engine coolant JEEP CHEROKEE 1994 Service Service Manual

stalled, its rotational position can not be changed.
Do not attempt to modify the distributor housing
to get distributor rotation. Distributor position
will have no effect on ignition timing.
All distributors contain an internal oil seal that
prevents oil from entering the distributor housing.
The seal is not serviceable.
For component testing, refer to the Diagnostics/Ser-
vice Procedures section of this group.For removal and installation of this component, re-
fer to the Component Removal/Installation section of
this group.
IGNITION COIL
Battery voltage is supplied to the ignition coil pos-
itive terminal from the ASD relay.
The Powertrain Control Module (PCM) opens and
closes the ignition coil ground circuit for ignition coil
operation.
Base ignition timing is not adjustable.By con-
trolling the coil ground circuit, the PCM is able to
set the base timing and adjust the ignition timing
advance. This is done to meet changing engine oper-
ating conditions.
The ignition coil is not oil filled. The windings are
embedded in an epoxy compound. This provides heat
and vibration resistance that allows the ignition coil
to be mounted on the engine.
The ignition coil is mounted to a bracket on the
side of the engine (Fig. 11).
For component testing, refer to the Diagnostics/Ser-
vice Procedures section of this group.
For removal and installation of this component, re-
fer to the Component Removal/Installation section of
this group.
ENGINE COOLANT TEMPERATURE SENSOR
The engine coolant temperature sensor provides an
input voltage to the Powertrain Control Module
(PCM) relating coolant temperature. The PCM uses
this input, along with inputs from other sensors, to
determine injector pulse width and ignition timing.
Fig. 8 Sensor OperationÐ2.5L Engine
Fig. 9 Sensor OperationÐ4.0L EngineÐAll Except
YJ Models With Automatic Transmission
Fig. 10 Sensor OperationÐ4.0L EngineÐYJ Models
With Automatic Transmission
8D - 4 IGNITION SYSTEMSJ

As coolant temperature varies, the sensor resistance
will change, resulting in a different input voltage to
the PCM.
When the engine is cold, the PCM will operate in
the Open Loop Cycle. It will demand slightly richer
air-fuel mixtures and higher idle speeds, until nor-
mal operating temperatures are reached. Refer to
Modes Of Operation in Group 14, Fuel System for a
description of Open and Closed Loop operation.
This sensor is installed in the thermostat housing
(Fig. 12).
For component testing, refer to the Diagnostics/Ser-
vice Procedures section of this group.
For removal and installation of this component, re-
fer to the Component Removal/Installation section of
this group.
INTAKE MANIFOLD AIR TEMPERATURE SENSOR
The sensor element extends into the intake mani-
fold air stream. It provides an input voltage to the
Powertrain Control Module (PCM) indicating intakemanifold air temperature. The input from this sensor
is used along with inputs from other sensors to de-
termine injector pulse width. As the temperature of
the air-fuel stream in the manifold varies, the sensor
resistance will change. This will result in a different
input voltage to the PCM. For more information, re-
fer to Group 14, Fuel System.
This sensor is installed in the intake manifold (Fig.
13, 4.0L engine or Fig. 14, 2.5L engine).
For component testing, refer to the Diagnostics/Ser-
vice Procedures section of this group.
For removal and installation of this component, re-
fer to the Component Removal/Installation section of
this group.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
The MAP sensor reacts to absolute pressure in the
intake manifold and provides an input voltage to the
Powertrain Control Module (PCM). As engine load
changes, manifold pressure varies, causing the MAP
Fig. 11 Ignition CoilÐTypical
Fig. 12 Coolant Temperature SensorÐTypical
Fig. 13 Air Temperature Sensor LocationÐ4.0L
Engine
Fig. 14 Air Temperature Sensor LocationÐ2.5L
Engine
JIGNITION SYSTEMS 8D - 5

sensor voltage to change. This change results in a
different input voltage to the PCM. The input volt-
age level supplies the PCM with information. This
relates to ambient barometric pressure during engine
start-up (cranking) and to engine load while the en-
gine is running. The PCM uses this input, along with
inputs from other sensors, to adjust air-fuel mixture.
For more information, refer to Group 14, Fuel Sys-
tem.
The MAP sensor is located in the engine compart-
ment near the rear of engine cylinder head (valve)
cover (Fig. 15). It is connected to the throttle body
with a vacuum hose and to the PCM electrically.
For component testing, refer to the Diagnostics/Ser-
vice Procedures section of this group.
For removal and installation of this component, re-
fer to the Component Removal/Installation section of
this group.
POWERTRAIN CONTROL MODULE (PCM)
The PCM was formerly referred to as the SBEC or
engine controller. On XJ models, the PCM is located
in the engine compartment next to the air cleaner
(Fig. 16). On YJ models, the PCM is located in the
engine compartment behind the windshield washer
fluid reservoir (Fig. 17).
The ignition system is controlled by the PCM.
Base ignition timing by rotation of distributor
is not adjustable.The PCM opens and closes the ig-
nition coil ground circuit to operate the ignition coil.
This is done to adjust ignition timing, both initial
(base) and advance, for changing engine operating
conditions.
The amount of electronic spark advance provided
by the PCM is determined by five input factors: En-
gine coolant temperature, engine rpm, intake mani-
fold air temperature, intake manifold absolute
pressure and throttle position.For removal and installation of this component, re-
fer to the Component Removal/Installation section of
this group.
For diagnostics, refer to the appropriate Powertrain
Diagnostic Procedures service manual for operation
of the DRB scan tool.
THROTTLE POSITION SENSOR
The sensor is mounted on the throttle body (Figs.
18 or 19). It is connected to the throttle blade shaft.
The sensor is a variable resistor. It provides the Pow-
ertrain Control Module (PCM) with an input signal
(voltage) that represents throttle blade position. As
the position of the throttle blade changes, the resis-
tance of the sensor changes.
The PCM supplies approximately 5 volts to the
sensor. The sensor output voltage (input signal to the
PCM) represents the throttle blade position. The
PCM receives an input signal voltage from the sen-
sor. This will vary in an approximate range of from 1
volt at minimum throttle opening (idle), to 4 volts at
wide open throttle. Along with inputs from other sen-
sors, the PCM uses the sensor input to determine
Fig. 15 MAP SensorÐTypical
Fig. 16 PCM LocationÐXJ Models
Fig. 17 PCM LocationÐYJ Models
8D - 6 IGNITION SYSTEMSJ

DIAGNOSTICS/SERVICE PROCEDURES
INDEX
page page
Automatic Shut Down (ASD) Relay............ 8
Camshaft Position Sensor Test............... 8
Crankshaft Position Sensor Test.............. 9
Distributor Cap........................... 9
Distributor Rotor......................... 10
DRB Scan Tool.......................... 10
Engine Coolant Temperature Sensor Test...... 12
General Information........................ 8
Ignition Coil............................. 11
Ignition Secondary Circuit Diagnosis.......... 12Ignition Timing........................... 14
Intake Manifold Air Temperature Sensor Test . . . 14
Manifold Absolute Pressure (MAP) Sensor Test . 14
On-Board Diagnostics (OBD)................ 19
Oxygen Sensor Tests..................... 19
Powertrain Control Module (PCM)............ 15
Spark Plug Secondary Cables............... 17
Spark Plugs............................ 16
Throttle Position Sensor Test............... 18
GENERAL INFORMATION
This section of the group, Diagnostics/Service Pro-
cedures, will discuss basic ignition system diagnos-
tics and service adjustments.
For system operation and component identification,
refer to the Component Identification/System Opera-
tion section of this group.
For removal or installation of ignition system com-
ponents, refer to the Component Removal/Installa-
tion section of this group.
For other useful information, refer to On-Board Di-
agnostics in the General Diagnosis sections of Group
14, Fuel System in this manual.
For operation of the DRB Scan Tool, refer to the
appropriate Powertrain Diagnostic Procedures ser-
vice manual.
AUTOMATIC SHUT DOWN (ASD) RELAY
Refer to RelaysÐOperation/Testing in the Group
14, Fuel System section of this service manual.
CAMSHAFT POSITION SENSOR TEST
The camshaft position sensor is located in the dis-
tributor on all engines.
To perform a complete test of this sensor and its
circuitry, refer to the DRB scan tool. Also refer to the
appropriate Powertrain Diagnostics Procedures man-
ual. To test the sensor only, refer to the following:
2.5L OR 4.0L ENGINE
For this test, an analog voltmeter is needed.Do
not remove the distributor connector from the dis-
tributor. Using small paper clips, insert them into
the backside of the distributor wire harness connec-
tor to make contact with the terminals. Be sure that
the connector is not damaged when inserting the pa-
per clips. Attach voltmeter leads to these paper clips.
(1) Connect the positive (+) voltmeter lead into
the sensor output wire. This is at done the distribu-
tor wire harness connector. For wire identification,
refer to Group 8W, Wiring Diagrams.(2) Connect the negative (-) voltmeter lead into the
ground wire. For wire identification, refer to Group
8W, Wiring Diagrams.
(3) Set the voltmeter to the 15 Volt DC scale.
(4) Remove distributor cap. Rotate (crank) engine
with starter until pulse ring (Fig. 1) enters the mag-
netic pickup on camshaft position sensor. Distributor
rotor should be pointed in 9 o'clock position. The
movable pulse ring should now be within the sensor
pickup.
(5) Turn ignition key to ON position. Voltmeter
should read approximately 5.0 volts.
(6) If voltage is not present, check the voltmeter
leads for a good connection.
(7) If voltage is still not present, check for voltage
at the supply wire. For wire identification, refer to
Group 8W, Wiring Diagrams.
Fig. 1 Pulse Ring/Rotor PositionÐTypical
8D - 8 IGNITION SYSTEMSJ

ENGINE COOLANT TEMPERATURE SENSOR TEST
To perform a complete test of this sensor and its
circuitry, refer to the DRB scan tool. Also refer to the
appropriate Powertrain Diagnostics Procedures man-
ual. To test the sensor only, refer to the following:
The sensor is installed in the thermostat housing
(Fig. 12).
(1) Disconnect wire harness connector from sensor
(Fig. 12).
(2) Test the resistance of the sensor with a high in-
put impedance (digital) volt-ohmmeter. The resis-
tance should be less than 1340 ohms at normal
engine operating idle temperature. For resistance
values, refer to the Sensor Resistance chart. Replace
the sensor if it is not within the range of resistance
specified in the chart.
(3) Test continuity of the wire harness. This is
done between Powertrain Control Module (PCM)
wire harness connector terminal-2 and the sensor
connector terminal. Also check continuity between
wire harness terminal-4 to the sensor connector ter-
minal. Repair the wire harness if an open circuit is
indicated.
IGNITION SECONDARY CIRCUIT DIAGNOSIS
CHECKING FOR SPARK
CAUTION: When disconnecting a high voltage cable
from a spark plug or from the distributor cap, twist
the rubber boot slightly (1/2 turn) to break it loose.
Grasp the boot (not the cable) and pull it off with a
steady, even force.
(1) Disconnect the ignition coil secondary cable
from center tower of the distributor cap. Hold the ca-
ble terminal approximately 12 mm (1/2 in.) from a
good engine ground (Fig. 13).WARNING: BE VERY CAREFUL WHEN THE ENGINE
IS CRANKING. DO NOT PUT YOUR HANDS NEAR
THE PULLEYS, BELTS OR THE FAN. DO NOT
WEAR LOOSE FITTING CLOTHING.
(2) Rotate (crank) the engine with the starter mo-
tor and observe the cable terminal for a steady arc. If
steady arcing does not occur, inspect the secondary
coil cable. Refer to Spark Plug Cables in this group.
Also inspect the distributor cap and rotor for cracks
or burn marks. Repair as necessary. If steady arcing
occurs, connect ignition coil cable to the distributor
cap.
(3) Remove a cable from one spark plug.
Fig. 12 Coolant Temperature SensorÐTypical
SENSOR RESISTANCE (OHMS)
Fig. 13 Checking for SparkÐTypical
8D - 12 IGNITION SYSTEMSJ

For diagnostics, refer to the appropriate Powertrain
Diagnostic Procedures service manual for operation
of the DRB scan tool.
SPARK PLUGS
For spark plug removal, cleaning, gap adjustment
and installation, refer to the Component Removal/In-
stallation section of this group.
Faulty carbon and/or gas fouled plugs generally
cause hard starting, but they will clean up at higher
engine speeds. Faulty plugs can be identified in a
number of ways: poor fuel economy, power loss, de-
crease in engine speed, hard starting and, in general,
poor engine performance.
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 indi-
cates that a problem exists in the corresponding
cylinder. Replace spark plugs at the intervals recom-
mended in the maintenance chart in Group 0, Lubri-
cation and Maintenance.
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective. Refer to the
following Spark Plug Condition section of this group.
CONDITION
NORMAL OPERATING
The few deposits present on the spark plug will
probably be light tan or slightly gray in color. This is
evident with most grades of commercial gasoline
(Fig. 24). There will not be evidence of electrode
burning. Gap growth will not average more than ap-
proximately 0.025 mm (.001 in) per 1600 km (1000
miles) of operation. Spark plugs that have normal
wear can usually be cleaned, have the electrodes
filed, have the gap set and then be installed.Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with
MMT causes the entire tip of the spark plug to be
coated with a rust colored deposit. This rust color can
be misdiagnosed as being caused by coolant in the
combustion chamber. Spark plug performance is not
affected by MMT deposits.
COLD FOULING/CARBON FOULING
Cold fouling is sometimes referred to as carbon
fouling. The deposits that cause cold fouling are ba-
sically carbon (Fig. 24). A dry, black deposit on one
or two plugs in a set may be caused by sticking
valves or defective spark plug cables. Cold (carbon)
fouling of the entire set of spark plugs may be caused
by a clogged air filter or repeated short operating
times (short trips).
ELECTRODE GAP BRIDGING
Electrode gap bridging may be traced to loose de-
posits in the combustion chamber. These deposits ac-
cumulate on the spark plugs during continuous stop-
and-go driving. When the engine is suddenly
subjected to a high torque load, deposits partially liq-
uefy and bridge the gap between electrodes (Fig. 25).
This short circuits the electrodes. Spark plugs with
electrode gap bridging can be cleaned using standard
procedures.
SCAVENGER DEPOSITS
Fuel scavenger deposits may be either white or yel-
low (Fig. 26). They may appear to be harmful, but
this is a normal condition caused by chemical addi-
tives in certain fuels. These additives are designed to
change the chemical nature of deposits and decrease
spark plug misfire tendencies. Notice that accumula-
tion on the ground electrode and shell area may be
heavy, but the deposits are easily removed. Spark
Fig. 24 Normal Operation and Cold (Carbon) Fouling
Fig. 25 Electrode Gap Bridging
8D - 16 IGNITION SYSTEMSJ

COMPONENT REMOVAL/INSTALLATION
INDEX
page page
Automatic Shut Down (ASD) Relay........... 20
Camshaft Position Sensor.................. 20
Crankshaft Position Sensor................. 21
Distributor.............................. 23
Engine Coolant Temperature Sensor.......... 22
General Information....................... 20
Ignition Coil............................. 26Intake Manifold Air Temperature Sensor....... 27
Manifold Absolute Pressure (MAP) Sensor..... 27
Oxygen (O2S) Sensor..................... 28
Powertrain Control Module (PCM)............ 28
Spark Plug Secondary Cables............... 29
Spark Plugs............................ 28
Throttle Position Sensor (TPS).............. 29
GENERAL INFORMATION
This section of the group, Component Removal/In-
stallation, will discuss the removal and installation
of ignition system components.
For basic ignition system diagnostics and service
adjustments, refer to the Diagnostics/Service Proce-
dures section of this group.
For system operation and component identification,
refer to the Component Identification/System Opera-
tion section of this group.
AUTOMATIC SHUT DOWN (ASD) RELAY
The ASD relay is installed in the Power Distribu-
tion Center (PDC) (Fig. 1). Relay location is printed
on the PDC cover.
REMOVAL
(1) Remove the PDC cover.
(2) Remove the relay by lifting straight up.
INSTALLATION
(1) Check the condition of relay wire terminals at
PDC before installing relay. Repair as necessary.
(2) Push the relay into the connector.
(3) Install the relay cover.
CAMSHAFT POSITION SENSOR
The camshaft position sensor is located in the dis-
tributor.
REMOVAL
(1) Remove the distributor. Refer to Distributor
Removal.
(2) Remove the distributor rotor.
CAUTION: Do not position the distributor in a vise
when removing or installing the drive gear roll pin.
Support the distributor with wooden blocks.
(3) Mark the position of the gear and the shaft in
line with the roll pin. The gearMUSTbe installed
back to its original position on the distributor shaft.
(4) Using a small pin punch and hammer, remove
the distributor gear roll (spring) pin (Fig. 3).
(5) Lightly tap the end of the distributor shaft un-
til distributor gear and thrust washer are removed.
(6) Slide the distributor shaft out of the distributor
housing.
(7) Remove the camshaft position sensor mounting
screw and positioning arm (Fig. 4).
(8) Slide the wire harness grommet out of the dis-
tributor housing. Remove the camshaft position sen-
sor.
Fig. 1 PDCÐXJ Models
Fig. 2 PDCÐYJ Models
8D - 20 IGNITION SYSTEMSJ

REMOVALÐALL ENGINES
(1) Near the rear of the intake manifold, discon-
nect the pigtail harness (on the sensor) from the
main electrical harness.
(2) Remove the nut holding sensor wire clip to fuel
rail mounting stud.
(3) Depending upon application, remove either the
sensor mounting bolt(s) or nuts.
(4) Remove the sensor.
(5) Remove clip from sensor wire harness.
INSTALLATIONÐALL EXCEPT YJ MODELS
WITH 4.0L ENGINE AND AUTOMATIC
TRANSMISSION
(1) Install the sensor flush against the opening in
the transmission housing.
(2) Install and tighten the two sensor mounting
bolts (or nuts) to 19 Nzm (14 ft. lbs.) torque.
CAUTION: On some models, two bolts used to se-
cure the sensor to the transmission. These bolts
are specially machined to correctly space the unit
to the flywheel. Do not attempt to install any other
bolts.
(3) Connect the electrical connector to the sensor.
(4) Install clip on sensor wire harness.
(5) Install clip over fuel rail mounting stud. Install
clip mounting nut.
INSTALLATIONÐYJ MODELS WITH 4.0L
ENGINE AND AUTOMATIC TRANSMISSION
(1) Be sure the paper/cardboard spacer (Fig. 7) has
been installed to the bottom of the new sensor.If original sensor is being reinstalled (such as with
transmission or flywheel removal), clean bottom of
the sensor before installation. Obtain a new spacer
and remove the paper backing. Install the self-adhe-
sive side to bottom of sensor. This spacerMUSTbe
installed. If spacer is not installed, sensor will be
damaged when engine is started.
(2) Position sensor to transmission bellhousing and
install mounting bolt finger tight.
(3) Gently seat (push down) the sensor until the
paper spacer contacts the outer edge of the flywheel.
(4) Tighten sensor mounting bolt (Fig. 7) to 17-
to-21 Nzm (13-to-16 ft. lbs.) torque.
(5) Connect the electrical connector to sensor.
(6) Install the clip to sensor wire harness.
(7) Install clip over fuel rail mounting stud. Install
clip mounting nut.
ENGINE COOLANT TEMPERATURE SENSOR
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOV-
ING THE COOLANT TEMPERATURE SENSOR. RE-
FER TO GROUP 7, COOLING.
REMOVAL
The sensor is installed in the thermostat housing
(Fig. 8).
(1) Drain cooling system until the coolant level is
below the cylinder head. For cooling system draining,
refer to Group 7, Cooling.
(2) Disconnect the coolant temperature sensor wire
connector.
(3) Remove the sensor from the thermostat hous-
ing (Fig. 8).
Fig. 7 Crankshaft Position SensorÐ4.0L EngineÐYJ
models With Automatic Transmission
Fig. 8 Coolant Temperature SensorÐTypical
8D - 22 IGNITION SYSTEMSJ

INSTALLATION
(1) Install coolant temperature sensor into the
thermostat housing. Tighten to 28 Nzm (21 ft. lbs.)
torque.
(2) Connect the wire connector.
(3) Fill the cooling system. Refer to group 7, Cool-
ing System.
DISTRIBUTOR
All distributors contain an internal oil seal that
prevents oil from entering the distributor housing.
The seal is not serviceable.
The camshaft position sensor is located in the dis-
tributor on all engines (Fig. 9).
Refer to Fig. 9 for an exploded view of the distrib-
utor.
REMOVALÐ2.5L ENGINE
(1) Disconnect the negative battery cable at the
battery.
(2) Disconnect coil secondary cable at coil.
(3) Remove distributor cap from distributor (2
screws). Do not remove cables from cap.
(4) Disconnect the distributor wiring harness from
the main engine harness.
(5) Scribe a mark on the distributor housing in
line with the tip of the rotor. Note the position of the
rotor and distributor housing. This is in relation tothe surrounding engine components as reference
points for installing the distributor.
(6) Remove the distributor holddown bolt and
clamp.
(7) Remove the distributor from engine by lifting
straight up. Remove and discard old distributor-to-
engine block gasket. Note that the rotor will rotate
slightly in a counterclockwise direction while lifting
up the distributor. Note this position after removal.
INSTALLATIONÐ2.5L ENGINE
ENGINE NOT ROTATED AFTER REMOVAL
This procedure assumes that the engine was not ro-
tated with distributor out of engine.
(1) Clean the distributor mounting hole area of the
engine block.
(2) Install a new distributor-to-engine block gas-
ket.
There is a fork on the distributor housing where
the housing seats against the engine block. The slot
in the fork aligns with the distributor holddown bolt
hole in the engine block. The distributor is correctly
installed when the rotor is correctly positioned. This
is with the slot in the fork aligned with the hold-
down bolt hole in the cylinder block. Because of the
fork on the distributor housing, initial ignition tim-
ing is not adjustable (the distributor cannot be rotat-
ed).
(3) Position the distributor shaft in the cylinder
block. If the engine was not rotated while the distrib-
utor was removed, perform the following:
²Align the rotor tip with the scribe mark on the
distributor housing during removal. Turn the rotor
approximately 1/8-turn counterclockwise past the
scribe mark.
CAUTION: Be sure that the distributor shaft fully
engages into the oil pump drive gear shaft. It may
be necessary to slightly rotate (bump) the engine.
This is done while applying downward hand force
on the distributor body. It should fully engage the
distributor shaft with the oil pump drive gear shaft.
²Slide the distributor shaft down into the engine.
It may be necessary to move the rotor and shaft
(slightly) to engage the distributor shaft with the slot
in the oil pump shaft. The same may have to be done
to engage the distributor gear with the camshaft
gear. However, the rotor should align with the scribe
mark when the distributor shaft is down in place.
²Install the distributor holddown clamp and bolt.
Tighten the bolt to 23 Nzm (17 ft. lbs.) torque.
(4) Install the distributor cap (with the ignition ca-
bles) on the distributor housing (Fig. 10). Tighten
distributor cap holddown screws to 3 Nzm (26 in. lbs.)
torque.
(5) Connect the distributor wiring harness to the
main engine harness.
Fig. 9 DistributorÐ2.5L/4.0L EnginesÐTypical
JIGNITION SYSTEMS 8D - 23

INSTRUMENT PANEL AND GAUGES
GROUP INDEX
page page
INSTRUMENT PANEL AND GAUGESÐXJ..... 1INSTRUMENT PANEL AND GAUGESÐYJ.... 14
INSTRUMENT PANEL AND GAUGESÐXJE
CONTENTS
page page
INSTRUMENT CLUSTER DIAGNOSIS........ 3
INSTRUMENT CLUSTER GENERAL INFORMATION.. 1
INSTRUMENT CLUSTER SERVICE PROCEDURES... 5
SPECIFICATIONS....................... 13
INSTRUMENT CLUSTER GENERAL INFORMATION
INDEX
page page
4WD Indicator Lamp........................ 2
Anti-Lock Brake Indicator Lamp............... 2
Brake Indicator Lamp....................... 2
Coolant Temperature Gauge................. 1
Coolant Temperature Indicator Lamp........... 1
Fuel Gauge.............................. 2
Low Fuel Warning Lamp..................... 2Malfunction Indicator Lamp (Check Engine)...... 2
Oil Pressure Gauge....................... 1
Oil Pressure Indicator Lamp.................. 1
Speedometer/Odometer System.............. 2
Tachometer.............................. 2
Upshift Indicator Lamp...................... 2
Voltmeter............................... 1
With the ignition switch in the ON or START posi-
tion, voltage supplied to the instrument cluster is lim-
ited by fuse #17. The voltage is supplied to all the
gauges and indicator lamps through the instrument
cluster printed circuit.
With the ignition switch in the OFF position, volt-
age is not supplied to the instrument cluster and the
gauges do not indicate any vehicle condition.
VOLTMETER
The voltmeter measures battery or generator out-
put voltage, whichever is greater.
OIL PRESSURE GAUGE
The oil pressure gauge pointer position is controlled
by a magnetic field created by electrical current flow
through the coils within the gauge. A change in current
flow will change the magnetic field which changes the
pointer position. The oil pressure sender is a variable
resistor that changes electrical resistance with a change
in oil pressure (values shown in Specifications chart).
OIL PRESSURE INDICATOR LAMP
Voltage is supplied to one side of the indicator bulb
and the oil pressure switch is connected to the other
side. When oil pressure is too low the switch closes
providing a path to ground, and the indicator bulb
lights.
COOLANT TEMPERATURE GAUGE
The coolant temperature gauge pointer position is
controlled by a magnetic field created by electrical
current flow through the coils within the gauge. A
change in current flow will change the magnetic field
which changes the pointer position. The coolant tem-
perature sensor is a thermistor that changes electri-
cal resistance with a change in coolant temperature
(values shown in Specifications chart).
COOLANT TEMPERATURE INDICATOR LAMP
Voltage is supplied to one side of the indicator bulb
and the coolant temperature switch is connected to the
JINSTRUMENT PANEL AND GAUGES 8E - 1