engine oil DODGE NEON 2000 Service Owner's Manual

CONDITION POSSIBLE CAUSE CORRECTION
16. Electric cooling fan not
operating properly.16. Check electric fan operation and
repair as necessary.
17. Cylinder head gasket leaking. 17. Check cylinder head gasket for
leaks. Refer to testing cooling
system for leaks. For repairs, refer
to Group 9, Engine.
18. Heater core leaking. 18. Check heater core for leaks.
Refer to Group 24, Heating and Air
Conditioning and repair as
necessary.
TEMPERATURE GAUGE READING
IS INCONSISTENT (FLUCTUATES,
CYCLES OR IS ERRATIC)1. The gauge may cycle up and
down. This is due to the cycling of
the electric radiator fan.1. A normal condition. No correction
is necessary. If gauge cycling is
going into the hot zone, check
electric fan operation and repair as
necessary. Refer to procedure in
this section.
2. During cold weather operation
with the heater blower in the high
position, the gauge reading may
drop slightly.2. A normal condition. No correction
is necessary.
3, Temperature gauge or engine
mounted gauge sensor is defective
or shorted.3. Check operation of gauge and
repair as necessary. Refer to Group
8E, Instrument Panel and Gauges.
4. Gauge reading rises when
vehicle is brought to a stop after
heavy use (engine still running).4. A normal condition. No correction
is necessary. The gauge should
return to normal range after vehicle
is driven.
5. Gauge reading high after
restarting a warmed-up (hot)
engine.5. A normal condition. No correction
is necessary. The gauge should
return to normal range after a few
minutes of engine operation.
6. Coolant level low in radiator (air
will build up in the cooling system
causing the thermostat to open
late).6. Check and correct coolant leaks.
Refer to Testing Cooling System For
Leaks in the section.
7. Cylinder head gasket leaking
allowing exhaust gas to enter
cooling system. This will cause
thermostat to open late.7. (a) Check for cylinder head
gasket leaks with a commercially
available Block Leak Tester. Repair
as necessary.
(b) Check for coolant in the engine
oil. Inspect for white steam emitting
from exhaust system. Repair as
necessary.
8. Water pump impeller loose on
shaft.8. Check water pump and replace
as necessary. Refer to Water Pump
in this section.
9. Loose drive belt (water pump
slipping).9. Check drive belt and correct as
necessary.
PLCOOLING SYSTEM 7 - 9
DIAGNOSIS AND TESTING (Continued)

CONDITION POSSIBLE CAUSE CORRECTION
INADEQUATE HEATER
PERFORMANCE.1. Has a diagnostic trouble code
(DTC) been set?1. Refer to On-Board Diagnostic in
Group 25, Emission Control
Systems.
2. Coolant level low. 2. Refer to testing cooling system
for leaks in this section. Repair as
necessary.
3. Obstructions in heater hose
fittings at engine.3. Remove heater hoses at both
ends and check for obstructions.
Repair as necessary.
4. Heater hose kinked. 4. Locate kinked area and repair as
necessary.
5. Water pump is not pumping
coolant to heater core. When the
engine is fully warmed up, both
heater hoses should be hot to the
touch. The water pump drive belt
may be slipping causing poor water
pump operation.5. Refer to water pump in this
section. Repair as necessary.
HEAT ODOR 1. Various heat shields are used at
certain driveline components. One
or more of these shields may be
missing.1. Locate missing shields and
replace or repair as necessary.
2. Is temperature gauge reading
above the normal range?2. Refer to the previous
Temperature Gauge Reads High in
these Diagnostic Charts. Repair as
necessary.
3. Is cooling fan operating
correctly?3. Refer to Cooling System Fan in
this section for diagnosis. Repair as
necessary.
4. Has undercoating been applied
to any unnecessary component.4. Clean undercoating as necessary.
5. Engine may be running rich
causing the catalytic converter to
overheat.5. Refer to appropriate Powertrain
Diagnostic Procedures manual for
operation of the DRB scan tool.
Repair as necessary.
POOR DRIVEABILITY
(THERMOSTAT POSSIBLY STUCK
OPEN). GAUGE MAY BE READING
LOW1. For proper driveability, good
vehicle emissions and for
preventing build-up of engine oil
sludge, the thermostat must be
operating properly. Has a diagnostic
trouble code (DTC ) been set?1. Refer to On-Board Diagnostics in
Group 25, Emission Control
Systems. DTC's may also be check
using the DRB scan tool. Refer to
the proper Powertrain Diagnostic
Procedure manual for checking the
thermostat if necessary.
7 - 12 COOLING SYSTEMPL
DIAGNOSIS AND TESTING (Continued)

ENGINE THERMOSTAT TESTING
The thermostat is operated by a wax filled con-
tainer (pellet) which is sealed. When heated coolant
reaches a predetermined temperature the wax pellet
expands enough to overcome the closing spring and
water pump pressure, which forces the valve to open.
Coolant leakage into the pellet will cause a thermo-
stat to fail open. Do not attempt to free up a thermo-
stat with a screwdriver.
The thermostat that opens too soon type failure
mode is included in the on-board diagnosis. Thecheck engine light will not be lit by an open too soon
condition. If it has failed open, a diagnostic trouble
code (DTC) will be set. Do not change a thermostat
for lack of heater performance or temperature gauge
position, unless a DTC is present. See Diagnosis for
other probable causes. Thermostat failing shut is the
normal long term mode of failure, and normally, only
on high mileage vehicles. The temperature gauge will
indicate this. Refer to Diagnosis in this section.
ACCESSORY DRIVE BELT DIAGNOSIS
CONDITION POSSIBLE CAUSE CORRECTION
BELT SLIPPAGE 1. Belt slipping because of
insufficient tension.1. Retension generator belt.
Replace the power steering belt's
automatic belt tensioner.
2. Belt excessively glazed or
hardened from heat and excessive
slippage.2. Replace belt.
3. Incorrect belt. 3. Replace belt.
4. Driven component bearing
failure.4. Replace faulty component.
5. Belt or pulley subjected to
substance (belt dressing, oil,
ethylene glycol) that has reduced
friction.5. Replace belt and clean pulleys.
BELT NOISE (OBJECTIONABLE
SQUEAL, SQUEAK, OR RUMBLE)1. Belt slippage. 1. Retension generator belt, replace
belt, or automatic belt tensioner.
2. Foreign material imbedded in
belt.2. Replace belt.
3. Non-uniform belt. 3. Replace belt.
4. Misaligned pulley(s). 4. Align accessories.
5. Non-uniform groove or eccentric
pulley.5. Replace pulley(s).
6. Bearing noise. 6. Locate and repair.
BELT ROLLED OVER IN GROOVE
OR BELT JUMPS OFF1. Broken cord in belt. 1. Replace belt.
2. Belt tension too loose, or too
tight.2. Retension generator belt.
Replace the power steering belt's
automatic belt tensioner.
3. Misaligned pulleys. 3. Align accessories.
4. Non-uniform grooves or eccentric
pulley.4. Replace pulley(s).
5. Foreign object(s) in grooves. 5. Remove foreign objects in
groove.
7 - 14 COOLING SYSTEMPL
DIAGNOSIS AND TESTING (Continued)

the coolant to expand. Reattach the tester. If the nee-
dle on the dial fluctuates it indicates a combustion
leak, usually a head gasket leak.
WARNING: WITH THE PRESSURE TESTER IN
PLACE PRESSURE BUILDS UP QUICKLY. ANY
EXCESSIVE PRESSURE BUILD-UP DUE TO CON-
TINUOUS ENGINE OPERATION MUST BE
RELEASED TO A SAFE PRESSURE POINT. NEVER
PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).
If the needle on the dial does not fluctuate, race
the engine a few times. If an abnormal amount of
coolant or steam is emitted from the tail pipe, it may
indicate a faulty head gasket, cracked engine block,
or cracked cylinder head.
There may be internal leaks, which can be deter-
mined by removing the oil dipstick. If water globules
appear intermixed with the oil, it indicates an inter-
nal leak in the engine. If there is an internal leak,
the engine must be disassembled for repair.
PRESSURE CAP TO FILLER NECK SEAL
PRESSURE RELIEF CHECK
The pressure cap upper gasket (seal) pressure
relief can be checked by removing the overflow hose
at the radiator filler neck nipple (Fig. 13). Attach the
radiator pressure tester to thefiller neck nipple,
and pump air into the system. The pressure cap
upper gasket should relieve pressure at 69-124 kPa
(10-18 psi), and hold pressure at 55 kPa (8 psi) min-
imum.
WARNING: THE WARNING WORDS DO NOT OPEN
HOT ON THE PRESSURE CAP IS A SAFETY PRE-
CAUTION. WHEN HOT, THE COOLING SYSTEM
BUILDS UP PRESSURE. TO PREVENT SCALDING
OR OTHER INJURY, THE PRESSURE CAP SHOULD
NOT BE REMOVED WHILE THE SYSTEM IS HOT
AND/OR UNDER PRESSURE.
There is no need to remove the pressure cap at any
timeexceptfor the following purposes:
²Check and adjust coolant freeze point
²Refill system with new coolant
²Conducting service procedures
²Checking for leaks
WARNING: IF VEHICLE HAS BEEN RUN RECENTLY,
WAIT 15 MINUTES BEFORE REMOVING CAP.
PLACE A SHOP TOWEL OVER THE CAP, AND WITH-
OUT PUSHING DOWN, ROTATE IT COUNTER-
CLOCKWISE TO THE FIRST STOP. ALLOW FLUIDSTO ESCAPE THROUGH THE OVERFLOW TUBE.
WHEN THE SYSTEM STOPS PUSHING COOLANT
AND STEAM INTO THE CRS TANK AND PRESSURE
DROPS, PUSH DOWN ON THE CAP AND REMOVE
IT COMPLETELY. SQUEEZING THE RADIATOR
INLET HOSE WITH A SHOP TOWEL (TO CHECK
PRESSURE) BEFORE AND AFTER TURNING TO
THE FIRST STOP IS RECOMMENDED.
PRESSURE TESTING COOLING SYSTEM
PRESSURE CAP
Dip the pressure cap in water; clean off any depos-
its on the vent valve or its seat, and apply the cap to
end of radiator pressure tester (Fig. 14). Working the
plunger, increase the pressure to 104 kPa (15 psi) on
the gauge. If the pressure cap fails to hold pressure
of at least 97 kPa (14 psi), replace the cap.
Fig. 13 Cooling System Pressure Cap
1 ± PRESSURE RATING
2 ± FILLER NECK SEAL
3 ± PRESSURE VALVE
4 ± VACUUM VENT VALVE (SHOWN IN SEALING POSITION)
7 - 16 COOLING SYSTEMPL
DIAGNOSIS AND TESTING (Continued)

COOLANTÐADDING ADDITIONAL
NOTE: The radiator cap should not be removed.
When additional coolant is needed, it should be
added to the coolant recovery/reserve container (Fig.17). Use only 50/50 concentration of ethylene glycol
type antifreeze and water
COOLANT LEVELÐSERVICING
NOTE: The cooling system is closed and designed
to maintain coolant level to the top of the radiator.
When servicing requires a coolant level check in
the radiator, the engine must beoffandnotunder
pressure. Drain several ounces of coolant from the
radiator drain cock while observing the Coolant
Recovery Container. Coolant level in the container
should drop slightly. Then remove the radiator cap,
(Fig. 17). The radiator should be full to the top. If
not, and the coolant level in the recovery container is
at the ADD mark there is a air leak in the recovery
system. Check hose or hose connections to the recov-
ery container, radiator filler neck or the pressure cap
seal to the radiator filler neck for leaks.
Fig. 17 Coolant Recovery Container and Pressure Cap Locations
1 ± ENGINE OIL FILL
2 ± ENGINE COOLANT RECOVERY CONTAINER3 ± ENGINE OIL DIPSTICK
4 ± COOLING SYSTEM PRESSURE CAP
Fig. 16 Coolant Level
1 ± COOLANT RECOVERY CONTAINER
7 - 18 COOLING SYSTEMPL
SERVICE PROCEDURES (Continued)

STARTER RELAY PIN CALL-OUT
PIN CIRCUIT COLOR DESCRIPTION
1 (86) A041 YL IGNITION SWITCH OUTPUT (START)
2 (85) K090 TN PCM
3 (30) A001 RD FUSED B+
4 (87A) NOT USED
5 (87) T040 BR STARTER SOLENOID
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
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 interlock/upstop
switch for an open or a short circuit. If the circuit is
OK, refer to the Clutch Interlock/Upstop Switch
Diagnosis and Testing in Group 6-Clutch.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. It is grounded
through the PCM only when the gearshift selector
lever is in the Park or Neutral positions. On vehicles
with a manual transmission, it is grounded through
the PCM when the clutch pedal is depressed. Check
for continuity to ground at the cavity for relay termi-
nal 85. If not OK, check for an open or short circuit
to the park/neutral starting and back-up lamp
switch, or the clutch interlock/upstop switch. Repair,
as necessary. If the circuit is OK, refer to the Park/Neutral Starting and Back-Up Lamp Switch Removal
and Installation in Group 21-Transaxle. Testing is
located within the Removal and Installation proce-
dures.
SAFETY SWITCHES
For diagnosis of:
²Clutch Interlock/Upstop Switch, refer to Diagno-
sis and Testing in Group 6-Clutch.
²Park/Neutral Starting and Back-Up Lamp
Switch, refer to Removal and Installation in Group
21-Transaxle. Testing is located within the Removal
and Installation procedures.
IGNITION SWITCH
After testing starter solenoid and relay, test igni-
tion switch and wiring. Check all wiring for opens or
shorts, and all connectors for being loose or corroded.
Refer to Group 8D-Ignition Systems, or Group
8W-Wiring Diagrams.
BATTERY
Refer to Group 8A-Battery for Diagnosis and Test-
ing of the battery.
ALL RELATED WIRING AND CONNECTORS
Refer to Group 8W-Wiring Diagrams.
FEED CIRCUIT RESISTANCE
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: Ignition system also must be disabled to
prevent engine start while performing the following
tests.
(1) To disable the ignition and fuel systems, dis-
connect the Automatic Shutdown (ASD) Relay. 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:
PLSTARTING SYSTEMS 8B - 3
DIAGNOSIS AND TESTING (Continued)

SPECIFICATIONS
STARTER MOTOR
Engine Application 2.0L OHC - DOHC
Power rating 1.1 Kw
Voltage 12 VOLTS
No. of Fields 6
No. of Poles 6
Brushes 4
Drive Planetary Gear Train
Cranking Amperage Draw
test150 - 280 Amps.
Note:Engine should be up to operating tempera-
ture. 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.)
PLSTARTING SYSTEMS 8B - 9

CHARGING SYSTEM
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
CHARGING SYSTEM.......................1
GENERATOR.............................1
ELECTRONIC VOLTAGE REGULATOR..........1
REMOVAL AND INSTALLATION
GENERATOR.............................2SPECIFICATIONS
GENERATOR RATINGS.....................3
TORQUE................................3
DESCRIPTION AND OPERATION
CHARGING SYSTEM
DESCRIPTION
The charging system consists of:
²Generator
²Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM)
²Ignition switch (refer to the Ignition System for
information)
²Battery (refer to the Battery for information)
²Battery temperature sensor
²Wiring harness and connections (refer to the
Wiring for information)
OPERATION
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.
Temperature data, along with data from monitored
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 magnetic
field. The PCM then compensates and regulates gen-
erator 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 thePCM. 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.
GENERATOR
DESCRIPTION
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.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The Y type stator winding connections deliver the
induced AC current to 3 positive and 3 negative
diodes for rectification. From the diodes, rectified DC
current is delivered to the vehicles electrical system
through the generator, battery, and ground terminals.
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
²Damaged internal fins
ELECTRONIC VOLTAGE REGULATOR
DESCRIPTION
The Electronic Voltage Regulator (EVR) is not a
separate component. It is actually a voltage regulat-
ing circuit located within the Powertrain Control
PLCHARGING SYSTEM 8C - 1

IGNITION SYSTEM
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
IGNITION SYSTEM........................1
SPARK PLUGS...........................1
SPARK PLUG CABLES.....................1
ELECTRONIC IGNITION COILS...............2
AUTOMATIC SHUTDOWN RELAY.............2
CRANKSHAFT POSITION SENSORÐPCM
INPUT................................3
CAMSHAFT POSITION SENSORÐPCM
INPUT................................4
KNOCK SENSOR..........................5
IGNITION SWITCH........................5
LOCK KEY CYLINDER......................5
IGNITION INTERLOCK.....................6
REMOVAL AND INSTALLATION
SPARK PLUG SERVICE....................6SPARK PLUG CABLE SERVICE..............6
IGNITION COIL...........................6
AUTOMATIC SHUTDOWN RELAY.............6
CAMSHAFT POSITION SENSOR..............6
CRANKSHAFT POSITION SENSOR............8
KNOCK SENSOR..........................8
IGNITION SWITCH........................8
LOCK KEY CYLINDER......................9
IGNITION INTERLOCK....................10
SPECIFICATIONS
VECI LABEL............................10
FIRING ORDERÐ2.0L....................10
TORQUE SPECIFICATION..................11
SPARK PLUG CABLE RESISTANCEÐSOHC....11
SPARK PLUG...........................11
IGNITION COIL..........................11
DESCRIPTION AND OPERATION
IGNITION SYSTEM
DESCRIPTION
The system's three main components are the coil
pack, crankshaft position sensor, and camshaft posi-
tion sensor.
OPERATION
Basic ignition timing is not adjustable.The
Powertrain Control Module (PCM) determines spark
advance. The 2.0L engines use a fixed ignition timing
system. The distributorless electronic ignition system
is referred to as the Direct Ignition System (DIS).
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.
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. Aftercleaning, file the center electrode flat with a small
point file or jewelers file. Adjust the gap between the
electrodes (Fig. 1) to the dimensions specified in the
chart at the end of this section by bending the
ground electrode (just above the attachment weld)
with the appropriate tool.
Never apply any force between the electrode or
damage to the center electrode assembly will result.
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.
PLIGNITION SYSTEM 8D - 1

OPERATION
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 side
of 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 the 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.
CRANKSHAFT POSITION SENSORÐPCM
INPUT
DESCRIPTION
The crankshaft position sensor mounts to the
engine block behind the generator, just above the oil
filter (Fig. 4).
The PCM uses the Crankshaft Position sensor to
calculate the following:
²Engine RPM²TDC number 1 and 4
²Ignition coil synchronization
²Injector synchronization
²Camshaft-to-crankshaft misalignment (Timing
belt skipped 1 tooth or more diagnostic trouble code).
OPERATION
The Crankshaft Position (CKP) sensor is a Hall-ef-
fect sensor. The second crankshaft counterweight has
two sets of four timing reference notches including a
60 degree signature notch (Fig. 5).
Fig. 5 Timing Reference Notches
1 ± MACHINED NOTCHES
2 ± CRANKSHAFT POSITION SENSOR
Fig. 4 Crankshaft Position Sensor
1 ± CRANKSHAFT POSITION SENSOR
2 ± OIL FILTER
3 ± GENERATOR
PLIGNITION SYSTEM 8D - 3
DESCRIPTION AND OPERATION (Continued)