sensor DODGE NEON 2000 Service Service Manual

The PCM sends approximately 8 volts to the Hall-
effect sensor. This voltage is required to operate the
Hall-effect chip and the electronics inside the sensor.
A ground for the sensor is provided through the sen-
sor return circuit. The input to the PCM occurs on a
5 volt output reference circuit.
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 pulses. 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 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.CAMSHAFT POSITION SENSORÐPCM INPUT
DESCRIPTION
The camshaft position sensor attaches to the rear
of the cylinder head. The PCM determines fuel injec-
tion synchronization and cylinder identification from
inputs provided by the camshaft position sensor (Fig.
6) and crankshaft position sensor. From the two
inputs, the PCM determines crankshaft position.
OPERATION
The PCM sends approximately 8 volts to the hall
affect sensor. This voltage is required to operate the
hall effect chip and the electronics inside the sensor.
A ground for the sensor is provided through the sen-
sor return circuit. The input to the PCM occurs on a
5 volt output reference circuit.
A target magnet attaches to the rear of the cam-
shaft and indexes to the correct position. The target
magnet has four different poles arranged in an asym-
metrical pattern (Fig. 7). As the target magnet
rotates, the camshaft position sensor senses the
change in polarity (Fig. 8). The sensor output switch
switches from high (5.0 volts) to low (0.5 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 under-
neath.
The sensor also acts as a thrust plate to control
camshaft endplay.
Fig. 6 Camshaft Position SensorÐSOHC
8D - 4 IGNITION SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

KNOCK SENSOR
DESCRIPTION
The knock sensor threads into the cylinder block.
OPERATION
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 cyl-
inders 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 increases, the
knock sensor output voltage also increases.
NOTE: Over or under tightening affects knock sen-
sor performance, possibly causing improper spark
control.
IGNITION SWITCH
In the RUN position, the ignition switch connects
power from the Power Distribution Center (PDC) to a
fuse in the fuse block, back to a bus bar in the PDC.
The bus bar feeds circuits for the Powertrain Control
Module (PCM), Proportional purge solenoid, EGR
solenoid, and ABS system. The bus bar in the PDC
feeds the coil side of the radiator fan relay, A/C com-
pressor clutch relay, and the fuel pump relay. It also
feeds the Airbag Control Module (ACM)
LOCK KEY CYLINDER
DESCRIPTION
The lock cylinder is inserted in the end of the
housing opposite the ignition switch.
OPERATION
The ignition key rotates the cylinder to 5 different
detents (Fig. 9) :
²Accessory
²Off (lock)
²Unlock
²On/Run
²Start
Fig. 7 Target MagnetÐTypical
1 ± CAM MAGNET/TARGET
2 ± CAMSHAFT POSITION SENSOR
Fig. 8 Target Magnet Polarity
1 ± TARGET MAGNET
Fig. 9 Ignition Lock Cylinder Detents
PLIGNITION SYSTEM 8D - 5
DESCRIPTION AND OPERATION (Continued)

IGNITION INTERLOCK
OPERATION
All vehicles equipped with automatic transaxles
have an interlock system. The system prevents shift-
ing the vehicle out of Park unless the ignition lock
cylinder is in the Off, Run or Start position. In addi-
tion, the operator cannot rotate the key to the lock
position unless the shifter is in the park position. On
vehicles equipped with floor shift refer to the - Tran-
saxle for Automatic Transmission Shifter/Ignition
Interlock.
REMOVAL AND INSTALLATION
SPARK PLUG SERVICE
Failure to route the cables properly could cause the
radio to reproduce ignition noise, cross ignition of the
spark plugs or short circuit the cables to ground.
REMOVAL
REMOVE CABLES FROM COIL FIRST.
Always remove the spark plug cable by grasping
the top of the spark plug insulator, turning the boot
1/2 turn and pulling straight up in a steady motion.
(1) Remove the spark plug using a quality socket
with a rubber or foam insert.
(2) Inspect the spark plug condition.
INSTALLATION
(1) To avoid cross threading, start the spark plug
into the cylinder head by hand.
(2) Tighten spark plugs to 28 N´m (20 ft. lbs.)
torque.
(3) Install spark plug insulators over spark plugs.
Ensure the top of the spark plug insulator covers the
upper end of the spark plug tube.
Reconnect to coil.
SPARK PLUG CABLE SERVICE
Failure to route the cables properly could cause the
radio to reproduce ignition noise, cross ignition of the
spark plugs or short circuit the cables to ground.
REMOVAL
Remove spark plug cable from coil first.
Always remove the spark plug cable by grasping
the top of the spark plug insulator, turning the boot
1/2 turn and pulling straight up in a steady motion.
INSTALLATION
Install spark plug insulators over spark plugs.
Ensure the top of the spark plug insulator covers the
upper end of the spark plug tube. The connect theother end to coil pack. Be sure that dual plastic clip
holds the cables off of the valve cover.
IGNITION COIL
The electronic ignition coil pack attaches directly
to the valve cover (Fig. 11).
REMOVAL
(1) Disconnect electrical connector from coil pack
(Fig. 10).
(2) Remove coil pack mounting bolts.
(3) Remove coil pack.
INSTALLATION
(1) Install coil pack on valve cover.
(2) Transfer spark plug cables to new coil pack.
The coil pack towers are numbered with the cylinder
identification. Be sure the ignition cables snap onto
the towers.
AUTOMATIC SHUTDOWN RELAY
The relay is located in the Power Distribution Cen-
ter (PDC) (Fig. 12). The PDC is located next to the
battery in the engine compartment. For the location
of the relay within the PDC, refer to the PDC cover
for location. Check electrical terminals for corrosion
and repair as necessary.
CAMSHAFT POSITION SENSOR
The camshaft position sensor is mounted to the
rear of the cylinder head (Fig. 13).
Fig. 10 Electronic Ignition Coil Connector
1 ± COIL
2 ± LOCKING TAB
8D - 6 IGNITION SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

REMOVAL
(1) Remove brake booster hose and electrical con-
nector from holders on end of cylinder head cover
and reposition.
(2) Disconnect electrical connectors from camshaft
position sensor.
(3) Remove camshaft position sensor mounting
screws. Remove sensor.
(4) Loosen screw attaching target magnet to rear
of camshaft (Fig. 14).
INSTALLATION
The target magnet has two locating dowels that fit
into machined locating holes in end of the camshaft.
(1) Install target magnet in end of camshaft.
Tighten mounting screw to 3.4 N´m (30 in. lbs.)
torque.
(2) Install camshaft position sensor. Tighten sensor
mounting screws to 9 N´m (80 in. lbs.) torque.
(3) Place brake booster hose and electrical harness
in holders on end of valve cover.
(4) Attach electrical connectors to camshaft posi-
tion sensor.
Fig. 11 Electronic Ignition Coil Pack
1 ± IGNITION COILS
2 ± SPARK PLUG CABLE
3 ± SPARK PLUG INSULATOR
Fig. 12 Power Distribution Center (PDC)
Fig. 13 Camshaft Position Sensor Location
Fig. 14 Target Magnet Removal/Installation
1 ± TARGET MAGNET
2 ± MOUNTING BOLT
3 ± REAR OF CYLINDER HEAD
PLIGNITION SYSTEM 8D - 7
REMOVAL AND INSTALLATION (Continued)

CRANKSHAFT POSITION SENSOR
The crankshaft position sensor mounts to the
engine block behind the generator, just above the oil
filter (Fig. 15).
REMOVAL
(1) Disconnect electrical connector from crankshaft
position sensor.
(2) Remove sensor mounting screw. Remove sensor.
INSTALLATION
(1) Install sensor. Install sensor mounting screw
and tighten.
(2) Connect electrical connector to crankshaft posi-
tion sensor.
KNOCK SENSOR
The knock sensor threads into the side of the cyl-
inder block in front of the starter (Fig. 16).
REMOVAL
(1) Disconnect electrical connector from knock sen-
sor.
(2) Use a crow foot socket to remove the knock
sensors.
INSTALLATION
(1) Install knock sensor. Tighten knock sensor to
10 N´m (7 ft. lbs.) torque.Over or under tighten-
ing effects knock sensor performance, possibly
causing improper spark control.
(2) Attach electrical connector to knock sensor.
IGNITION SWITCH
The ignition switch attaches to the lock cylinder
housing on the end opposite the lock cylinder (Fig.
17). For ignition switch terminal and circuit identifi-
cation, refer to the Wiring Diagrams sections.
REMOVAL
(1) Disconnect negative cable from battery.
(2) Place key cylinder in RUN position. Through
the hole in the lower shroud, depress lock cylinder
retaining tab and remove key cylinder (Fig. 18).
(3) Remove upper and lower shrouds from steering
column.
Fig. 15 Crankshaft Position Sensor
1 ± CRANKSHAFT POSITION SENSOR
2 ± GENERATOR
3 ± OIL FILTER
Fig. 16 Knock Sensor
Fig. 17 Ignition SwitchÐViewed From Below
Column
1 ± IGNITION SWITCH
2 ± LOCK CYLINDER HOUSING
3 ± RETAINING TABS
8D - 8 IGNITION SYSTEMPL
REMOVAL AND INSTALLATION (Continued)

TORQUE SPECIFICATION
DESCRIPTION TORQUE
Camshaft Position Sensor Screw.......... 9N´m
(80 in. lbs.)
SOHC Cam Magnet/Target . . . 3.4 N´m (30 in. lbs.)
Crankshaft Position Sensor Screw........ 9N´m
(80 in. lbs.)
Coolant Temp. Sensor.....18.6 N´m (165 in. lbs.)
Ignition Coil to Cyl. Head . . 11.9 N´m (105 in. lbs.)
Knock Sensor.............. 10N´m(90in.lbs.)
MAP/IAT Sensor Plastic Manifold......... 2N´m
(20 in. lbs.)
Spark Plugs................ 28N´m(20ft.lbs.)
SPARK PLUG CABLE RESISTANCEÐSOHC
SPARK PLUG
Engine Spark Plug Gap Thread Size
2.0L RC9YC 0.033 TO 0.038 14mm (3/4 in.) reach
IGNITION COIL
Coil ManufacturePrimary Resistance at 21ÉC-27ÉC
(70ÉF-80ÉF)Secondary Resistance at 21ÉC-27ÉC
(70ÉF-80ÉF)
Weastec (Steel Towers) 0.45 to 0.65 Ohms 11,500 to 13,500 Ohms
Diamond (copper towers) 0.53 to 0.65 Ohms 10,900 to 14,700 Ohms
CABLE RESISTANCE
#1,#4 3500 ohmsÐ 4900 ohms
#2,#3 2950 ohmsÐ 4100 ohms
Coil Polarity
Coil Polarity
PLIGNITION SYSTEM 8D - 11
SPECIFICATIONS (Continued)

INSTRUMENT PANEL SYSTEMS
TABLE OF CONTENTS
page page
GENERAL INFORMATION
INTRODUCTION..........................1
DESCRIPTION AND OPERATION
HEADLAMP SWITCH......................2
INSTRUMENT CLUSTER....................2
WARNING AND INDICATOR LAMPS..........2
DIAGNOSIS AND TESTING
AIRBAG WARNING SYSTEM................2
BRAKE SYSTEM WARNING LAMP TEST.......2
INSTRUMENT CLUSTER LAMPS.............2
LOW OIL PRESSURE WARNING LAMP TEST...3
MULTIPLE/INDIVIDUAL GAUGES
INOPERATIVE..........................4
SERVICE PROCEDURES
INSTRUMENT CLUSTER SELF-DIAGNOSTICS...4
REMOVAL AND INSTALLATION
ACCESSORY SWITCH/POWER OUTLET
BEZEL................................4CENTER CONSOLE FLOOD LAMP............5
CIGAR LIGHTER / POWER OUTLET
ASSEMBLY.............................5
GLOVE BOX DOOR/BIN....................6
GLOVE BOX DOOR/BIN....................6
GLOVE BOX SWITCH/LAMP.................6
INSTRUMENT CLUSTER....................6
INSTRUMENT CLUSTER BEZEL..............6
INSTRUMENT CLUSTER LAMPS.............7
INSTRUMENT PANEL ASSEMBLY............7
INSTRUMENT PANEL CENTER BEZEL........10
INSTRUMENT PANEL END CAPS............10
INSTRUMENT PANEL TOP COVER...........10
LOWER INSTRUMENT PANEL COVER........10
LOWER STORAGE BIN....................10
STEERING COLUMN SHROUDS.............11
GENERAL INFORMATION
INTRODUCTION
The purpose of the dash gauges and indicator
lamps is to keep the driver informed about the oper-
ating condition of the vehicle. If an abnormal condi-
tion occurs, the driver is informed by indicator lamp.
The driver can seek service before damage occurs.
Indicator lamps use ON/OFF switch functions for
operation, while gauges use a sending unit or sensor.
The Instrument Panel can be removed as an
assembly after a few part are removed to allow
access to the retaining bolts. There is one self-align-
ing bulkhead connector on the left underside of the
instrument panel replacing most of the main harness
connectors. Once removed, the instrument panel can
be serviced for replacement. Most of the parts of the
instrument panel can be replaced individually with-
out removing the complete instrument panel assem-
bly.
Fig. 1 Instrument Panel
1 ± DEMISTER OUTLET
2 ± INSTRUMENT CLUSTER
3 ± CENTER AIR OUTLET
4 ± INSTRUMENT PANEL SPEAKERS
5 ± GLOVE BOX
6 ± HVAC CONTROL HEAD
7 ± RADIO
8 ± CIGAR LIGHTER/AUXILIARY POWER OUTLET
9 ± TRACTION CONTROL SWITCH
10 ± REAR WINDOW DEFOGGER SWITCH
PLINSTRUMENT PANEL SYSTEMS 8E - 1

MULTIPLE/INDIVIDUAL GAUGES INOPERATIVE
Test speedometer, tachometer and other gauges for
malfunction:
(1) Remove the cluster. Refer to Cluster Removal
and Installation.
(2) Check for ignition voltage at Pin 15 of the clus-
ter wire harness connector (Fig. 5). Check for battery
voltage at Pin 21 of the connector. If no voltage,
repair as necessary.
(3) Check Pin 10 of the connector for continuity to
ground. If no ground, repair as necessary.
(4) If the voltage and ground are OK, and the pins
or the connectors are not distorted, replace the
instrument cluster.
(5) Install cluster. Refer to Instrument Cluster
Removal and Installation in this section.
SERVICE PROCEDURES
INSTRUMENT CLUSTER SELF-DIAGNOSTICS
To put the cluster in self-diagnostics mode press
the trip reset button down and then turn the ignition
to the RUN position simultaneously, then release the
button. The gauges will increment to selected stoops
and all indicators will light with the exception of the
turn signals, high beam, and fog lamp indicators.
The oil lamp will come on when the ignition is
turned ON and the engine is OFF.
REMOVAL AND INSTALLATION
ACCESSORY SWITCH/POWER OUTLET BEZEL
REMOVAL
(1) Disconnect and isolate the battery negative
cable (Fig. 6).
(2) Remove the instrument panel center bezel.
Refer to Instrument Panel Center Bezel Removal and
Installation in this section.
(3) Remove four screws retaining accessory switch/
power outlet bezel (Fig. 7).(4) Disconnect the harness connectors to the fol-
lowing:
²Rear Window Defogger Switch (if equipped)
²Traction Control Switch (if equipped)
²Cigar Lighter/Power Outlet
Fig. 5 Cluster Wire Harness Connector
INSTRUMENT CLUSTER CONNECTOR PIN
CALL-OUT
PIN DESCRIPTION PIN DESCRIPTION
1 REAR FOG
LAMP FEED14 PARK LAMP
SWITCH
OUTPUT
2 PCI BUS 15 FUSED IGNITION
SWITCH
OUTPUT
(RUN-START)
3 COURTESY
LAMPS DRIVER16 DAYTIME
RUNNING
LAMPS
4 FOG LAMP
SWITCH
OUTPUT17 DAYTIME
RUNNING
LAMPS
5 VTSS
INDICATOR
DRIVER18 LEFT TURN
SIGNAL
6 PANEL LAMPS
DIMMER
SIGNAL19 RIGHT TURN
SIGNAL
7 FUEL LEVEL
SENSOR
SIGNAL20 DIMMER
SWITCH LOW
BEAM OUTPUT
8 NOT USED 21 FUSED B+
9 NOT USED 22 RED BRAKE
WARNING
INDICATOR
DRIVER
10 GROUND 23 KEY-IN IGNITION
SWITCH SENSE
11 NOT USED 24 DRIVER DOOR
AJAR SWITCH
SENSE
12 PANEL LAMPS
DRIVER25 SEAT BELT
SWITCH SENSE
13 KEYLESS
ENTRY SIGNAL26 DIMMER
SWITCH HIGH
BEAM OUTPUT
Fig. 4 Oil Pressure Switch
8E - 4 INSTRUMENT PANEL SYSTEMSPL
DIAGNOSIS AND TESTING (Continued)

VEHICLE SPEED CONTROL SYSTEM
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
SPEED CONTROL SYSTEM.................1
SPEED CONTROL SERVO-PCM OUTPUT.......2
SPEED CONTROL SWITCHESÐPCM INPUT....2
STOP LAMP SWITCH......................3
SERVO CABLE...........................3
VACUUM RESERVOIR.....................3VEHICLE SPEED SENSOR..................3
REMOVAL AND INSTALLATION
SPEED CONTROL SERVO...................3
SPEED CONTROL SWITCH..................4
SPEED CONTROL SERVO CABLE.............4
VACUUM RESERVOIR.....................5
DESCRIPTION AND OPERATION
SPEED CONTROL SYSTEM
OPERATION
The speed control system is electronically con-
trolled and vacuum operated. The electronic control
is integrated into the Powertrain Control Module
which is located in the engine compartment. The con-
trols are located on the steering wheel and consist of
five switches. The ON, OFF and SET buttons are
located on the left side of the airbag module. The
RESUME, ACCEL, COAST and CANCEL buttons
are located on the right side of the airbag module
(Fig. 1).
The system is designed to operate at speeds above
25 mph (40 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch
²Depressing the CANCEL switch.
The speed control can be disengaged also by any of
the following conditions:
²An indication of Park or Neutral
²The VSS signal increases at a rate of 10 mph
per second (indicates that the co-efficient of friction
between the road surface and tires is extremely low)
²Depressing the clutch pedal.
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)²The VSS signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
²If the actual speed is not within 20 mph of the
set speed
The previous disengagement conditions are pro-
grammed for added safety.
Fig. 1 Speed Control Switch
1 ± SPEED CONTROL SWITCHES
2 ± RES ACCEL
3 ± CANCEL
4 ± COAST
5 ± SET
6 ± ON/OFF
PLVEHICLE SPEED CONTROL SYSTEM 8H - 1

On most vehicles another resistor has been added
to the at rest circuit causing the PCM to never see 5
volts. This was done for diagnostic purposes. If the
switch circuit should open (bad connection) then the
PCM will see the 5 volts and know the circuit is bad.
The PCM will then set an open circuit fault.
STOP LAMP SWITCH
DESCRIPTION
The switch is mounted on the brake pedal mount-
ing bracket under the instrument panel.
OPERATION
Vehicles equipped with the speed control option use
a dual function stop lamp switch. The PCM monitors
the state of the dual function stop lamp switch. Refer
to the Brake section for more information on stop
lamp switch service and adjustment procedures.
The brake switch is equipped with three sets of
contacts, one normally open and the other two nor-
mally closed (brakes disengaged). The PCM sends a
12 volt signal to one of the normally closed contacts
in the brake switch, which is connected to a ground.
With the contacts closed, the 12 volt signal is pulled
to ground causing the signal to go low. The low volt-
age signal, monitored by the PCM, indicates that the
brakes are not applied. When the brakes are applied,
the contacts open, causing the PCM's output voltage
to go high, disengaging the speed control also
grounding the dump solenoid.
The second set of normally closed contacts is sup-
plied battery voltage any time speed control is
selected. From the brake switch, current is routed to
the speed control servo solenoids. The speed control
solenoids (vacuum, vent and dump) are provided this
current any time the speed control is ON and the
brakes are disengaged. When the driver applies the
brakes, the contacts open and current is interrupted
to the solenoids. The normally open contacts are fed
battery voltage. When the brakes are applied, battery
voltage is supplied to the stop lamps.
SERVO CABLE
DESCRIPTION
The speed control servo cable is connected between
the speed control vacuum servo diaphragm and the
throttle body control linkage.
OPERATION
This cable causes the throttle control linkage to
open or close the throttle valve in response to move-
ment of the vacuum servo diaphragm.
VACUUM RESERVOIR
OPERATION
The reservoir stores engine vacuum in the reser-
voir. When engine vacuum drops, as in climbing a
grade while driving, the reservoir supplies the vac-
uum needed to maintain proper speed control opera-
tion. The vacuum reservoir cannot be repaired and
must be replaced if faulty.
VEHICLE SPEED SENSOR
The Vehicle Speed Sensor (VSS) is a pulse genera-
tor mounted to an adapter near the transmission out-
put shaft. The sensor is driven through the adapter
by a speedometer pinion gear. The VSS pulse signal
to the speedometer/odometer is monitored by the
PCM speed control circuitry to determine vehicle
speed and to maintain speed control set speed.
REMOVAL AND INSTALLATION
SPEED CONTROL SERVO
REMOVAL
(1) Disconnect electrical connector from servo (Fig.
2).
(2) Disconnect vacuum hose from servo
(3) Remove 2 nuts retaining cable to servo.
(4) Remove retaining clip pin holding cable to
servo.
Fig. 2 Speed Control Servo
PLVEHICLE SPEED CONTROL SYSTEM 8H - 3
DESCRIPTION AND OPERATION (Continued)