
sensor voltage. Based on MAP sensor voltage and
inputs from other sensors, the PCM adjusts spark
advance and the air/fuel mixture.
The MAP/IAT sensor mounts to the intake mani-
fold (Fig. 14) or (Fig. 15).
THROTTLE POSITION SENSOR (TPS)
The TPS mounts to the side of the throttle body.
The TPS connects to the throttle blade shaft. The
TPS is a variable resistor that provides the Power-
Fig. 12 Engine Coolant Temperature SensorÐSOHC
Fig. 13 Engine Coolant Temperature SensorÐDOHC
Fig. 14 MAP/IAT sensorÐSOHC
8D - 6 IGNITION SYSTEMPL
DESCRIPTION AND OPERATION (Continued)