check engine JEEP CHEROKEE 1995 Service Service Manual

(1) Loosen two rear power steering pump mounting
bolts A (Fig. 8).
(2) Loosen upper pump pivot bolt B and lower lock
nut C (Fig. 9).
(3) Loosen pump adjusting bolt D (Fig. 8).
(4) If belt is to be adjusted, refer to Drive Belt Ten-
sion specifications at the end of this group for correct
tension and proceed to step 7.
If belt is to be replaced, remove belt.
(5) Check condition of all pulleys.
CAUTION: When installing the serpentine accessory
drive belt, the belt MUST be routed correctly. If not,
the engine may overheat due to the water pump ro-
tating in the wrong direction. Refer to (Figs. 2, 3, 4
or 5) for correct belt routing.
(6) Install new belt. Refer to the end of this group
for Drive Belt Tension specifications.
(7) Tighten pump adjusting bolt D (Fig. 8) to at-
tain proper belt tension.(8) Tighten rear pump mounting bolts, pivot bolt
and lock nut to 27 Nzm (20 ft. lbs.) torque.
Fig. 4 XJ Models with 4.0L EngineÐWithout
A/CÐExcept RHD
Fig. 5 XJ Models With 4.0L EngineÐWith A/CÐ
Except RHD
Fig. 6 XJ Models With 4.0L EngineÐWith A/CÐWith
RHD
Fig. 7 Automatic Belt TensionerÐ4.0L Engine With
RHD
JENGINE ACCESSORY DRIVE BELTS 7 - 41

(9) After power steering pump has been tightened
into position, recheck belt tension. Adjust if neces-
sary.
BELT SERVICEÐXJ MODELS WITH RIGHT HAND
DRIVE
The automatic belt tensioner is used only on
XJ models equipped with a 4.0L 6-cylinder en-
gine with right hand drive steering system.
REMOVAL
(1) Attach a socket/wrench to the mounting bolt of
the automatic tensioner pulley (Fig. 7).
(2) Rotate the tensioner assembly clockwise (as
viewed from front) until tension has been relieved
from belt.
(3) Remove belt from idler pulley (Fig. 7) first. Re-
move belt from vehicle.
(4) Check condition and alignment of all pulleys.
INSTALLATION
(1) Position the drive belt over all pulleysexcept
the idler pulley (Fig. 7).
CAUTION: When installing the serpentine accessory
drive belt, the belt must be routed correctly. If not,
the engine may overheat due to the water pump ro-
tating in the wrong direction. Refer to (Fig. 6) for
correct engine belt routing. The correct belt with
the correct length must be used
(2) Attach a socket/wrench to the pulley mounting
bolt of the automatic tensioner (Fig. 7).
(3) Rotate the socket/wrench clockwise (Fig. 7).
Place the belt over the idler pulley. Let tensioner ro-
tate back into place. Remove wrench. Be sure belt is
properly seated in the grooves of all pulleys.
AUTOMATIC BELT TENSIONERÐXJ MODELS WITH
RIGHT HAND DRIVE
The automatic belt tensioner is used only on
XJ models equipped with a 4.0L 6-cylinder en-
gine with right hand drive steering system.
The drive belt is equipped with a spring loaded au-
tomatic belt tensioner (Fig. 10). This belt tensioner
will be used with all belt configurations such as with
or without air conditioning.
REMOVAL
(1) Attach a socket/wrench to the mounting bolt of
the automatic tensioner pulley (Fig. 10).
(2) Rotate the tensioner assembly clockwise (as
viewed from front) until tension has been relieved
from belt.
(3) Remove belt from idler pulley (Fig. 10) first.
Remove belt from automatic tensioner.
(4) Remove tensioner mounting bolt (Fig. 10) from
tensioner bracket. Remove tensioner from vehicle.
Note alignment pin on the back of tensioner.
WARNING: BECAUSE OF HIGH SPRING PRES-
SURE, DO NOT ATTEMPT TO DISASSEMBLE AUTO-
MATIC TENSIONER. UNIT IS SERVICED AS AN
ASSEMBLY (EXCEPT FOR PULLEY).
(5) Remove tensioner pulley bolt. Remove pulley
from tensioner.
Fig. 8 P.S. Pump Rear Mounting BoltsÐTypical
Fig. 9 P.S. Pump Front Mounting Bolt/LocknutÐ
Typical
7 - 42 ENGINE ACCESSORY DRIVE BELTSJ

charged. However, even with these vents, hydrogen
gas can collect in or around the battery. If hydrogen
gas is exposed to flame or sparks, it can ignite.
If the electrolyte level is low, the battery could arc
internally and explode. If the battery is equipped
with removable cell caps, add distilled water when-
ever the electrolyte level is below the top of the
plates. If the battery cell caps cannot be removed, the
battery must be replaced when the electrolyte level is
low.
WARNING: DO NOT ATTEMPT TO ASSIST BOOST,
CHARGE, OR TEST BATTERY WHEN ELECTRO-
LYTE LEVEL IS BELOW THE TOP OF THE PLATES.
PERSONAL INJURY MAY OCCUR.
BATTERY RATINGS
Currently, there are 2 commonly accepted methods
for rating and comparing battery performance. These
ratings are called Cold Cranking Amperage (CCA),
and Reserve Capacity (RC). Be certain that a replace-
ment battery has CCA and RC ratings that equal or
exceed the original equipment specification for the
vehicle being serviced. See Battery Classifications
and Ratings charts in Specifications at the back of
this group.
COLD CRANKING AMPERAGE
The Cold Cranking Amperage (CCA) rating speci-
fies how much current (in amperes) the battery can
deliver for 30 seconds at -17.7ÉC (0ÉF). Terminal volt-
age must not fall below 7.2 volts during or after the
30 second discharge. The CCA required is generally
higher as engine displacement increases, depending
also upon the starter current draw requirements.
RESERVE CAPACITY
The Reserve Capacity (RC) rating specifies the
time (in minutes) it takes for battery terminal volt-
age to fall below 10.2 volts at a discharge rate of 25
amps. RC is determined with the battery fully-
charged at 26.7ÉC (80ÉF). This rating estimates how
long the battery might last after a charging system
failure, under minimum electrical load.
DIAGNOSIS
The battery must be completely charged and the
top, posts, and terminal clamps should be properly
cleaned before diagnostic procedures are performed.
Refer to Group 8B - Battery/Starter/Generator Ser-
vice for more information.
The condition of a battery is determined by two cri-
teria:
(1)State-Of-ChargeThis can be determined by
viewing the built-in test indicator, by checking spe-
cific gravity of the electrolyte (hydrometer test), or by
checking battery voltage (open circuit voltage test).(2)Cranking CapacityThis can be determined
by performing a battery load test, which measures
the ability of the battery to supply high-amperage
current.
If the battery has a built-in test indicator, use this
test first. If it has no test indicator, but has remov-
able cell caps, perform the hydrometer test first. If
cell caps are not removable, or a hydrometer is not
available, perform the open circuit voltage test first.
The battery must be charged before proceeding
with a load test if:
²the built-in test indicator has a black or dark color
visible
²the temperature corrected specific gravity is less
than 1.235
²the open circuit voltage is less than 12.4 volts.
A battery that will not accept a charge is faulty
and further testing is not required. A battery that is
fully-charged, but does not pass the load test is
faulty and must be replaced.
Completely discharged batteries may take
several hours to accept a charge. See Charging
Completely Discharged Battery.
A battery is fully-charged when:
²all cells are gassing freely during charging
²a green color is visible in the sight glass of the
built-in test indicator
²three corrected specific gravity tests, taken at
1-hour intervals, indicate no increase in specific grav-
ity
²open circuit voltage is 12.4 volts or greater.
ABNORMAL BATTERY DISCHARGING
Any of the following conditions can result in abnor-
mal battery discharging:
(1) Corroded battery posts and terminals.
(2) Loose or worn generator drive belt.
(3) Electrical loads that exceed the output of the
charging system, possibly due to equipment installed
after manufacture or repeated short trip use.
(4) Slow driving speeds (heavy traffic conditions) or
prolonged idling with high-amperage draw systems
in use.
(5) Faulty circuit or component causing excessive
ignition-off draw. See Ignition-Off Draw in this group
for diagnosis.
(6) Faulty charging system.
(7) Faulty or incorrect battery.
BUILT-IN TEST INDICATOR
A test indicator (hydrometer) built into the top of
the battery case, provides visual information for bat-
tery testing (Fig. 1). It is important when using the
test indicator that the battery be level and have a
clean sight glass to see correct indications. Additional
light may be required to view indicator.
JBATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 3

(4) Connect voltmeter to measure between the bat-
tery negative post and a good clean ground on the
engine block (Fig. 5). Rotate and hold ignition switch
in the START position. Observe voltmeter. If voltage
reads above 0.2 volt, correct poor contact at battery
negative cable attaching point. Repeat test. If read-
ing is still above 0.2 volt, replace battery negative ca-
ble.
(5) Connect positive lead of voltmeter to starter
housing. Connect negative lead of voltmeter to bat-
tery negative terminal (Fig. 6). Rotate and hold igni-
tion switch in the START position. Observe
voltmeter. If voltage reads above 0.2 volt, correct poor
starter to engine ground.
If resistance tests detect no feed circuit problems,
remove the starter and see Solenoid Test in this
group.
CONTROL CIRCUIT TESTS
The starter control circuit consists of:
²starter solenoid
²starter relay
²ignition switch
²park/neutral position switch (automatic transmis-
sion)²wiring harness and connections.
Test procedures for these components are as fol-
lows, and should be followed in the order described.
CAUTION: Before performing any test, unplug Auto
Shut-Down (ASD) relay from Power Distribution
Center (PDC) to prevent engine from starting.
SOLENOID TEST
Refer to Group 8B - Battery/Starter/Generator Ser-
vice for starter removal procedures.
(1) Disconnect solenoid field coil wire from field
coil terminal.
(2) Check for continuity between solenoid terminal
and field coil terminal with a continuity tester. There
should be continuity (Fig. 7).
(3) Check for continuity between solenoid terminal
and solenoid case. There should be continuity (Fig.
8).
(4) If there is continuity, solenoid is good. If there
is no continuity in either test, solenoid has an open
circuit and is faulty. Replace starter assembly.
(5) Connect solenoid field coil wire to field coil ter-
minal.
(6) Install starter as described in Group 8B - Bat-
tery/Starter/Generator Service.
RELAY TEST
The starter relay is in the Power Distribution Cen-
ter (PDC)(Figs. 9 or 10). Refer to the underside of the
PDC cover for relay location.
Fig. 5 Test Ground Circuit Resistance
Fig. 6 Test Starter Ground (Typical)
Fig. 7 Continuity Test Between Solenoid Terminal
and Field Coil Terminal
Fig. 8 Continuity Test Between Solenoid Terminal
and Solenoid Case
8A - 14 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICSJ

²accessories being left on with the engine not run-
ning
²a faulty or improperly adjusted switch that allows
a lamp to stay on (see Ignition-Off Draw, in this
group).
INSPECTION
(1) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter so-
lenoid and relay. They should be clean and tight. Re-
pair as required.
(2) Inspect all fuses in the fuseblock module and
Power Distribution Center (PDC) for tightness in re-
ceptacles. They should be properly installed and
tight. Repair or replace as required.
(3) Inspect the electrolyte level in the battery. If
cell caps are removable, add water if required. If cell
caps are not removable, replace battery if electrolyte
level is low.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts, if required. Refer to Group
8B - Battery/Starter/Generator Service 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 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.
OUTPUT WIRE RESISTANCE TEST
This test will show the amount of voltage drop
across the generator output wire, from the generator
battery terminal to the battery positive post.
PREPARATION
(1) Before starting test make sure vehicle has a
fully-charged battery. See Battery in this group for
more information.
(2) Turn ignition switch to OFF.
(3) Disconnect negative cable from battery.
(4) Disconnect generator output wire from genera-
tor battery output terminal.
(5) Connect a 0-150 ampere scale DC ammeter
(Fig. 2). Install in series between generator battery
output terminal and disconnected generator output
wire. Connect positive lead to generator battery out-
put terminal and negative lead to disconnected gen-
erator output wire.
(6) Connect positive lead of a test voltmeter (range
0-18 volts minimum) to disconnected generator out-
put wire. Connect negative lead of test voltmeter to
battery positive cable at positive post.
(7) Connect one end of a jumper wire to ground
and with other end probe green K20 field wire at
back of generator (Fig. 2). This will generate a DTC.CAUTION: Do not connect green/orange A142 field
wire to ground. Refer to Group 8W - Wiring Dia-
grams for more information.
(8) Connect an engine tachometer, then connect
battery negative cable to battery.
(9) Connect a variable carbon pile rheostat be-
tween battery terminals. Be sure carbon pile is in
OPEN or OFF position before connecting leads. See
Load Test in this group for instructions.
TEST
(1) Start engine. Immediately after starting, re-
duce engine speed to idle.
(2) Adjust engine speed and carbon pile to main-
tain 20 amperes flowing in circuit. Observe voltmeter
reading. Voltmeter reading should not exceed 0.5
volts.
RESULTS
If a higher voltage drop is indicated, inspect, clean
and tighten all connections. This includes any con-
nection between generator battery output terminal
and battery positive post. A voltage drop test may be
performed at each connection to locate the connection
with excessive resistance. If resistance tests satisfac-
torily, reduce engine speed, turn OFF carbon pile and
turn OFF ignition switch.
(1) Disconnect negative cable from battery.
(2) Remove test ammeter, voltmeter, carbon pile,
and tachometer.
(3) Remove jumper wire.
(4) Connect generator output wire to generator
battery output terminal. Tighten nut to 8.561.5 Nzm
(75615 in. lbs.).
(5) Connect negative cable to battery.
(6) Use DRB scan tool to erase DTC.
CURRENT OUTPUT TEST
The generator current output test determines
whether generator can deliver its rated current out-
put.
PREPARATION
(1) Before starting test make sure vehicle has a
fully-charged battery. See Battery in this group for
more information.
(2) Disconnect negative cable from battery.
(3) Disconnect generator output wire at the gener-
ator battery output terminal.
(4) Connect a 0-150 ampere scale DC ammeter
(Fig. 3). Install in series between generator battery
output terminal and disconnected generator output
wire. Connect positive lead to generator battery out-
put terminal and negative lead to disconnected gen-
erator output wire.
8A - 18 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICSJ

USING ON-BOARD DIAGNOSTIC SYSTEM
GENERAL INFORMATION
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the OBD system. Some
circuits are checked continuously and some are
checked only under certain conditions.
If the OBD system senses that a monitored circuit
is bad, it will put a DTC into electronic memory. The
DTC will stay in electronic memory as long as the
circuit continues to be bad. The PCM is programmed
to clear the memory after 50 engine starts, if the
problem does not occur again.
DIAGNOSTIC TROUBLE CODES
Diagnostic Trouble Codes (DTC) are two-digit num-
bers flashed on the malfunction indicator (Check En-
gine) lamp that identify which circuit is bad. A DTC
description can also be read using the DRB scan tool.
Refer to Group 14 - Fuel Systems for more informa-
tion.
A DTC does not identify which component in a cir-
cuit is bad. Thus, a DTC should be treated as a
symptom, not as the cause for the problem. In some
cases, because of the design of the diagnostic test
procedure, a DTC can be the reason for another DTCto be set. Therefore, it is important that the test pro-
cedures be followed in sequence, to understand what
caused a DTC to be set.
See Generator Diagnostic Trouble Code chart for
DTC's which apply to the charging system. Refer to
the Powertrain Diagnostic Procedures manual to di-
agnose an on-board diagnostic system trouble code.
RETRIEVING DIAGNOSTIC TROUBLE CODES
To start this function, cycle the ignition switch ON-
OFF-ON-OFF-ON within 5 seconds. This will cause
any DTC stored in the PCM memory to be displayed.
The malfunction indicator (Check Engine) lamp will
display a DTC by flashing on and off. There is a
short pause between flashes and a longer pause be-
tween digits. All DTC's displayed are two-digit num-
bers, with a four-second pause between codes.
An example of a DTC is as follows:
(1) Lamp on for 2 seconds, then turns off.
(2) Lamp flashes 4 times pauses and then flashes 1
time.
(3) Lamp pauses for 4 seconds, flashes 4 times,
pauses, then flashes 7 times.
The two DTC's are 41 and 47. Any number of
DTC's can be displayed, as long as they are in mem-
ory. The lamp will flash until all stored DTC's are
displayed (55 = end of test).
GENERATOR DIAGNOSTIC TROUBLE CODE
8A - 22 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICSJ

DIAGNOSTICS/SERVICE PROCEDURES
INDEX
page page
Automatic Shutdown (ASD) Relay Test.......... 6
Camshaft Position Sensor Test................ 6
Crankshaft Position Sensor Test............... 7
Distributor Cap............................ 7
Distributor Rotor........................... 8
DRB Scan Tool............................ 8
Engine Coolant Temperature Sensor Test........ 9
General Information........................ 6
Ignition Coil.............................. 9
Ignition Secondary Circuit Diagnosis........... 10Ignition Timing............................ 11
Intake Manifold Air Temperature Sensor Test..... 11
Manifold Absolute Pressure (MAP) Sensor Test . . . 11
On-Board Diagnostics...................... 15
Oxygen (O2S) Sensor Tests................. 15
Powertrain Control Module (PCM)............. 11
Spark Plug Secondary Cables................ 14
Spark Plugs............................. 12
Throttle Position Sensor Test................. 15
GENERAL INFORMATION
This section of the group, Diagnostics/Service Pro-
cedures, will discuss basic ignition system diagnostics
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 the On-Board
Diagnostics section.
For operation of the DRB Scan Tool, refer to the
appropriate Powertrain Diagnostic Procedures ser-
vice manual.
AUTOMATIC SHUTDOWN (ASD) RELAY TEST
To perform a complete test of this relay and its cir-
cuitry, refer to the DRB scan tool. Also refer to the
appropriate Powertrain Diagnostics Procedures man-
ual. To test the relay only, refer to RelaysÐOpera-
tion/Testing in the Group 14, Fuel Systems section.
CAMSHAFT POSITION 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 camshaft position sensor is located in the dis-
tributor (Fig. 1).
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:
For this test, an analog (non-digital) voltme-
ter is needed.Do not remove the distributor connec-
tor from the distributor. Using small paper clips,
insert them into the backside of the distributor wire
harness connector to make contact with the termi-nals. Be sure that the connector is not damaged
when inserting the paper clips. Attach voltmeter
leads to these paper clips.
(1) Connect the positive (+) voltmeter lead into the
sensor output wire. This is at done the distributor
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 from distributor (two
screws). Rotate (crank) the engine until the distribu-
tor rotor is pointed to approximately the 11 o'clock
position. The movable pulse ring should now be
within the sensor pickup.
(5) Turn ignition key to ON position. The 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 Camshaft Position SensorÐTypical
8D - 6 IGNITION SYSTEMSJ

(8) If voltage is not present at supply wire, check
for voltage at pin-7 of powertrain control module
(PCM) 60-way connector. Leave the PCM connector
connected for this test.
(9) If voltage is still not present, perform vehicle
test using the DRB scan tool.
(10) If voltage is present at pin-7, but not at the
supply wire:
(a) Check continuity between the supply wire.
This is checked between the distributor connector
and pin-7 at the PCM. If continuity is not present,
repair the harness as necessary.
(b) Check for continuity between the camshaft
position sensor output wire and pin-44 at the PCM.
If continuity is not present, repair the harness as
necessary.
(c) Check for continuity between the ground cir-
cuit wire at the distributor connector and ground.
If continuity is not present, repair the harness as
necessary.
(11) While observing the voltmeter, crank the en-
gine with ignition switch. The voltmeter needle
should fluctuate between 0 and 5 volts while the en-
gine is cranking. This verifies that the camshaft po-
sition sensor in the distributor is operating properly
and a sync pulse signal is being generated.
If sync pulse signal is not present, replacement of
the camshaft position sensor is necessary.
For removal or installation of ignition system com-
ponents, refer to the Component Removal/Installa-
tion section of this group.
For system operation and component identification,
refer to the Component Identification/System Opera-
tion section of this group.
CRANKSHAFT POSITION 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 located on the transmission bellhous-
ing at the left/rear side of the engine block (Figs. 2, 3
or 4).
(1) Near the rear of the intake manifold, discon-
nect sensor pigtail harness connector from main wir-
ing harness.
(2) Place an ohmmeter across terminals B and C
(Fig. 5). Ohmmeter should be set to 1K-to-10K scale
for this test. The meter reading should be open (no
resistance). Replace sensor if a low resistance is indi-
cated.
For removal or installation of ignition system com-
ponents, refer to the Component Removal/Installa-
tion section of this group.DISTRIBUTOR CAP
INSPECTION
Remove the distributor cap and wipe it clean with
a dry lint free cloth. Visually inspect the cap for
cracks, carbon paths, broken towers, or damaged ro-
tor button (Figs. 6 and 7). Also check for white depos-
its on the inside (caused by condensation entering
the cap through cracks). Replace any cap that dis-
plays charred or eroded terminals. The inside flat
surface of a terminal end (faces toward rotor) will in-
dicate some evidence of erosion from normal opera-
tion. Examine the terminal ends for evidence of
mechanical interference with the rotor tip.
If replacement of the distributor cap is necessary,
transfer spark plug cables from the original cap to
the new cap. This should be done one cable at a time.
Each cable is installed onto the tower of the new cap
that corresponds to its tower position on the original
Fig. 2 Crankshaft Position SensorÐ2.5L 4-Cyl.
EngineÐTypical
Fig. 3 Crankshaft Position SensorÐ4.0L 6-Cyl.
EngineÐAll Except YJ models With Auto. Trans.
JIGNITION SYSTEMS 8D - 7

cap. Fully seat the cables onto the towers. If neces-
sary, refer to the engine Firing Order diagrams (Figs.
8or9).
DISTRIBUTOR ROTOR
Visually inspect the rotor (Fig. 10) for cracks, evi-
dence of corrosion, or the effects of arcing on the
metal tip. Also check for evidence of mechanical in-
terference with the cap. Some charring is normal on
the end of the metal tip. The silicone-dielectric-var-
nish-compound applied to the rotor tip for radio in-
terference noise suppression, will appear charred.
This is normal.Do not remove the charred com-
pound.Test the spring for insufficient tension. Re-
place a rotor that displays any of these adverse
conditions.
DRB SCAN TOOL
For operation of the DRB scan tool, refer to the ap-
propriate Powertrain Diagnostic Procedures service
manual.
Fig. 4 Crankshaft Position SensorÐ4.0L 6-Cyl.
EngineÐYJ models With Auto. Trans.
Fig. 5 Crankshaft Position Sensor Connector
Fig. 6 Cap InspectionÐExternalÐTypical
Fig. 7 Cap InspectionÐInternalÐTypical
Fig. 8 Firing OrderÐ2.5L 4-Cylinder Engine
8D - 8 IGNITION SYSTEMSJ

IGNITION COIL
To perform a complete test of the ignition coil and
its circuitry, refer to the DRB scan tool. Also refer tothe appropriate Powertrain Diagnostics Procedures
manual. To test the coil only, refer to the following:
The ignition coil (Fig. 11) is designed to operate
without an external ballast resistor.
Inspect the ignition coil for arcing. Test the coil ac-
cording to coil tester manufacturer's instructions.
Test the coil primary and secondary resistance. Re-
place any coil that does not meet specifications. Refer
to the Ignition Coil Resistance chart.
If the ignition coil is being replaced, the secondary
spark plug cable must also be checked. Replace cable
if it has been burned or damaged.
Arcing at the tower will carbonize the cable nipple,
which if it is connected to a new ignition coil, will
cause the coil to fail.
If the secondary coil cable shows any signs of dam-
age, it should be replaced with a new cable and new
terminal. Carbon tracking on the old cable can cause
arcing and the failure of a new ignition coil.
ENGINE COOLANT TEMPERATURE SENSOR TEST
For an operational description, diagnosis and re-
moval/installation procedures, refer to Group 14,
Fuel System.
IGNITION COIL RESISTANCE
Fig. 9 Firing OrderÐ4.0L 6-Cylinder Engine
Fig. 10 Rotor InspectionÐTypical
Fig. 11 Ignition CoilÐTypical (4.0L Shown)
JIGNITION SYSTEMS 8D - 9