Jeep WK Grand Cherokee Section 09 Engine

WK
ENGINE
9-1
ENGINE
TABLE OF CONTENTS
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ENGINE ELECTRICAL DIAGNOSTICS . . . . . . . . . . . 1 ENGINE - 3.7L SERVICE INFORMATION . . . . . 1165
ENGINE - 4.7L SERVICE INFORMATION . . . . . 1291 ENGINE - 5.7L SERVICE INFORMATION . . . . . 1428
ENGINE ELECTRICAL DIAGNOSTICS

TABLE OF CONTENTS
page ENGINE ELECTRICAL DIAGNOSTICS DIAGNOSIS AND TESTING PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 6 INTERMITTENT CONDITION . . . . . . . . . . . . . . 8 P0016CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . 9 P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 P0051-O2 SENSOR 2/1 HEATER CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 P0052-O2 SENSOR 2/1 HEATER CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 P0057-O2 SENSOR 2/2 HEATER CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 P0058-O2 SENSOR 2/2 HEATER CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION . . . . . . . . . . . . . . . 51 P0071-AMBIENT AIR TEMPERATURE SENSOR PERFORMANCE . . . . . . . . . . . . . . . 61 P0072-AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . 66 P0073AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . 69 P0107-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . 73 P0108-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . 78 page P0111-INTAKE AIR TEMPERATURE SENSOR RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . 83 P0112-INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . 88 P0113-INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . 91 P0116ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT PERFORMANCE . . . . . . . 95 P0117-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . 100 P0118-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . 103 P0121-THROTTLE POSITION SENSOR 1 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 107 P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW (3.7L, 4.7L) . . . . . . . . . . . . . . 116 P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW (5.7L) . . . . . . . . . . . . . . . . . . 121 P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH (3.7L, 4.7L) . . . . . . . . . . . . . . 126 P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH (5.7L) . . . . . . . . . . . . . . . . . . 131 P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL . . . . . . . . . 136 P0128-THERMOSTAT RATIONALITY . . . . . . 139 P0129-BAROMETRIC PRESSURE OUT-OFRANGE LOW . . . . . . . . . . . . . . . . . . . . . . . . 149 P0131-O2 SENSOR 1/1 CIRCUIT LOW . . . . 155 P0132-O2 SENSOR 1/1 CIRCUIT HIGH . . . . 160 P0133-O2 SENSOR 1/1 SLOW RESPONSE . 165 P0135-O2 SENSOR 1/1 HEATER PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 168 P0137-O2 SENSOR 1/2 CIRCUIT LOW . . . . 172 P0138-O2 SENSOR 1/2 CIRCUIT HIGH . . . . 177 P0139-O2 SENSOR 1/2 SLOW RESPONSE . 182
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P0404-EGR POSITION SENSOR PERFORMANCE . . . . . . . . . . . . . . . . . . . P0405-EGR POSITION SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0406-EGR POSITION SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0420-CATALYST 1/1 EFFICIENCY . . . . . P0430-CATALYST 2/1 EFFICIENCY . . . . . P0440-GENERAL EVAP SYSTEM FAILURE P0441-EVAP PURGE SYSTEM PERFORMANCE . . . . . . . . . . . . . . . . . . . P0443-EVAP PURGE SOLENOID CIRCUIT P0452-NVLD PRESSURE SWITCH STUCK CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . P0453-NVLD PRESSURE SWITCH STUCK OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . P0455-EVAP PURGE SYSTEM LARGE LEAK P0456-EVAP PURGE SYSTEM SMALL LEAK . . . . . . . . . . . . . . . . . . . . . . P0457-LOOSE FUEL CAP . . . . . . . . . . . . P0461-FUEL LEVEL SENSOR 1 PERFORMANCE . . . . . . . . . . . . . . . . . . . P0462-FUEL LEVEL SENSOR 1 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0463-FUEL LEVEL SENSOR 1 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0480-COOLING FAN 1 CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . P0481-COOLING FAN 2 CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . P0498-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT LOW . . . . . . . . . . . . P0499-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT HIGH . . . . . . . . . . . . P0501-VEHICLE SPEED SENSOR 1 PERFORMANCE . . . . . . . . . . . . . . . . . . . P0503-VEHICLE SPEED SENSOR 1 ERRATIC . . . . . . . . . . . . . . . . . . . . . . . . . P0506-IDLE SPEED PERFORMANCE LOWER THAN EXCEPTED . . . . . . . . . . . . P0507-IDLE SPEED PERFORMANCE HIGHER THAN EXCEPTED . . . . . . . . . . . P0508-IDLE AIR CONTROL VALVE SENSE CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . P0509-IDLE AIR CONTROL VALVE SENSE CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . P0513-INVALID SKIM KEY . . . . . . . . . . . . P0520-ENGINE OIL PRESSURE SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . P0521-ENGINE OIL PRESSURE SENSOR PERFORMANCE . . . . . . . . . . . . . . . . . . . P0522-ENGINE OIL PRESSURE SENSOR CIRCUIT LOW 5.7L . . . . . . . . . . . . . . . . . P0522-OIL PRESSURE TOO LOW 3.7L, 4.7L . . . . . . . . . . . . . . . . . . . . . . . . . P0523-ENGINE OIL PRESSURE SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . P0524-ENGINE OIL PRESSURE TOO LOW
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. . 455 . . 461 . . 466 . . 471 . . 474 . 477 . . 484 . 487 . . 492 . . 496 . 501 . . 505 . . 509 . . 514 . . 519 . . 523 . . 526 . . 529 . . 532 . . 535 . . 539 . . 542 . . 545 . . 547 . . 549 . . 554 . . 558 . . 561 . . 567 . . 574 . . 579 . . 584 . 589
P0141-O2 SENSOR 1/2 HEATER PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 185 P0151-O2 SENSOR 2/1 CIRCUIT LOW . . . . 189 P0152-O2 SENSOR 2/1 CIRCUIT HIGH . . . . 194 P0153-O2 SENSOR 2/1 SLOW RESPONSE . 199 P0155-O2 SENSOR 2/1 HEATER PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 202 P0157-O2 SENSOR 2/2 CIRCUIT LOW . . . . 206 P0158-O2 SENSOR 2/2 CIRCUIT HIGH . . . . 211 P0159-O2 SENSOR 2/2 SLOW RESPONSE . 216 P0161-O2 SENSOR 2/2 HEATER PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 219 P0171-FUEL SYSTEM 1/1 LEAN . . . . . . . . . 223 P0172-FUEL SYSTEM 1/1 RICH . . . . . . . . . . 230 P0174-FUEL SYSTEM 2/1 LEAN . . . . . . . . . 237 P0175-FUEL SYSTEM 2/1 RICH . . . . . . . . . . 244 P0196ENGINE OIL TEMPERATURE SENSOR CIRCUIT PERFORMANCE . . . . . . 251 P0197-ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . 256 P0198-ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . 259 P0201-FUEL INJECTOR 1 CIRCUIT . . . . . . . 264 P0202-FUEL INJECTOR 2 CIRCUIT . . . . . . . 268 P0203-FUEL INJECTOR 3 CIRCUIT . . . . . . . 272 P0204-FUEL INJECTOR 4 CIRCUIT . . . . . . . 276 P0205-FUEL INJECTOR 5 CIRCUIT . . . . . . . 280 P0206-FUEL INJECTOR 6 CIRCUIT . . . . . . . 284 P0207-FUEL INJECTOR 7 CIRCUIT . . . . . . . 288 P0208-FUEL INJECTOR 8 CIRCUIT . . . . . . . 292 P0221-THROTTLE POSITION SENSOR 2 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 296 P0222-THROTTLE POSITION SENSOR 2 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 305 P0223-THROTTLE POSITION SENSOR 2 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 311 P0300-MULTIPLE CYLINDER MISFIRE . . . . 315 P0301-CYLINDER 1 MISFIRE . . . . . . . . . . . 322 P0302-CYLINDER 2 MISFIRE . . . . . . . . . . . 331 P0303-CYLINDER 3 MISFIRE . . . . . . . . . . . 341 P0304-CYLINDER 4 MISFIRE . . . . . . . . . . . 351 P0305-CYLINDER 5 MISFIRE . . . . . . . . . . . 361 P0306-CYLINDER 6 MISFIRE . . . . . . . . . . . 371 P0307-CYLINDER 7 MISFIRE . . . . . . . . . . . 381 P0308-CYLINDER 8 MISFIRE . . . . . . . . . . . 391 P0315-NO CRANK SENSOR LEARNED . . . . 401 P0325-KNOCK SENSOR 1 CIRCUIT . . . . . . 404 P0330-KNOCK SENSOR 2 CIRCUIT . . . . . . 409 P0335-CRANKSHAFT POSITION SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 414 P0339-CRANKSHAFT POSITION SENSOR INTERMITTENT . . . . . . . . . . . . . . . . . . . . . . 423 P0340-CAMSHAFT POSITION SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 430 P0344-CAMSHAFT POSITION SENSOR INTERMITTENT . . . . . . . . . . . . . . . . . . . . . . 438 P0401-EGR SYSTEM PERFORMANCE . . . . 444 P0403-EGR SOLENOID CIRCUIT . . . . . . . . . 450
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P0532-A/C PRESSURE SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0533-A/C PRESSURE SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0562-BATTERY VOLTAGE LOW . . . . . . . . P0563-BATTERY VOLTAGE HIGH . . . . . . . P0571-BRAKE SWITCH 1 PERFORMANCE P0572-BRAKE SWITCH 1 STUCK ON . . . . P0573-BRAKE SWITCH 1 STUCK OFF . . . P0579-SPEED CONTROL SWITCH 1 PERFORMANCE . . . . . . . . . . . . . . . . . . . . P0580-SPEED CONTROL SWITCH 1 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . P0581-SPEED CONTROL SWITCH 1 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . P0586-SPEED CONTROL VACUUM CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . P0585-SPEED CONTROL SWITCH 1/2 CORRELATION . . . . . . . . . . . . . . . . . . . . . P0586-SPEED CONTROL VENT CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . P0591-SPEED CONTROL SWITCH 2 PERFORMANCE . . . . . . . . . . . . . . . . . . . . P0592-SPEED CONTROL SWITCH 2 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . P0593-SPEED CONTROL SWITCH 2 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . P0594-SPEED CONTROL SERVO POWER RELAY CIRCUIT . . . . . . . . . . . . . . . . . . . . . P0600-SERIAL COMMUNICATION LINK . . . P0601-INTERNAL MEMORY CHECKSUM INVALID . . . . . . . . . . . . . . . . . . . . . . . . . . . P0606-INTERNAL ECM PROCESSOR . . . . P060B-ETC A/D GROUND PERFORMANCE P060D-ETC LEVEL 2 APP PERFORMANCE P060E-ETC LEVEL 2 TPS PERFORMANCE P060F-ETC LEVEL 2 ECT PERFORMANCE P061A-ETC LEVEL 2 TORQUE PERFORMANCE . . . . . . . . . . . . . . . . . . . . P061C-ETC LEVEL 2 RPM PERFORMANCE P0622-GENERATOR FIELD CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . P0627-FUEL PUMP RELAY CIRCUIT . . . . . P062C-ETC LEVEL 2 MPH PERFORMANCE P0630-VIN NOT PROGRAMMED IN PCM . . P0632-ODOMETER NOT PROGRAMMED IN PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0633-SKIM KEY NOT PROGRAMMED IN PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . P0643-PRIMARY 5-VOLT SUPPLY CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0645-A/C CLUTCH RELAY CIRCUIT .... P0652-SENSOR REFERENCE VOLTAGE 2 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . P0653-SENSOR REFERENCE VOLTAGE 2 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 595 . 600 . 605 . 610 . 613 . 618 . 622 . 626 . 635 . 641 . 647 . 654 . 663 . 669 . 678 . 684 . 690 . 696 . 697 . 698 . 699 . 700 . 701 . 702 . 703 . 704 . 705 . 709 . 713 . 714 . 715 . 716 . 717 . 721 . 724 . 728 . 731
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P0685-AUTO SHUTDOWN RELAY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 734 P0688-AUTO SHUTDOWN RELAY SENSE CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 737 P0691-COOLING FAN 1 RELAY CONTROL CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 741 P0692-COOLING FAN 1 RELAY CONTROL CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 744 P0693-COOLING FAN 2 RELAY CONTROL CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 747 P0694-COOLING FAN 2 RELAY CONTROL CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 750 P0700-TRANSMISSION CONTROL SYSTEM (MIL REQUEST) . . . . . . . . . . . . . . . . . . . . . . 753 P0703-BRAKE SWITCH 2 PERFORMANCE . 754 P0850-PARK/NEUTRAL SWITCH PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 759 P1115-GENERAL TEMPERATURE RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . 763 P1411CYLINDER 1 REACTIVATION CONTROL PERFORMANCE . . . . . . . . . . . . . 767 P1414CYLINDER 4 REACTIVATION CONTROL PERFORMANCE . . . . . . . . . . . . . 772 P1416CYLINDER 6 REACTIVATION CONTROL PERFORMANCE . . . . . . . . . . . . . 777 P1417CYLINDER 7 REACTIVATION CONTROL PERFORMANCE . . . . . . . . . . . . . 782 P1501-VEHICLE SPEED SENSOR 1/2 CORRELATION - DRIVE WHEELS . . . . . . . . 787 P1502-VEHICLE SPEED SENSOR 1/2 CORRELATION - NON DRIVE WHEELS . . . . 790 P1572-BRAKE PEDAL STUCK ON . . . . . . . . 793 P1573-BRAKE PEDAL STUCK OFF . . . . . . . 797 P1593-SPEED CONTROL SWITCH 1 STUCK (5.7L) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 801 P1593-SPEED CONTROL SWITCH 1 STUCK (3.7L, 4.7L) . . . . . . . . . . . . . . . . . . . . . . . . . . 810 P1602PCM NOT PROGRAMMED . . . . . . . . 817 P1603-PCM INTERNAL DUAL-PORT RAM COMMUNICATION FAILURE . . . . . . . . . . . . 818 P1604-PCM INTERNAL DUAL-PORT RAM READ/WRITE INTEGRITY FAILURE . . . . . . . 820 P1607-PCM INTERNAL SHUTDOWN TIMER RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . 822 P1618-SENSOR REFERENCE VOLTAGE 1 CIRCUIT ERRATIC . . . . . . . . . . . . . . . . . . . . 823 P1628-SENSOR REFERENCE VOLTAGE 2 CIRCUIT ERRATIC . . . . . . . . . . . . . . . . . . . . 828 P1646-HYDRAULIC COOLING FAN CONTROL CIRCUIT LOW . . . . . . . . . . . . . . 833 P1647-HYDRAULIC COOLING FAN CONTROL CIRCUIT HIGH . . . . . . . . . . . . . . 837 P1696-EEPROM MEMORY WRITE DENIED/ INVALID . . . . . . . . . . . . . . . . . . . . . . . . . . . . 841 P1697-EMR (SRI) MILEAGE NOT STORED . 843 P2072-ELECTRONIC THROTTLE CONTROL SYSTEM - ICE BLOCKAGE . . . . . . . . . . . . . 845 P2074-MAP/TPS CORRELLATION - HIGH AIRFLOW/VACUUM LEAK DETECTED . . . . . 846
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P2174-LOW AIRFLOW/RESTRICTION DETECTED (INSTANTANEOUS ACCUMULATION) . . . . . . . . . . . . . . . . . . . . 984 P2175-LOW AIRFLOW/RESTRICTION DETECTED (SLOW ACCUMULATION) . . . . . 995 P2181-COOLING SYSTEM PERFORMANCE . . . . . . . . . . . . . . . . . . . . 1006 P2299-BRAKE PEDAL POSITION / ACCELERATOR PEDAL POSITION INCOMPATIBLE . . . . . . . . . . . . . . . . . . . . . 1013 P2302-IGNITION COIL 1 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION . . . . 1016 P2305-IGNITION COIL 2 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION . . . . 1020 P2308-IGNITION COIL 3 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION . . . . 1024 P2311-IGNITION COIL 4 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION . . . . 1028 P2314-IGNITION COIL 5 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION . . . . 1032 P2317-IGNITION COIL 6 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION . . . . 1036 P2320-IGNITION COIL 7 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION . . . . 1040 P2323-IGNITION COIL 8 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION . . . . 1044 P2503-CHARGING SYSTEM OUTPUT LOW . . . . . . . . . . . . . . . . . . . . . . 1048 P3400-MDS RATIONALITY BANK 1 . . . . . . 1053 P3401-MDS SOLENOID 1 CIRCUIT . . . . . . 1055 P3402CYLINDER 1 DEACTIVATION CONTROL PERFORMANCE . . . . . . . . . . . . 1060 P3425-MDS SOLENOID 4 CIRCUIT . . . . . . 1064 P3426CYLINDER 4 DEACTIVATION CONTROL PERFORMANCE . . . . . . . . . . . . 1069 P3441-MDS SOLENOID 6 CIRCUIT . . . . . . 1073 P3442CYLINDER 6 DEACTIVATION CONTROL PERFORMANCE . . . . . . . . . . . . 1078 P3449-MDS SOLENOID 7 CIRCUIT . . . . . . 1082 P3450CYLINDER 7 DEACTIVATION CONTROL PERFORMANCE . . . . . . . . . . . . 1087 P3497-MDS RATIONALITY BANK 2 . . . . . . 1091 U0001-CAN C BUS . . . . . . . . . . . . . . . . . . 1093 U0101-LOST COMMUNICATION WITH TCM . . . . . . . . . . . . . . . . . . . . . . . . . 1095 U0114-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE . . . . . . . . . . . . 1096 U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE . . . . . . . . . . . 1098 U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE . . . . . . . . . . . 1100 U0155-LOST COMMUNICATION WITH CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . 1102 U0168-LOST COMMUNICATION WITH SKREEM . . . . . . . . . . . . . . . . . . . . . . . . . . 1104 U110C-NO FUEL LEVEL BUS MESSAGE RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . 1106 U110E-LOST AMBIENT TEMPERATURE MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . 1108
P2096-DOWNSTREAM FUEL TRIM SYSTEM 1 LEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 856 P2097-DOWNSTREAM FUEL TRIM SYSTEM 1 RICH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 863 P2098-DOWNSTREAM FUEL TRIM SYSTEM 2 LEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 870 P2099-DOWNSTREAM FUEL TRIM SYSTEM 2 RICH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877 P2100-ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . 884 P2101-ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE . . . . . . . . . . . . . . . 890 P2106-ELECTRONIC THROTTLE CONTROL SYSTEM - FORCED LIMITED POWER . . . . . 892 P2107-ELECTRONIC THROTTLE CONTROL MODULE PROCESSOR . . . . . . . . . . . . . . . . 893 P2108-ELECTRONIC THROTTLE CONTROL MODULE PERFORMANCE . . . . . . . . . . . . . . 894 P2110-ELECTRONIC THROTTLE CONTROL - FORCED LIMITED RPM . . . . . . . . . . . . . . . 895 P2111-ELECTRONIC THROTTLE CONTROL - UNABLE TO CLOSE . . . . . . . . . . . . . . . . . 900 P2112-ELECTRONIC THROTTLE CONTROL - UNABLE TO OPEN . . . . . . . . . . . . . . . . . . 905 P2115-ACCELERATOR PEDAL POSITION SENSOR 1 MINIMUM STOP PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 910 P2116-ACCELERATOR PEDAL POSITION SENSOR 2 MINIMUM STOP PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 911 P2118-ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . 912 P2122-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT LOW . . . . . . . . . . . . . . 919 P2123-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT HIGH . . . . . . . . . . . . . . 926 P2127-ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT LOW . . . . . . . . . . . . . . 931 P2128-ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT HIGH . . . . . . . . . . . . . . 938 P2135-THROTTLE POSITION SENSOR 1/2 CORRELATION . . . . . . . . . . . . . . . . . . . . . . 943 P2138-ACCELERATOR PEDAL POSITION SENSOR 1/2 CORRELATION . . . . . . . . . . . . 951 P2161-VEHICLE SPEED SENSOR 2 ERRATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . 957 P2166-ACCELERATOR PEDAL POSITION SENSOR 1 MAXIMUM STOP PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 960 P2167-ACCELERATOR PEDAL POSITION SENSOR 2 MAXIMUM STOP PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 961 P2172-HIGH AIRFLOW/VACUUM LEAK DETECTED (INSTANTANEOUS ACCUMULATION) . . . . . . . . . . . . . . . . . . . . 962 P2173-HIGH AIRFLOW/VACUUM LEAK DETECTED (SLOW ACCUMULATION) . . . . . 973
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U1110-LOST VEHICLE SPEED MESSAGE . 1110 U1111-LOST ODOMETER MESSAGE . . . . . 1112 U1113-LOST A/C PRESSURE MESSAGE . . 1114 U1120-LOST WHEEL DISTANCE MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . 1116 U1411-IMPLAUSIBLE FUEL VOLUME SIGNAL RECEIVED . . . . . . . . . . . . . . . . . . 1118 U1412-IMPLAUSIBLE VEHICLE SPEED SIGNAL RECEIVED . . . . . . . . . . . . . . . . . . 1120 U1413-IMPLAUSIBLE ODOMETER SIGNAL RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . 1123 U1417-IMPLAUSIBLE LEFT WHEEL DISTANCE SIGNAL RECEIVED . . . . . . . . . 1125 U1418-IMPLAUSIBLE RIGHT WHEEL DISTANCE SIGNAL RECEIVED . . . . . . . . . 1128

*5.7L INTERMITTENT NO CRANK CONDITION . . . . . . . . . . . . . . . . . . *CHECKING THE FUEL DELIVERY SYSTEM . . . . . . . . . . . . . . . . . . . . . *HARD START FUEL SYSTEM . . . . *ENGINE CRANKS BUT DOES NOT START . . . . . . . . . . . . . . . . . . . . . . *FUEL PRESSURE LEAK DOWN . . *NO CRANK CONDITION . . . . . . . . *NO RESPONSE WITH A NO START CONDITION . . . . . . . . . . . . . . . . . . *START AND STALL CONDITION . . STANDARD PROCEDURE POWERTRAIN VERIFICATION TEST SCHEMATICS AND DIAGRAMS . . . . .
9-5
. . . . . . 1131 . . . . . . 1132 . . . . . . 1135 . . . . . . 1138 . . . . . . 1142 . . . . . . 1144 . . . . . . 1148 . . . . . . 1154 . . . . . 1157 . . . . . . 1161

DIAGNOSIS AND TESTING
9-6
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PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W.
Diagnostic Test
1.
NO RESPONSE
Make sure the scan tool will communicate with the appropriate modules. Are you currently experiencing a NO RESPONSE condition? Yes >> The NO RESPONSE condition must be properly diagnosed before continuing. Refer to the appropriate BUS Communication test in Section 8 ELECTRONIC CONTROL MODULES ELECTRICAL DIAGNOSTICS. >> Go To 2
No
2.
Yes
NO START
Is the customer complaint a NO START condition? >> Check the vehicle for any NO START related PCM DTC(s) or Vehicle Theft Security related DTC(s). If no Theft related DTC(s) are present, refer to the Non DTC Diagnostic Procedures that relate to Fuel and Starting. >> Go To 3
No
3.
VEHICLE HISTORY AND TSB(s) Continue by reading PCM DTC(s) and record the related Freeze Frame data if any DTC(s) are present. Whether or not any DTC(s) are present you will want to check the following items which may assist in repairing the customers complaint successfully. Check the vehicles repair history. If the vehicle has a repair history that pertains to the customers current complaint, review the repair. Inpect the vehicle for any aftermarket accessories that may have been installed incorrectly. Check for any TSB(s) related to the customers complaint or DTC(s). If a TSB applies, follow the instructions per the TSB. Choose the following scenario that best applies. The TSB repaired the customers complaint. Testing complete. A DTC is present, no TSB applies, or the TSB didnt repair the customers complaint. Go To 4 No DTC(s) are present. Refer to the INTERMITTENT CONDITION Diagnostic Procedure.
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4.
9-7
PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE (CONTINUED)

WIRE HARNESS INSPECTION Clear the DTC(s). Attempt to duplicate the customer complaint. Whether the customer complaint can be duplicated or not, make a quick wire harness inspection related to the DTC(s) that were previously cleared. Check the Powertrain Control Module connectors, the suspected component connection, in-line connectors, wire harness splices, PCM power and ground circuits, and any related fuses. If the DTC(s) are fuel or air related, check the fuel level and quality. Were any repairs made that fixed the customers complaint? Yes No >> Testing complete. >> Refer to the diagnostic test procedure related to the DTC.
9-8
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INTERMITTENT CONDITION
For the Engine circuit diagrams (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W.
POSSIBLE CAUSES INTERMITTENT CONDITION
Diagnostic Test
1.
INTERMITTENT CONDITION
NOTE: The conditions that set the DTC are not present at this time. The following list may help in identifying the intermittent condition. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Refer to any Technical Service Bulletins (TSBs) that may apply. Review the scan tool Freeze Frame information. If possible, try to duplicate the conditions under which the DTC set. With the engine running at normal operating temperature, monitor the scan tool parameters related to the DTC while wiggling the wire harness. Look for parameter values to change and/or a DTC to set. Turn the ignition off. Visually inspect the related wire harness. Disconnect all the related harness connectors. Look for any chafed, pierced, pinched, partially broken wires and broken, bent, pushed out, or corroded terminals. Perform a voltage drop test on the related circuits between the suspected faulty component and the PCM. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Inspect and clean all PCM, engine, and chassis grounds that are related to the most current DTC. If numerous trouble codes were set, use a wire schematic and look for any common ground or supply circuits. For any Relay DTCs, actuate the Relay with the scan tool and wiggle the related wire harness to try to interrupt the actuation. For intermittent Evaporative Emission trouble codes perform a visual and physical inspection of the related parts including hoses and the Fuel Filler cap. For intermittent Misfire DTCs check for restrictions in the Intake and Exhaust system, proper installation of Sensors, vacuum leaks, and binding components that are run by the accessory drive belt. Use the scan tool to perform a System Test if one applies to failing component. A co-pilot, data recorder, and/or lab scope should be used to help diagnose intermittent conditions. Were any problems found during the above inspections? Yes No >> Perform the necessary repairs. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
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9-9
P0016CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT
9 - 10
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P0016CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine cranking and Engine running Set Condition: Powertrain Control Module detects an error when the camshaft position is out of phase with the crankshaft position. One Trip Fault. Three good trips to turn off the MIL. Possible Causes ERRATIC CAM POSITION SENSOR SIGNAL CAMSHAFT POSITION SENSOR TONE WHEEL/PULSE RING ERRATIC CRANKSHAFT POSITION SENSOR SIGNAL CRANKSHAFT POSITION SENSOR TONE WHEEL/PULSE RING CAMSHAFT POSITION SENSOR CRANKSHAFT POSITION SENSOR Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. With the scan tool clear the DTC(s). Start the engine and run until operating temp is reached. (Closed Loop) If the DTC does not reset it may be necessary to test drive the vehicle. Does the P0016 return? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
CHECKING THE CMP SIGNAL WITH A LAB SCOPE With a lab scope, backprobe the (K44) CMP Signal circuit at the CMP Sensor harness connector. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Start the engine. Observe the lab scope screen. Are there any irregular or missing signals? Yes No >> Go To 3 >> Go To 6
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3.
CMP WIRE HARNESS INSPECTION
9 - 11

Turn the ignition off. Visually inspect the related wire harness. Look for any chafed, pierced, pinched, or partially broken wires. Visually inspect the related wire harness connectors. Look for broken, bent, pushed out, or corroded terminals. Make sure the Crankshaft Position Sensor and the Camshaft Position Sensor are properly installed and the mounting bolt(s) are torqued to their proper specification. Refer to any TSBs that may apply. Were any of the above conditions present? Yes >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
TONE WHEEL/PULSE RING INSPECTION Remove the Camshaft Position Sensor. Inspect the Tone Wheel/Pulse Ring for damage, foreign material, or excessive movement. Were any problems found? Yes No >> Repair or replace the Tone Wheel/Pulse Ring as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
5.
CAMSHAFT POSITION SENSOR
If there are no possible causes remaining, view repair. Repair Replace the Camshaft Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
ERRATIC CMP SIGNAL Turn the ignition off. Remove the lab scope probe. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Ignition on, engine not running. With scan tool, erase DTCs. Start the engine. Gently tap on and wiggle the Cam Position Sensor. Ignition on, engine not running. Inspect the Sensor connector and harness connector, and inspect the PCM connector and harness connector for loose, bent, corroded, or pushed out pins/terminals. Inspect the related wire harness and the splices in the CMP circuit. Does the P0016 return? Yes No >> Repair the wiring/connector concerns as needed or replace the Camshaft Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
7.
CHECKING THE CKP SIGNAL WITH A LAB SCOPE Turn the ignition off. With a lab scope, backprobe the (K24) CKP Signal circuit at the CKP harness connector. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Start the engine. Observe the lab scope screen. Are there any irregular or missing signals? Yes No >> Go To 8 >> Go To 10
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8.
CKP WIRE HARNESS INSPECTION
9 - 13

Turn the ignition off. Visually inspect the related wire harness. Look for any chafed, pierced, pinched, or partially broken wires. Visually inspect the related wire harness connectors. Look for broken, bent, pushed out, or corroded terminals. Make sure the Crankshaft Position Sensor and the Camshaft Position Sensor are properly installed and the mounting bolt(s) are torqued to their proper specification. Refer to any TSBs that may apply. Were any of the above conditions present? Yes >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
9.
TONE WHEEL/FLEX PLATE INSPECTION Remove the Crankshaft Position Sensor. Inspect the Tone Wheel/Flex Plate slots for damage, foreign material, or excessive movement. Were any problems found? Yes No >> Repair or replace the Tone Wheel/Flex Plate as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the Crankshaft Position Sensor. Perform thePOWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE).
9 - 14

ERRATIC CKP SIGNAL
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10.
NOTE: The conditions that set this DTC are not present at this time. The following test may help in identifying the intermittent condition. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Start the engine. Gently tap on and wiggle the Crank Position Sensor. Turn the ignition off. Inspect the Sensor connector and harness connector, and inspect the PCM connector and harness connector for loose, bent, corroded, or pushed out pins/terminals. Inspect the related wire harness and the splices in the CKP circuits. Were any problems found? Yes No >> Repair the wiring/connector concerns as needed or replace the Crankshaft Position Sensor. Perform POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
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P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW
9 - 15
9 - 16
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P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is powered. Set Condition: Desired state does not match Actual state. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K99) O2 SENSOR 1/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
O2 SENSOR HEATER OPERATION Turn the ignition off. NOTE: Wait a minimum of 8 minutes to allow the O2 Sensor to cool down before continuing the test. Allow the O2 Sensor voltage to stabilize at 5.0 volts. Ignition on, engine not running. With a scan tool, actuate the O2 Heater Test. With the scan tool, monitor 1/1 O2 Sensor voltage for at least 2 minutes. Does the O2 Sensor voltage stay above 4.5 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
O2 HEATER ELEMENT Turn the ignition off. NOTE: Allow the O2 Sensor to cool down to room temperature. Disconnect the 1/1 O2 Sensor harness connector. Measure the resistance across the O2 Sensor Heater element, between the Heater Control terminal and the Heater ground terminal at the component. NOTE: O2 Heater Element resistance values should be measured at 70 (21.1 F C). The resistance value will vary with different temperature values. Is the O2 Sensor Heater Element resistance between 2.0 and 30.0 ohms? Yes No >> Go To 3 >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
O2 SENSOR
9 - 17

Ignition on, engine not running. With a scan tool, actuate the O2 1/1 Heater Test with the O2 Sensor harness connector still disconnected. Using a 12-volt test light connected to ground, probe the (K99) O2 1/1 Heater Control circuit in the O2 Sensor harness connector. Does the test light illuminate brightly and flash on and off during the actuation? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K99) O2 1/1 Heater Control circuit in the O2 Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short to ground in the (K99) O2 1/1 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
9 - 18
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5.
PCM
NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH
9 - 19
9 - 20
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P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is off. Set Condition: Desired state does not equal Actual state. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN (Z42) O2 1/1 HEATER GROUND CIRCUIT OPEN (K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
O2 HEATER ELEMENT Turn the ignition off. NOTE: Allow the O2 Sensor to cool down to room temperature. Disconnect the 1/1 O2 Sensor harness connector. Measure the resistance across the O2 Sensor Heater element between the O2 Heater Control terminal and the O2 Heater ground terminal at the component. NOTE: O2 Heater Element resistance values should be measured at 70 (21.1 F C). The resistance value will vary with different temperature values. Is the O2 Sensor Heater Element resistance between 2.0 and 30.0 ohms? Yes No >> Go To 3 >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
(K99) O2 1/1 HEATER CONTROL CIRCUIT
9 - 21

Ignition on, engine not running. With a scan tool, actuate the O2 1/1 Heater Test with the Sensor harness connector still disconnected. Using a 12-volt test light connected to ground, probe the (K99) O2 1/1 Heater Control circuit in the O2 Sensor harness connector. Does the test light illuminate brightly and flash on and off during the actuation? Yes No >> Go To 4 >> Go To 5
4.
(Z42) O2 HEATER GROUND CIRCUIT OPEN
Turn the ignition off. Measure the resistance between an engine ground and the (Z42) O2 1/1 Heater ground circuit in the O2 Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Repair the open in the (Z42) O2 1/1 Heater ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
9 - 22
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5.
(K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Using a 12-volt test light connected to ground, probe the (K99) O2 1/1 Heater Control circuit in the O2 Sensor harness connector. Does the test light illuminate brightly? Yes >> Repair the short to battery voltage in the (K99) O2 1/1 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
(K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K99) O2 1/1 Heater Control circuit from the O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K99) O2 1/1 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
PCM
9 - 23

9 - 24
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For a complete wiring diagram Refer to Section 8W.
9 - 25

For the Engine circuit diagrams (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is on. Set Condition: Desired state does not match Actual state. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K299) O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
O2 SENSOR HEATER OPERATION Turn the ignition off. NOTE: Wait a minimum of 8 minutes to allow the O2 Sensor to cool down before continuing the test. Allow the O2 Sensor voltage to stabilize at 5.0 volts. Ignition on, engine not running. With a scan tool, actuate the O2 1/2 Heater Test. With the scan tool, monitor 1/2 O2 Sensor voltage for at least 2 minutes. Does the O2 Sensor voltage stay above 4.5 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
O2 HEATER ELEMENT Turn the ignition off. NOTE: Allow the O2 Sensor to cool down to room temperature. Disconnect the 1/2 O2 Sensor harness connector. Measure the resistance across the O2 Sensor Heater element, between the O2 Heater Control terminal and the O2 Heater ground terminal at the component. NOTE: O2 Heater Element resistance values should be measured at 70 (21.1 F C). The resistance value will vary with different temperature values. Is the O2 Sensor Heater Element resistance between 2.0 and 30.0 ohms? Yes No >> Go To 3 >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
O2 SENSOR
Ignition on, engine not running. With a scan tool, actuate the O2 Heater Test with the 1/2 O2 Sensor harness connector still disconnected. Using a 12-volt test light connected to ground, probe the (K299) O2 1/2 Heater Control circuit in the O2 Sensor harness connector. Does the test light illuminate brightly and flash on and off during the actuation? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
Turn the ignition off. Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (K299) O2 1/2 Heater Control circuit in the O2 Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short to ground in the (K299) O2 1/2 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
PCM
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For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is off. Set Condition: Desired state does not equal Actual state. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K299) O2 1/2 HEATER CONTROL CIRCUIT OPEN (Z42) O2 1/2 HEATER GROUND CIRCUIT OPEN (K299) O2 SENSOR 1/2 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
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3.
Ignition on, engine not running. With a scan tool, actuate the O2 1/2 Heater Test with the O2 Sensor harness connector still disconnected. Using a 12-volt test light connected to ground, probe the (K299) O2 1/2 Heater Control circuit in the O2 Sensor harness connector. Does the test light illuminate brightly and flash on and off during the actuation? Yes No >> Go To 4 >> Go To 5
4.
No
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5.
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(K299) O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C3 PCM harness connector. Ignition on, engine not running. Using a 12-volt test light connect to ground, probe the (K299) O2 1/2 Heater Control circuit in the O2 Sensor harness connector. Does the test light illuminate brightly? Yes >> Repair the short to battery voltage in the (K299) O2 1/2 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
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7.
PCM
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For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is on. Set Condition: Desired state does not match Actual state. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K199) O2 2/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
O2 SENSOR HEATER OPERATION Turn the ignition off. NOTE: Wait a minimum of 8 minutes to allow the O2 Sensor to cool down before continuing the test. Allow the O2 Sensor voltage to stabilize at 5.0 volts. Ignition on, engine not running. With a scan tool, actuate the O2 Heater Test. With a scan tool, monitor 2/1 O2 Sensor voltage for at least 2 minutes. Does the O2 Sensor voltage stay above 4.5 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
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3.
O2 SENSOR
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Ignition on, engine not running. With a scan tool, actuate the O2 Heater Test with the O2 Sensor harness connector still disconnected. Using a 12-volt test light connected to ground, probe the (K199) O2 2/1 Heater Control circuit in the O2 Sensor harness connector. Does the test light illuminate brightly and flash on and off during the actuation? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K199) O2 2/1 Heater Control circuit in the O2 Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short to ground in the (K199) O2 2/1 Sensor Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
PCM
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For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is off. Set Condition: Desired state does not equal Actual state. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K199) O2 2/1 HEATER CONTROL CIRCUIT OPEN (Z42) O2 2/1 HEATER GROUND CIRCUIT OPEN (K199) O2 2/1 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
O2 HEATER ELEMENT Turn the ignition off. NOTE: Allow the O2 Sensor to cool down to room temperature. Disconnect the 2/1 O2 Sensor harness connector. Measure the resistance across the O2 Sensor Heater element, between the O2 Heater Control terminal and the Heater ground terminal at the component connector. NOTE: O2 Heater Element resistance values should be measured at 70 (21.1 F C). The resistance value will vary with different temperature values. Is the O2 Sensor Heater Element resistance between 2.0 and 30.0 ohms? Yes No >> Go To 3 >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
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Ignition on, engine not running. With the scan tool, actuate the O2 Heater Test with the Sensor harness connector still disconnected. Using a 12-volt test light connected to ground, probe the (K199) O2 2/1 Heater Control circuit in the O2 Sensor harness connector. Does the test light illuminate brightly and flash on and off during the actuation? Yes No >> Go To 4 >> Go To 5
4.
(Z42) O2 2/1 HEATER GROUND CIRCUIT OPEN
No
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5.
(K199) O2 2/1 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C3 PCM harness connector. Ignition on, engine not running. Using a 12-volt test light connected to ground, probe the (K199) O2 2/1 Heater Control circuit in the O2 Sensor harness connector. Does the test light illuminate? Yes >> Repair the short to battery voltage in the (K199) O2 2/1 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
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7.
PCM
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When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is on. Set Condition: Desired state does not match Actual state. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K399) O2 SENSOR 2/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
O2 SENSOR HEATER OPERATION Turn the ignition off. NOTE: Wait a minimum of 8 minutes to allow the O2 Sensor to cool down before continuing the test. Allow the O2 Sensor voltage to stabilize at 5.0 volts. Ignition on, engine not running. With a scan tool, actuate the O2 Heater Test. With the scan tool, monitor 2/2 O2 Sensor voltage for at least 2 minutes. Does the O2 Sensor voltage stay above 4.5 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
O2 HEATER ELEMENT Turn the ignition off. NOTE: Allow the O2 Sensor to cool down to room temperature. Disconnect the 2/2 O2 Sensor harness connector. Measure the resistance across the O2 Sensor Heater element, between the O2 Heater Control terminal and the O2 Heater ground terminal in the component connector. NOTE: O2 Heater Element resistance values should be measured at 70 (21.1 F C). The resistance value will vary with different temperature values. Is the O2 Sensor Heater Element resistance between 2.0 and 30.0 ohms? Yes No >> Go To 3 >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
O2 SENSOR
Ignition on, engine not running. With a scan tool, actuate the O2 Heater Test with the O2 Sensor harness connector still disconnected. Using a 12-volt test light connected to ground, probe the (K399) O2 2/2 Heater Control circuit in the O2 Sensor harness connector. Does the test light illuminate brightly and flash on and off during the actuation? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
Turn the ignition off. Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (K399) O2 2/2 Heater Control circuit in the O2 Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short to ground in the (K399) O2 2/2 Sensor Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
PCM
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When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is off. Set Condition: Desired state does not equal Actual state. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K399) O2 2/2 HEATER CONTROL CIRCUIT OPEN (Z42) O2 2/2 HEATER GROUND CIRCUIT OPEN (K399) O2 2/2 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
O2 HEATER ELEMENT Turn the ignition off. NOTE: Allow the O2 Sensor to cool down to room temperature. Disconnect the 2/2 O2 Sensor harness connector. Measure the resistance across the O2 Sensor Heater element, between the O2 Heater Control terminal and the O2 Heater ground terminal in the component connector. NOTE: O2 Heater Element resistance values should be measured at 70 (21.1 F C). The resistance value will vary with different temperature values. Is the O2 Sensor Heater Element resistance between 2.0 and 30.0 ohms? Yes No >> Go To 3 >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
Ignition on, engine not running. With a scan tool, actuate the O2 2/2 Heater Test with the Sensor harness connector still disconnected. Using a 12-volt test light connected to ground, probe the (K399) O2 2/2 Heater Control circuit in the O2 Sensor harness connector. Does the test light illuminate brightly and flash on and off during the actuation? Yes No >> Go To 4 >> Go To 5
4.
No
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5.
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(K399) O2 2/2 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C3 PCM harness connector. Ignition on, engine not running. Using a 12-volt test light connected to ground, probe the (K399) O2 Heater 2/2 Control circuit in the O2 Sensor harness connector. Does the test light illuminate? Yes >> Repair the short to battery voltage in the (K399) O2 2/2 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM hanrness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K399) O2 2/2 Heater Control circuit from the O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K399) O2 2/2 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
PCM
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P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION
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P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION (CONTINUED)

Theory of Operation
This DTC sets when an unexpected high intake manifold air flow condition exists that can lead to increased engine speed and puts the NGC into a High Air flow Protection limiting mode. The High Air flow Protection feature includes RPM limits for when a Throttle and/or MAP sensor limp-in fault is present. When Monitored: During all drive modes Set Condition: If vacuum drops below 1.5 Hg with engine RPM greater than 2000 RPM and closed throttle. One Trip Fault. Three good trips to turn off the MIL. Possible Causes VACUUM LEAK RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT (K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K22) TP SENSOR NO.1 SIGNAL CIRCUIT (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT MAP SENSOR THROTTLE POSITION SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Diagnose any TP Sensor or MAP Sensor component DTCs before continuing. NOTE: If the P0501 - No Vehicle Speed Signal is set long with this DTC, refer to the P0501 diagnostics before continuing. NOTE: The throttle plate and linkage should be free from binding and carbon build up. NOTE: Make sure the throttle plate is at the idle position. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
VACUUM LEAK
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NOTE: This code is enabled on engines with a plastic intake manifold and is intended to shut down the engine if a large crack occurs. NOTE: A large vacuum leak is most likely the cause of this DTC. Inspect the Intake Manifold for leaks and cracks. Inspect the Power Brake Booster for any vacuum leaks. Inspect the PCV system for proper operation and vacuum leaks. Inspect the throttle plate to see if it is bent and will close entirely, if it is bent it may need to be replaced. Inspect the MAP Sensor for proper installation. Verify the engine is free from any mechanical failures. Were any vacuum leaks found? Yes No >> Repair the vacuum leak as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
MAP SENSOR OPERATION Start the engine. With a scan tool, monitor the MAP Sensor voltage. Snap the throttle. Does the MAP Sensor voltage vary from below 2.0 volts at idle to above 3.5 volts at wide open throttle? Yes No >> Go To 4 >> Go To 11
4.
TP SENSOR OPERATION Ignition on, engine not running. With a scan tool, monitor the TP Sensor voltage while slowly pressing the throttle pedal from closed to wide open throttle. Does voltage start at approximately 0.8 of a volt and go above 3.5 volts with a smooth transition? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
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5.
EXCESSIVE RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT
Turn the ignition off. Disconnect the TP Sensor harness connector. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F855) 5-volt Supply circuit from the TP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and (F855) 5-volt Supply circuit in the TP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
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7.
THROTTLE POSITION SENSOR
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Connect the C2 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the TP Sensor voltage. Connect a jumper wire between the (K22) TP Sensor No.1 Signal circuit and the (K900) Sensor ground circuit in the Sensor harness connector. Does the TP Sensor voltage change from approximately 4.9 volts to below 0.5 of a volt with the jumper wire installed? Yes >> Replace the Throttle Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
NOTE: Remove the jumper wire before continuing.
8.
EXCESSIVE RESISTANCE IN THE (K22) TP NO.1 SIGNAL CIRCUIT
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K22) TP Sensor No.1 Signal circuit from the TP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the excessive resistance in the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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9.
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K22) TP Sensor No.1 Signal circuit in the TP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
10.
EXCESSIVE RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K900) Sensor ground circuit from the TP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 17 >> Repair the excessive resistance in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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11.
Turn the ignition off. Disconnect the MAP Sensor harness connector. Disconnect the C1 PCM harness connector.

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CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F856) 5-volt Supply circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 12 >> Repair the excessive resistance in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
12.
Measure the resistance between ground and the (F856) 5-volt Supply circuit in the MAP Sensor harness connector. Is the resistance above 100k ohms? Yes No >> Go To 13 >> Repair the short to ground in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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MAP SENSOR
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13.
Turn the ignition off. Connect the C1 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the MAP Sensor voltage. Connect a jumper wire between the (K1) MAP Signal circuit and the (K900) Sensor ground circuit. Does the scan tool display MAP voltage from approximately 4.9 volts to below 0.5 of a volt with the jumper wire installed? Yes >> Replace the MAP Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 14
No
14.
EXCESSIVE RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K1) MAP Signal circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 15 >> Repair the excessive resistance in the (K1) MAP Signal circuit Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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15.
(K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND
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Measure the resistance between ground and the (K1) MAP Signal circuit in the MAP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K1) MAP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 16
No
16.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K900) Sensor ground circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 17 >> Repair the excessive resistance in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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PCM
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17.
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P0071-AMBIENT AIR TEMPERATURE SENSOR PERFORMANCE
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P0071-AMBIENT AIR TEMPERATURE SENSOR PERFORMANCE (CONTINUED)

Theory of Operation
Ambient Air Temperature Sensor performance looks at the outputs of three temperature sensors and compare them under cold start conditions. Following a start to run delay time, the outputs of the ambient, engine coolant, and intake air temperature sensors will be compared. If the engine coolant and intake air temperature sensors agree and the ambient air temperature does not agree, the ambient air temperature sensor is declared as irrational. When Monitored: Engine off time is greater than 480 minutes. Ambient temperature is greater than 4 deg C (38 deg F). Set Condition: After a calibrated amount of cool down time the PCM compares the ECT Sensor, IAT Sensor, and the Ambient Air Temp Sensor values. If the IAT Sensor value is not within 10 deg C (18 deg F) of the other two temperature sensors. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes (G31) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (G31) AAT SIGNAL CIRCUIT OPEN (G931) SENSOR GROUND CIRCUIT OPEN (G31) AAT SIGNAL CIRCUIT SHORTED TO GROUND (G31) AAT SIGNAL CIRCUIT SHORTED TO THE (G931) SENSOR GROUND CIRCUIT AMBIENT AIR TEMPERATURE SENSOR FRONT CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Diagnose any CAN - C Communication DTCs before continuing. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
Turn the ignition off. Disconnect the C2 FCM harness connector. Disconnect the AAT Sensor harness connector.
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(G31) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
NOTE: Visually inspect both the component and the FCM connectors. Look for damaged, partially broken wires, and backed out or corroded terminals. Ignition on, engine not running. Measure the voltage on the (G31) AAT Signal circuit in the AAT Sensor harness connector. Is the voltage above 5.2 volts? Yes >> Repair the short to voltage in the (G31) AAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
AAT SENSOR VOLTAGE ABOVE 4.6 VOLTS Turn the ignition off. Connect the C2 FCM harness connector. Ignition on, engine not running. With a scan tool, read the AAT voltage. Is the voltage above 4.6 volts? Yes No >> Go To 4 >> Go To 7
4.
AAT SENSOR
Connect a jumper wire between the (G31) AAT Signal circuit and the (G931) Sensor ground circuit in the AAT Sensor harness connector. With a scan tool, read the AAT voltage. Is the voltage below 1.0 volt with the jumper wire installed? Yes >> Replace the AAT Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
(G31) AAT SIGNAL CIRCUIT OPEN
Turn the ignition off. Disconnect the C2 FCM harness connector. Measure the resistance of the (G31) AAT Signal circuit from the AAT Sensor harness connector to the C2 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (G31) AAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
(G931) SENSOR GROUND CIRCUIT OPEN
Measure the resistance of the (G931) Sensor ground circuit from the AAT Sensor harness connector to the C2 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (G931) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
(G31) AAT SIGNAL CIRCUIT SHORTED TO GROUND
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Turn the ignition off. Disconnect the C2 FCM harness connector. Measure the resistance between ground and the (G31) AAT Signal circuit in the AAT Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (G31) AAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
(G31) AAT SIGNAL CIRCUIT SHORTED TO THE (G931) SENSOR GROUND CIRCUIT
Measure the resistance between the (G31) AAT Signal circuit and the (G931) Sensor ground circuit in the AAT Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (G931) Sensor ground circuit and the (G31) AAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
9.
FRONT CONTROL MODULE
NOTE: Before continuing, check the FCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform BODY VERIFICATION TEST VER - 1. >> Replace the Front Control Module per Service Information. Perform BODY VERIFICATION TEST VER - 1.
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P0072-AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW
WK
9 - 67
P0072-AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)

When Monitored: The ignition key on. Set Condition: Ambient Temperature Sensor is less than 0.078 of a volt at the PCM for 2.8 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (G31) AAT SIGNAL CIRCUIT SHORTED TO GROUND (G31) AAT SIGNAL CIRCUIT SHORTED TO THE (G931) SENSOR GROUND CIRCUIT AMBIENT AIR TEMPERATURE SENSOR FRONT CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
AAT SENSOR VOLTAGE BELOW 0.078 OF A VOLT
NOTE: Diagnose any CAN - C Communication DTCs before continuing. Ignition on, engine not running. With a scan tool, read the Ambient Air Temperature Sensor voltage. Is the voltage below 0.078 of a volt? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
CHECKING AAT SENSOR Turn the ignition off. Disconnect the Ambient Air Temperature Sensor harness connector. Ignition on, engine not running. With a scan tool, read the AAT Sensor voltage. Is the voltage above 4.6 volts? Yes No >> Replace the Ambient Temperature Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
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P0072-AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)
3.
(G31) AAT SIGNAL CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C2 FCM harness connector. Measure the resistance between ground and the (G31) AAT Signal circuit in the AAT Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (G31) AAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(G31) AAT SIGNAL CIRCUIT SHORTED TO THE (G931) SENSOR GROUND CIRCUIT
Measure the resistance between the (G931) Sensor ground circuit and the (G31) AAT Signal circuit in the AAT Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (G931) Sensor ground circuit and the (G31) AAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
NOTE: Before continuing, check the FCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform BODY VERIFICATION TEST VER - 1. >> Replace and program the Front Control Module per Service Information. Perform BODY VERIFICATION TEST VER - 1.
WK
9 - 69
P0073AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH
9 - 70
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P0073AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Battery voltage greater than 10 volts. Set Condition: The Ambient Temperature Sensor voltage is greater than 4.98 volts at the PCM for 2.8 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (G31) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (G31) AAT SIGNAL CIRCUIT OPEN (G931) SENSOR GROUND CIRCUIT OPEN AMBIENT AIR TEMPERATURE SENSOR FRONT CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
AAT SENSOR VOLTAGE ABOVE 4.98 VOLTS Ignition on, engine not running. With a scan tool, read the Ambient Air Temperature Sensor voltage. Is the voltage above 4.98 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
AAT SENSOR
Turn the ignition off. Disconnect the Ambient Air Temperature Sensor harness connector. Connect a jumper wire between the (G31) AAT Signal circuit and the (G931) Sensor ground circuit in the AAT Sensor harness connector. Ignition on, engine not running. With a scan tool, read AAT Sensor voltage. Is the voltage below 1.0 volt with the jumper wire installed? Yes >> Replace the Ambient Air Temperature Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
WK
3.
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(G31) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C2 FCM harness connector. Ignition on, engine not running. Measure the voltage on the (G31) AAT Signal circuit in the AAT Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (G31) AAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(G31) AAT SIGNAL CIRCUIT OPEN
Turn the ignition off. Measure the resistance of the (G31) AAT Signal circuit from the AAT Sensor harness connector to the C2 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (G31) AAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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5.
(G931) SENSOR GROUND CIRCUIT OPEN
Measure the resistance of the (G931) Sensor ground circuit from the AAT Sensor harness connector to the C2 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (G931) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
NOTE: Before continuing, check the FCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform BODY VERIFICATION TEST VER - 1. >> Replace the Front Control Module per Service Information. Perform BODY VERIFICATION TEST VER - 1.
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9 - 73
P0107-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT LOW
9 - 74
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P0107-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine speed between 600 to 3500 RPM. Battery voltage greater than 10 volts. Set Condition: The MAP sensor signal voltage is below 0.08 of a volt for 3.0 seconds. One Trip Fault. Three good trips to turn off the MIL, (5.7L ETC light will flash.) Possible Causes (F856) 5-VOLT SUPPLY CIRCUIT OPEN (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND (K1) MAP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT MAP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
MAP SENSOR VOLTAGE BELOW 0.08 OF A VOLT Ignition on, engine not running. With a scan tool, read the MAP Sensor voltage. Is the voltage below 0.08 of a volt? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
(F856) 5-VOLT SUPPLY CIRCUIT Turn the ignition off. Disconnect the MAP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F856) 5-volt Supply circuit in the MAP Sensor harness connector. Is the voltage between 4.5 to 5.2 volts? Yes No >> Go To 3 >> Go To 6
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3.
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MAP SENSOR With a scan tool, monitor the MAP Sensor voltage with the Sensor harness connector disconnected. Is the voltage above 4.5 volts? Yes No >> Replace the MAP Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K1) MAP Signal circuit in the MAP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K1) MAP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
(K1) MAP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K1) MAP Signal circuit and the (K900) Sensor ground circuit in the MAP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K900) Sensor ground and the (K1) MAP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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6.
(F856) 5-VOLT SUPPLY CIRCUIT OPEN
Turn the ignition off. Disconnect the C1 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F856) 5-volt Supply circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
Measure the resistance between ground and the (F856) 5-volt Supply circuit in the MAP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
WK
8.
PCM
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P0108-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT HIGH
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9 - 79
P0108-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT HIGH (CONTINUED)

When Monitored: Engine speed between 600 to 3500 RPM. Battery voltage greater than 10.37 volts. Set Condition: The MAP sensor signal voltage is greater than 4.92 volts for 3.0 seconds. One trip fault. Three good trips to turn off the MIL. (5.7L ETC light will flash). Possible Causes (K1) MAP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K1) MAP SIGNAL CIRCUIT OPEN (K1) MAP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT (K900) SENSOR GROUND CIRCUIT OPEN MAP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
MAP SENSOR VOLTAGE ABOVE 4.92 VOLTS Start the engine. With a scan tool, read the MAP Sensor voltage. Is the voltage above 4.92 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
MAP SENSOR Turn the ignition off. Disconnect the MAP Sensor harness connector. Connect a jumper wire between the (K1) MAP Signal circuit and the (K900) Sensor ground circuit in the Sensor harness connector. Ignition on, engine not running. With a scan tool, monitor the MAP Sensor voltage. Is the voltage below 1.0 volt with the jumper wire installed? Yes >> Replace the MAP Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
>> Go To 3 NOTE: Remove the jumper wire before continuing.
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3.
(K1) MAP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. Ignition on, engine not running. Measure the voltage on the (K1) MAP Signal circuit in the MAP Sensor harness connector. Is the voltage above 5.2 volts? Yes >> Repair the short to battery voltage in the (K1) MAP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K1) MAP SIGNAL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K1) MAP Signal circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K1) MAP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
5.
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(K1) MAP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT Measure the resistance between the (K1) MAP Signal circuit and the (F856) 5-volt Supply circuit in the MAP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (F856) 5-volt Supply circuit and the (K1) MAP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
(K900) SENSOR GROUND CIRCUIT OPEN
Measure the resistance of the (K900) Sensor ground circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
PCM
WK
9 - 83
P0111-INTAKE AIR TEMPERATURE SENSOR RATIONALITY
9 - 84
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P0111-INTAKE AIR TEMPERATURE SENSOR RATIONALITY (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W.
Theory of Operation
Intake Air Temperature Sensor performance looks at the outputs of three temperature sensors and compare them under cold start conditions. Following a start to run delay time, the outputs of the ambient, engine coolant, and intake air temperature sensors will be compared. If the engine coolant and ambient air temperature sensors agree and the intake air temperature does not agree, the intake air temperature sensor is declared as irrational. When Monitored: The engine off time is greater than 480 minutes. Ambient Temperature if greater than 4 deg C (38 deg F). Set Condition: After a calibrated amount of cool down time the PCM compares the ECT Sensor, IAT Sensor, and the Ambient Air Temp Sensor values. If the IAT Sensor value is not within 10 deg C of the other two temperature sensors. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes (K21) IAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K21) IAT SIGNAL CIRCUIT OPEN (K900) SENSOR GROUND CIRCUIT OPEN (K21) IAT SIGNAL CIRCUIT SHORTED TO GROUND (K21) IAT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT INTAKE AIR TEMPERATURE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
WK
2.
Turn the ignition off. Disconnect the C2 PCM harness connector. Disconnect the IAT Sensor harness connector.
9 - 85

(K21) IAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
NOTE: Visually inspect both the component and the PCM connectors. Look for damaged, partially broken wires, and backed out or corroded terminals. Ignition on, engine not running. Measure the voltage on the (K21) IAT Signal circuit in the IAT Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K21) IAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
IAT SENSOR VOLTAGE ABOVE 4.6 VOLTS Turn the ignition off. Connect the C2 PCM harness connector. Ignition on, engine not running. With a scan tool, read the IAT voltage. Is the voltage above 4.6 volts? Yes No >> Go To 4 >> Go To 7
4.
IAT SENSOR
Connect a jumper wire between the (K21) IAT Signal circuit and the (K900) Sensor ground circuit in the IAT Sensor harness connector. With a scan tool, read the IAT voltage. Is the voltage below 1.0 volt with the jumper wire installed? Yes >> Replace the IAT Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
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5.
(K21) IAT SIGNAL CIRCUIT OPEN
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K21) IAT Signal circuit from the IAT Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K21) IAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
Measure the resistance of the (K900) Sensor ground circuit from the IAT Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
7.
(K21) IAT SIGNAL CIRCUIT SHORTED TO GROUND
9 - 87

Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K21) IAT Signal circuit in the IAT Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K21) IAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
(K21) IAT SIGNAL SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K21) IAT Signal circuit and the (K900) Sensor ground circuit in the IAT Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K900) Sensor ground and the (K21) IAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
9.
PCM
9 - 88
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P0112-INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW
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9 - 89
P0112-INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
When Monitored: With the ignition on and battery voltage greater than 10.4 volts. Set Condition: When the Inlet Air Temp Sensor Signal circuit voltage is less than .078 volt for more than 2.8 seconds. One trip failure. Three good trips to clear the MIL. Possible Causes (K21) IAT SIGNAL SHORTED TO GROUND (K21) IAT SIGNAL SHORTED TO THE (K900) SENSOR GROUND CIRCUIT INTAKE AIR TEMPERATURE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
IAT SENSOR VOLTAGE BELOW 0.078 OF A VOLT Ignition on, engine not running. With a scan tool, read the IAT voltage. Is the voltage below 0.078 of a volt? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
IAT SENSOR Turn the ignition off. Disconnect the IAT Sensor harness connector. Ignition on, engine not running. With a scan tool, read IAT voltage. Is the voltage above 0.05 of a volt? Yes No >> Replace the Intake Air Temperature Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
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P0112-INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)
3.
(K21) IAT SIGNAL SHORTED TO GROUND
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K21) IAT Signal circuit in the IAT Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K21) IAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K21) IAT SIGNAL SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K21) IAT Signal circuit and the (K900) Sensor ground circuit in the IAT Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K900) Sensor ground circuit and the (K21) IAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
PCM
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9 - 91
P0113-INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH
9 - 92
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P0113-INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH (CONTINUED)

For the Engine System Schematic circuit diagram. (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Battery voltage greater than 10.4 volts. Set Condition: The Intake Air Temperature (IAT) sensor circuit voltage at the PCM goes above 4.98 volts for 2.8 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K21) IAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K21) IAT SIGNAL CIRCUIT OPEN (K900) SENSOR GROUND CIRCUIT OPEN IAT SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
IAT SENSOR VOLTAGE ABOVE 4.98 VOLTS Ignition on, engine not running. With a scan tool, read the Intake Air Temperature Sensor voltage. Is the voltage above 4.98 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
IAT SENSOR
Turn the ignition off. Disconnect the Intake Air Temperature Sensor harness connector. Connect a jumper wire between the (K21) IAT Signal circuit and the (K900) Sensor ground circuit in the IAT Sensor harness connector. Ignition on, engine not running. With a scan tool, read the IAT Sensor voltage. Is the voltage below 1.0 volt with the jumper wire installed? Yes >> Replace the IAT Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
WK
3.
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(K21) IAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K21) IAT Signal circuit in the IAT Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K21) IAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K21) IAT SIGNAL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K21) IAT Signal circuit from the IAT Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K21) IAT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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5.
Measure the resistance of the (K900) Sensor ground circuit from the IAT Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
PCM
WK
9 - 95
P0116ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT PERFORMANCE
9 - 96
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P0116ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT PERFORMANCE (CONTINUED)

For the Engine System Schematic circuit diagram. (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W.
Theory of Operation
Engine Coolant Temperature Sensor performance looks at the outputs of three temperature sensors and compare them under cold start conditions. Following a start to run delay time, the outputs of the ambient, engine coolant, and intake air temperature sensors will be compared. If the intake air and ambient air temperature sensors agree and the engine coolant temperature does not agree, the engine coolant temperature sensor is declared as irrational. When Monitored: Engine off time is greater than 480 minutes. Ambient temperature is greater than 4 deg C (38 deg F). Set Condition: After a calibrated amount of cool down time the PCM compares the ECT Sensor, IAT Sensor, and the Ambient Air Temp Sensor values. If the ECT Sensor value is not within 10 deg C of the other two temperature sensors. Two Trip Fault. Three good trips to turn off the MIL. (5.7L ETC lamp will illuminate with the MIL.) Possible Causes (K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K2) ECT SIGNAL CIRCUIT OPEN (K900) SENSOR GROUND CIRCUIT OPEN (K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND (K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND ECT SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
WK
2.
Turn the ignition off. Disconnect the C2 PCM harness connector. Disconnect the ECT Sensor harness connector.
9 - 97

(K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
NOTE: Visually inspect both the component and the PCM connectors. Look for damaged, partially broken wires, and backed out or corroded terminals. Ignition on, engine not running. Measure the voltage on the (K2) ECT Signal circuit in the ECT Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
ECT SENSOR VOLTAGE ABOVE 4.6 VOLTS Turn the ignition off. Connect the C2 PCM harness connector. Ignition on, engine not running. With a scan tool, read the ECT voltage. Is the voltage above 4.6 volts? Yes No >> Go To 4 >> Go To 7
4.
ECT SENSOR
Connect a jumper wire between the (K2) ECT Signal circuit and the (K900) Sensor ground circuit in the ECT Sensor harness connector. With a scan tool, read the ECT voltage. Is the voltage below 1.0 volt with the jumper wire installed? Yes >> Replace the ECT Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
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5.
(K2) ECT SIGNAL CIRCUIT OPEN
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K2) ECT Signal circuit from the ECT Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
Measure the resistance of the (K900) Sensor ground circuit from the ECT Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
(K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND
9 - 99

Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K2) ECT Signal circuit in the ECT Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
(K2) ECT SIGNAL CIRCIUT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT Measure the resistance between the (K2) ECT Signal circuit and the (K900) Sensor ground circuit in the ECT Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K900) Sensor ground circuit and the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
9.
PCM
9 - 100
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P0117-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW
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9 - 101
P0117-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)

Theory of Operation
The engine coolant temperature sensor is a negative temperature coefficient thermistor-type sensor whose resistance varies inversely with temperature. At cold temperatures the sensor resistance is high so the voltage is high. As the coolant temperature increases the resistance decreases and the voltage becomes low. When Monitored: With the ignition on. Battery voltage greater than 10.4 volts. Set Condition: The Engine Coolant Temperature (ECT) sensor circuit voltage at the PCM is less than 0.078 of a volt for more than 2.8 seconds. One Trip Fault. Three good trips to clear the MIL. Possible Causes (K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND (K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT ECT SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ECT SENSOR VOLTAGE BELOW 0.078 OF A VOLT Ignition on, engine not running. With a scan tool, read the ECT voltage. Is the voltage below 0.078 of a volt? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
ECT SENSOR Turn the ignition off. Disconnect the ECT harness connector. Ignition on, engine not running. With a scan tool, read ECT voltage. Is the voltage above 1.0 volt? Yes No >> Replace the ECT Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
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P0117-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)
3.
(K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between the (K900) Sensor ground circuit and the (K2) ECT Signal circuit in the ECT Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short to between the (K900) Sensor ground circuit and the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K2) ECT SIGNAL CIRCUIT SHORTED GROUND Measure the resistance between ground and the (K2) ECT Signal circuit in the ECT Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
PCM
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P0118-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH
9 - 104
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P0118-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Battery voltage greater than 10.4 volts. Set Condition: The Engine Coolant Temperature (ECT) sensor circuit voltage at the PCM is greater than 4.98 volts for more than 2.8 seconds. One Trip Fault. Three good trips to turn off the MIL. (5.7L ETC lamp will illuminate with the MIL.) Possible Causes (K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K2) ECT SIGNAL CIRCUIT OPEN (K900) SENSOR GROUND CIRCUIT OPEN ECT SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ECT SENSOR VOLTAGE ABOVE 4.98 VOLTS Ignition on, engine not running. With a scan tool, read the ECT voltage. Is the voltage above 4.98 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
ECT SENSOR Turn the ignition off. Disconnect the ECT harness connector. Connect a jumper wire between the (K2) ECT Signal circuit and the (K900) Sensor ground circuit in the ECT harness connector. Ignition on, engine not running. With a scan tool, read ECT voltage. Is the voltage below 1.0 volt with the jumper wire installed? Yes >> Replace the ECT Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
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3.
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(K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K2) ECT Signal circuit in the ECT Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K2) ECT Signal circuit from the ECT Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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5.
6.
PCM
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9 - 107
P0121-THROTTLE POSITION SENSOR 1 PERFORMANCE
9 - 108
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P0121-THROTTLE POSITION SENSOR 1 PERFORMANCE (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and No MAP Sensor DTCs set. Set Condition: TP Sensor signals do not correlate to the MAP Sensor signal. One Trip Fault. ETC light will illuminate. P2135 should set with this code also. Possible Causes (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE RESISTANCE IN THE (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K922) SENSOR RETURN CIRCUIT (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO (K122) TP SENSOR NO.2 SIGNAL CIRCUIT THROTTLE POSITION SENSOR/THROTTLE BODY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. NOTE: Diagnose any other TP Sensor DTC(s) before continuing. NOTE: The throttle plate should be free from binding and carbon build up. NOTE: Make sure the throttle plate is at the idle position. Ignition on, engine not running. NOTE: Inspect the engine for vacuum leaks. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Go To 11
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2.
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(K22) TP SENSOR NO.1 SIGNAL CIRCUIT OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Disconnect the Throttle Body harness connector. Ignition on, engine not running. Measure the voltage on the (K22) TP No.1 Signal and the (K122) TP No.2 Signal circuits in the Throttle Body harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K22) TP Sensor No.1 or (K122) TP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
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3.
Turn the ignition off. Connect the C2 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the TP Sensor No.1 and No.2 voltage. Connect a jumper wire between the (K922) Sensor Return circuit and the (K22) TP Sensor No.1 Signal circuit. NOTE: TP Sensor No.1 voltage should change from approximately 4.5 volts to less than 0.5 of a volt. For TP Sensor No.2, connect a jumper wire between (F855) 5-volt supply circuit and the (K122) TP Sensor No.2 signal circuit. NOTE: TP Sensor No.2 voltage should change from approximately 0 volts to 5.0 volts? Is the voltage reading within the listed specification when the jumper wire is installed? Yes >> Replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
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EXCESSIVE RESISTANCE IN THE (K22) TP SENSOR NO.1 SIGNAL CIRCUIT AND (K122) TP SENSOR NO.2 SIGNAL CIRCUIT
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K22) TP Sensor No.1 Signal circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Measure the resistance of the (K122) TP Sensor No.2 Signal circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms for each circuit? Yes No >> Go To 5 >> Repair the excessive resistance in the (K22) TP Sensor No.1 Signal circuit or the (K122) TP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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5.
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K22) TP Sensor No.1 Signal circuit and the (K122) TP Sensor No.2 Signal circuit in Throttle Body harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K22) TP Sensor No.1 Signal circuit or the (K122) TP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
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6.
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EXCESSIVE RESISTANCE IN THE (F855) 5VOLT SUPPLY CIRCUIT Measure the resistance of the (F855) 5-volt Supply circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
(F855) 5-VOLT SUPPLY SHORTED TO GROUND
Measure the resistance between ground and the (F855) 5-volt Supply circuit in the Throttle Body harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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8.
EXCESSIVE RESISTANCE IN THE (K922) SENSOR RETURN CIRCUIT
Measure the resistance of the (K922) Sensor Return circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the excessive resistance in the (K922) Sensor Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K122) TP SENSOR NO.2 SIGNAL CIRCUIT
Measure the resistance between the (K22) TP Sensor No.1 Signal circuit and the (K122) TP Sensor No.2 Signal circuit in the Throttle Body harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K122) TP Sensor No.2 Signal circuit and the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
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10.
PCM
9 - 115

11.
THROTTLE FOLLOWER TEST Ignition on, engine not running. With a scan tool, perform the Throttle Follower Test and monitor the TP Sensor No.1 or No.2 voltage. Slowly press the throttle pedal down. The voltage for TP Sensor No.1 should start at approximately 0.3 of a volt and increase to above 4.7 volts. The voltage for TP Sensor No.2 should start at approximately 4.7 volts and decrease to approximately 0.3 of a volt. Is the voltage within the range of the listed specification for the appropriate Sensor? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW (3.7L, 4.7L)
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9 - 117
P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW (3.7L, 4.7L) (CONTINUED)

When Monitored: With the ignition on. Battery voltage greater than 10.4 volts. Set Condition: Throttle Position Sensor voltage at the PCM is less than 0.0978 of a volt for 1.3 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (F855) 5-VOLT SUPPLY CIRCUIT OPEN (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT THROTTLE POSITION SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
THROTTLE POSITION SENSOR VOLTAGE BELOW 0.098 OF A VOLT Ignition on, engine not running. With a scan tool, read the TP Sensor voltage. Is the voltage below 0.098 of a volt? Yes No >> Go To 2 >> Go To 9
2.
(F855) 5-VOLT SUPPLY CIRCUIT Turn the ignition off. Disconnect the TP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F855) 5-volt Supply circuit in the TP Sensor harness connector. Is the voltage between 4.5 to 5.2 volts? Yes No >> Go To 3 >> Go To 6
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3.
THROTTLE POSITION SENSOR With the a scan tool, monitor the TP Sensor voltage with the Sensor harness connector disconnected. Is the voltage above 4.5 volts? Yes No >> Replace the Throttle Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K22) TP Sensor No.1 Signal circuit in the TP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K22) TP Sensor No.1 Signal circuit and the (K900) Sensor ground circuit in the TP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K900) Sensor ground and the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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6.
(F855) 5-VOLT SUPPLY CIRCUIT OPEN Turn the ignition off. Disconnect the C2 PCM harness connector.
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CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F855) 5-volt Supply circuit from the TP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
Measure the resistance between ground and the (F855) 5-volt Supply circuit in the TP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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8.
PCM
9.
THROTTLE POSITION SENSOR SWEEP With a scan tool, monitor the Throttle Position Sensor voltage. Slowly open the throttle from the idle position to the wide open throttle position. Does voltage start at approximately 0.8 of a volt and go above 3.5 volts with a smooth transition? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the Throttle Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW (5.7L)
9 - 122
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P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW (5.7L) (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Battery voltage greater than 10 volts. Set Condition: Throttle Position Sensor voltage at the PCM is less than 0.16 of a volt for 0.7 of a second. One Trip Fault. Three good trips to turn off the MIL. ETC light will illuminate. Possible Causes (F855) 5-VOLT SUPPLY CIRCUIT OPEN (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K922) SENSOR RETURN CIRCUIT THROTTLE POSITION SENSOR/THROTTLE BODY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: If a 5-Volt Supply DTC has also set, diagnose the 5-Volt DTC before continuing. NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Go To 10
2.
Yes No
P0222 ALSO SET
Was the P0222-TP SENSOR NO.2 VOLTAGE LOW DTC set along with the P0122? >> Go To 3 >> Go To 4
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3.
(F855) 5-VOLT SUPPLY CIRCUIT
9 - 123

Turn the ignition off. Disconnect the Throttle Body harness connector. Ignition on, engine not running. Measure the voltage on the (F855) 5-volt Supply circuit in the Throttle Body harness connector. Is the voltage between 4.8 to 5.2 volts? Yes No >> Go To 4 >> Go To 7
4.
THROTTLE POSITION SENSOR With a scan tool, monitor the TP Sensor No.1 voltage with the Sensor harness connector disconnected. Is the voltage above 4.5 volts? Yes >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, using a scan tool select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K22) TP Sensor No.1 Signal circuit in the Throttle Body harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
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6.
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K922) SENSOR RETURN CIRCUIT
Measure the resistance between the (K22) TP Sensor No.1 Signal circuit and the (K922) Sensor Return circuit in the Throttle Body harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K922) Sensor Return circuit and the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
7.
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnostics. Measure the resistance of the (F855) 5-volt Supply circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 8 >> Repair the open in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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8.
9 - 125

Measure the resistance between ground and the (F855) 5-volt Supply circuit in the Throttle Body harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
9.
PCM
10.
THROTTLE FOLLOWER TEST With a scan tool, perform the Throttle Follower Test. Monitor the TP Sensor No.1 voltage. Does voltage start at approximately 0.8 of a volt and go above 3.5 volts with a smooth transition? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, using a scan tool select ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH (3.7L, 4.7L)
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9 - 127
P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH (3.7L, 4.7L) (CONTINUED)

When Monitored: With the ignition on. Battery voltage greater than 10.4 volts. Set Condition: Throttle Position Sensor voltage at the PCM is greater than 4.47 volts for 1.3 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K22) TP SENSOR NO.1 SIGNAL CIRCUIT OPEN (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT (K900) SENSOR GROUND CIRCUIT OPEN THROTTLE POSITION SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
TP SENSOR VOLTAGE ABOVE 4.5 VOLTS
NOTE: Make sure the throttle is fully closed and free from binding or carbon build up. Start the engine. With a scan tool, read the TP Sensor voltage. Is the voltage above 4.5 volts? Yes No >> Go To 2 >> Go To 8
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2.
THROTTLE POSITION SENSOR Turn the ignition off. Disconnect the TP Sensor harness connector. Connect a jumper wire between the (K22) TP Sensor No.1 Signal circuit and the (K900) Sensor ground circuit in the Sensor harness connector. With a scan tool, monitor the TP Sensor voltage. Ignition on, engine not running. Is the voltage below 0.5 of a volt with the jumper wire installed? Yes >> Replace the Throttle Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K22) TP Sensor No.1 Signal circuit in the TP Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT OPEN Turn the ignition off.
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CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K22) TP Sensor No.1 Signal circuit from the TP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (K22) TP Sensor No.1 Signal circuit and the (F855) 5-volt Supply circuit in the TP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (F855) 5-volt Supply circuit and the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
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6.
Measure the resistance of the (K900) Sensor ground circuit from the TP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
PCM
8.
THROTTLE POSITION SENSOR SWEEP With a scan tool, monitor the Throttle Position Sensor voltage. Slowly open the throttle from the idle position to the wide open throttle position. Does voltage start at approximately 0.8 of a volt and go above 3.5 volts with a smooth transition? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the Throttle Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH (5.7L)
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P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH (5.7L) (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Battery voltage greater than 10 volts. Set Condition: Throttle Position Sensor No.1 voltage is greater than 4.8 volts for 25 ms. One Trip Fault. 5.7L ETC light will illuminate. Possible Causes (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K22) TP SENSOR NO.1 SIGNAL CIRCUIT OPEN (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT (K922) SENSOR RETURN CIRCUIT OPEN THROTTLE POSITION SENSOR/THROTTLE BODY THROTTLE PLATE JAMMED AGAINST THE MAXIMUM STOP PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
TP SENSOR NO.1 VOLTAGE ABOVE 4.8 VOLTS
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. NOTE: Make sure the throttle is fully closed and free from binding or carbon build up. NOTE: If a 5-Volt Supply DTC has also set, diagnose the 5-Volt DTC before continuing. NOTE: If P2101 is also set, then make sure that the blade moves freely and does not hang up near Wide Open Throttle before trying to repair P0123. Start the engine. With a scan tool, read the TP Sensor No.1 voltage. Is the voltage above 4.8 volts? Yes No >> Go To 2 >> Go To 8
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2.
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Turn the ignition off. Disconnect the Throttle Body harness connector. Connect a jumper wire between the (K22) TP Sensor No.1 Signal circuit and the (K922) Sensor Return circuit in the Throttle Body harness connector. With a scan tool, monitor the TP Sensor No.1 voltage. Ignition on, engine not running. Is the voltage below 0.5 of a volt with the jumper wire installed? Yes >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, using a scan tool, select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
3.
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K22) TP Sensor No.1 Signal circuit in the Throttle Body harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K22) TP Sensor No.1 Signal circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
Measure the resistance between the (K22) TP Sensor No.1 Signal circuit and the (F855) 5-volt Supply circuit in the Throttle Body harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (F855) 5-volt Supply circuit and the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
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6.
(K922) SENSOR RETURN CIRCUIT OPEN
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Measure the resistance of the (K922) Sensor Return circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K922) Sensor Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
PCM
8.
THROTTLE FOLLOWER TEST With a scan tool, perform the Throttle Follower Test. Monitor the TP Sensor No.1 voltage. Does voltage start at approximately 0.3 of a volt and go above 4.7 volts with a smooth transition? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, using a scan tool select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL
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P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL (CONTINUED)

For the Engine System circuit diagrams Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
Theory of Operation
The engine coolant temperature sensor is a negative temperature coefficient thermistor-type sensor whose resistance varies inversely with temperature. At cold temperatures the sensor resistance is high so the voltage is high. As the coolant temperature increases the resistance decreases and the voltage becomes low. The INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL determines if the engine coolant temperature will reach the closed loop fueling control temperature limit in a regulated time after start. When Monitored: With battery voltage greater than 10.4 volts and after engine is started. Set Condition: The engine temperature does not go above -10 (15 Failure time depends on start-up coolant temperaC F). ture and ambient temperature. (i.e. 2 minutes for a start temp of -10 (15 or up to 10 minutes for a vehicle C F) with a start-up temp of -28 (5 Two Trip Fault. Three good trips to turn off the MIL. C F). Possible Causes LOW COOLANT LEVEL THERMOSTAT ECT SENSOR Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
CHECKING COOLANT LEVEL AND CONDITION Ignition on, engine not running. With a scan tool, read DTCs. NOTE: If an Engine Coolant Temperature (ECT) DTC is set along with this code, diagnose the ECT DTC first. NOTE: Inspect the ECT terminals and related PCM terminals. Make sure the terminals are free from corrosion and damage. NOTE: The best way to diagnose this DTC is to allow the vehicle to sit overnight outside in order to have a totally cold soaked engine. NOTE: Extremely cold outside ambient temperatures may have caused this DTC to set. WARNING: Never open the cooling system when the engine is hot. The system is under pressure. Extreme burns or scalding may result. Failure to follow these instructions can result in personal injury or death. Allow the engine to cool before opening the cooling system. Inspect the coolant system for proper level and condition. Is the coolant level and condition OK? Yes No >> Go To 2 >> Inspect the vehicle for a coolant leak, make the appropriate repairs, and add the correct amount of coolant. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL (CONTINUED)
2.
THERMOSTAT OPERATION
NOTE: This test works best if performed on a cold engine (cold soak) Ignition on, engine not running. With a scan tool, read the Eng Coolant Tmp Deg value. If the engine was allowed to sit overnight (cold soak), the temperature value should be a sensible value that is somewhere close to the ambient temperature. NOTE: If engine coolant temperature is above 82 (180 allow the engine to cool until 65 (150 is C F), C F) reached. Start the Engine. During engine warm-up monitor the Eng Coolant Tmp Deg value. The temp deg value change should be a smooth transition from start up to normal operating temp 82 (180 Also monitor the actual coolant temperature with a C F). thermometer. NOTE: As the engine warms up to operating temperature, the actual coolant temperature (thermometer reading) and the scan tool Eng Coolant Tmp Deg values should stay relatively close to each other. Using the appropriate service information, determine the proper opening temperature of the thermostat. Did the thermostat open at the proper temperature? Yes No >> Go To 3 >> Replace the thermostat. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
ECT SENSOR OPERATION Ignition on, engine not running. With a scan tool, read the Eng Coolant Tmp Deg value. If the engine was allowed to sit overnight (cold soak), the temperature value should be a sensible value that is somewhere close to the ambient temperature. NOTE: If engine coolant temperature is above 82 (180 allow the engine to cool until 65 (150 is C F), C F) reached. Start the Engine. During engine warm-up monitor the Eng Coolant Tmp Deg value. The temp deg value change should be a smooth transition from start up to normal operating temp 82 (180 Also monitor the actual coolant temperature with a C F). thermometer. NOTE: As the engine warms up to operating temperature, the actual coolant temperature (thermometer reading) and the scan tools Eng Coolant Tmp Deg value should stay relatively close to each other. Is the thermometer reading relatively close to the scan tool ECT reading? Yes No >> Test Complete. >> Replace the Engine Coolant Temperature Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0128-THERMOSTAT RATIONALITY
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P0128-THERMOSTAT RATIONALITY (CONTINUED)

For the Engine circuit diagrams (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W.
Theory of Operation
The PCM predicts what the engine coolant temperature should be, based on the engine coolant temperature at start-up, ambient temperature and how the vehicle is subsequently driven. The predicted engine coolant temperature is compared to the Engine Coolant Temperature Sensor reading. The error between the two is calculated and integrated with respect to time. When the Thermostat diagnostic runs, the integrated error is compared to a calibrated threshold and pass/fail is determined. Separate pass and fail thresholds are used in order to improve accuracy of the diagnostic. When Monitored: Engine running. Set Condition: The PCM predicts a coolant temperature value that it will compare to the actual coolant temperature. A significant difference results in an error. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes LOW COOLANT LEVEL THERMOSTAT OPERATION SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN (K900) SENSOR GROUND CIRCUIT OPEN SIGNAL CIRCUIT SHORTED TO GROUND SIGNAL CIRCUIT SHORTED TO (K900), (G931) SENSOR GROUND OTHER POSSIBLE CAUSES PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: If any ECT, AAT, CMP or CKP sensor DTCs have set along with P0128, diagnose them before continuing. NOTE: Make sure that the Pinion Factor has been programmed correctly into the PCM. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
LOW COOLANT LEVEL
NOTE: If an Engine Coolant Temperature (ECT) DTC is set along with this code, diagnose the ECT DTC first. NOTE: Inspect the ECT terminals and related PCM terminals. Make sure the terminals are free from corrosion and damage. NOTE: The best way to diagnose this DTC is to allow the vehicle to sit overnight outside in order to have a totally cold soaked engine. NOTE: Extremely cold outside ambient temperatures may have caused this DTC to set. WARNING: Never open the cooling system when the engine is hot. The system is under pressure. Failure to follow these instructions can result in personal injury including extreme burns, scalding, or death. Allow the engine to cool before opening the cooling system. Check the coolant system to make sure that the coolant is in good condition and at the proper level. Is the coolant level and condition OK? Yes No >> Go To 3 >> Inspect the vehicle for a coolant leak and add the necessary amount of coolant. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
THERMOSTAT OPERATION
NOTE: This test works best if performed on a cold engine (cold soak). Ignition on, engine not running. With a scan tool, read the ECT Deg value. If the engine was allowed to sit overnight (cold soak), the temperature value should be a sensible value that is somewhere close to the ambient temperature. NOTE: If engine coolant temperature is above 82 (180 allow the engine to cool until 65 (150 is C F), C F) reached. Start the Engine. During engine warm-up, monitor the ECT Deg value. The temp deg value change should be a smooth transition from start up to normal operating temp 82 (180 Also monitor the actual coolant temperature with a thermomC F). eter. NOTE: As the engine warms up to operating temperature, the actual coolant temperature (thermometer reading) and the scan tool, ECT Temperature value should stay relatively close to each other. Using the appropriate service information, determine the proper opening temperature of the thermostat. Did the thermostat open at the proper temperature? Yes No >> Go To 4 >> Replace the thermostat. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
AMBIENT AIR TEMP SENSOR OPERATION Ignition on, engine not running. With a scan tool, read and record the AAT Sensor Temperature value. Using the DRB Temperature Probe #CH7050, or an equivalent temperature measuring tool, measure the ambient air temperature near the AAT Sensor. Is the AAT Sensor value with -15 (5 of the temperature probe reading? C F) Yes No >> Go To 5 >> Go To 7
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5.
ECT SENSOR OPERATION
WARNING: Make sure the engine cooling system is cool before removing the pressure cap or any hose. The cooling system is pressurized when hot. Failure to follow these instructions can result in personal injury including extreme burns, scalding, or death. With a scan tool, read and record the ECT Sensor Temperature value. Use the DRB Temperature Probe #CH7050, or an equivalent temperature measuring tool, measure the engine coolant temperature. Is the ECT Sensor value with -15 (5 of the temperature probe reading? C F) Yes No >> Go To 6 >> Go To 7
6.
OTHER POSSIBLE CAUSES Inspect the Temperature Sensors for any physical damage. Inspect the engine coolant. Make sure the coolant is at the proper level. Refer to the Service Information COOLING. Make sure the Temperature Sensors are properly installed. Make sure the CMP and CKP sensors are installed properly. Check the connectors for any signs of damage. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Refer to any Technical Service Bulletins (TSBs) that may apply. With the engine running at normal operating temperature, monitor the Temperature sensor parameters while wiggling the wire harness. Look for parameter values to change. Visually inspect the related wire harness. Look for any chafed, pierced, pinched, partially broken wires and broken, bent, pushed out, or corroded terminals. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Inspect and clean all PCM, engine, and chassis grounds. Were any problems found during the above inspections? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete, the conditions that set this DTC are not present at this time.
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7.
SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
NOTE: Visually inspect both the component and the PCM connectors. Look for damage, partially broken wires and backed out or corroded terminals Turn the ignition off. Disconnect the applicable Temperature Sensor harness connector. Disconnect the C2 FCM harness connector and the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K2) ECT Signal circuit and the (G31) AAT Signal circuit at the appropriate Temperature Sensor harness connector. Is the voltage above 5.2 volts? Yes >> Repair the short to battery voltage in the Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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8.
TEMPERATURE SENSOR harness connector and the C2 PCM harness across the ECT and AAT Sensor harness conrunning. the Temperature Sensor voltage.
Turn the ignition off. Connect the C2 FCM connector. Connect a jumper wire nectors. Ignition on, engine not With a scan tool, read
Does the voltage start at 5.0 volts and drop below 1.0 volt when the jumper wire is installed? Yes >> Replace the appropriate Temperature Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
>> Go To 9 NOTE: Disconnect the jumper wire before continuing.
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9.
SIGNAL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K2) ECT Sensor Signal circuit from the ECT Sensor harness connector to the appropriate terminal of special tool #8815. Measure the resistance of the (G31) AAT Sensor Signal circuit from the AAT Sensor harness connector to the C2 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 10 >> Repair the open in the Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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10.
SENSOR GROUND CIRCUIT OPEN
Measure the resistance of the (K900) Sensor ground circuit from the appropriate Temperature Sensor harness connector to the appropriate terminal of special tool #8815. Measure the resistance of the (G931) Sensor ground circuit from the AAT Sensor harness connector to the C2 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 11 >> Repair the open in the Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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SIGNAL CIRCUIT SHORTED TO GROUND
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11.
Measure the resistance between ground and the Sensor Signal circuit in the Temperature Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 12
No
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12.
SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT OR THE (G931) SENSOR GROUND CIRCUIT
Measure the resistance between the Signal circuit and the (K900) Sensor ground circuit in the (K2) ECT Sensor harness connector. Measure the resistance between the Signal circuit and the (G931) Sensor ground circuit in the (G31) AAT Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the Sensor ground circuit and the Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 13
No
13.
PCM
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P0129-BAROMETRIC PRESSURE OUT-OF-RANGE LOW
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P0129-BAROMETRIC PRESSURE OUT-OF-RANGE LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition key on. No Cam or Crank signal within 75 ms. Engine speed less than 250 RPM. Set Condition: The PCM senses the voltage from the MAP sensor to be less than 2.2 volts but above 0.04 of a volt for 300 milliseconds. One Trip Fault. Three good trips to turn off the MIL. (5.7L ETC lamp will flash) Possible Causes (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE (F856) 5-VOLT SUPPLY CIRCUIT OPEN (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K1) MAP SIGNAL CIRCUIT OPEN (K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND (K1) MAP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND MAP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time. Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
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Turn the ignition off. Disconnect the MAP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F856) 5-volt Supply circuit in the MAP Sensor harness connector. Is the voltage between 4.5 to 5.2 volts? Yes No >> Go To 3 >> Go To 7
3.
MAP SENSOR With a scan tool, monitor the MAP Sensor voltage with the Sensor harness connector disconnected. Is the voltage above 2.2 volts? Yes No >> Replace the MAP Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
(K1) MAP SIGNAL CIRCUIT OPEN
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K1) MAP Signal circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K1) MAP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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5.
(K1) MAP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K900) Sensor ground circuit and the (K1) MAP Signal circuit in the MAP Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K900) Sensor ground circuit and the (K1) MAP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
No
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7.
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(F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C1 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (F856) 5-volt Supply circuit in the MAP Sensor harness connector. Is the voltage above 5.2 volts? Yes >> Repair the short to battery voltage in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F856) 5-volt Supply circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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9.
Measure the resistance between ground and the (F856) 5-volt Supply circuit in the MAP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
10.
PCM
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P0131-O2 SENSOR 1/1 CIRCUIT LOW
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P0131-O2 SENSOR 1/1 CIRCUIT LOW (CONTINUED)

For the Engine circuit diagrams (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine running for less than 30 seconds and the O2 Sensor Heater Temperature is less than 251 (484 C F) with battery voltage greater 10.4 volts. Set Condition: The oxygen sensor signal voltage is below 2.5196 volts for 6 seconds after starting engine. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO GROUND (K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO GROUND (K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO THE (K902) O2 RETURN UPSTREAM CIRCUIT (K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO THE (Z42) O2 1/1 HEATER GROUND CIRCUIT O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
O2 SENSOR BELOW 2.52 VOLTS Start the engine. Allow the engine to reach normal operating temperature. With a scan tool, read the 1/1 O2 Sensor voltage. Is the voltage below 2.52 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
(K41) O2 SENSOR 1/1 SIGNAL CIRCUIT Turn the ignition off. Disconnect the 1/1 O2 Sensor harness connector. Ignition on, engine not running. With a scan tool, monitor the O2 Sensor voltage. Is the 1/1 O2 Sensor voltage above 4.8 volts? Yes No >> Go To 3 >> Go To 5
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3.
O2 SENSOR
Measure the voltage on the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C1 PCM harness connector. Measure the resistance between ground and the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K902) O2 Return Upstream circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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5.
(K41) O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. Measure the resistance between ground and the (K41) O2 Sensor 1/1 Signal circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K41) O2 Sensor 1/1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
(K41) O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO THE (K902) O2 RETURN UPSTREAM CIRCUIT
Measure the resistance between the (K41) O2 Sensor 1/1 Signal circuit and the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K902) O2 Return Upstream circuit and the (K41) O2 Sensor 1/1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
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7.
(K41) O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO THE (Z42) O2 1/1 HEATER GROUND CIRCUIT
Measure the resistance between the (K41) O2 Sensor 1/1 Signal circuit and the (Z42) O2 1/1 Heater ground circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (Z42) O2 1/1 Heater ground circuit and the (K41) O2 Sensor 1/1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
PCM
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P0132-O2 SENSOR 1/1 CIRCUIT HIGH
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P0132-O2 SENSOR 1/1 CIRCUIT HIGH (CONTINUED)
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When Monitored: O2 Sensor Heater Temperature is greater than 496 (925 and battery voltage greater than 10.4 volts. C F) Set Condition: The Oxygen Sensor voltage is above 3.99 volts for 40 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE (K41) O2 1/1 SIGNAL CIRCUIT OPEN (K902) O2 RETURN UPSTREAM CIRCUIT OPEN O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
O2 SENSOR ABOVE 3.99 VOLTS
NOTE: When only one O2 Sensor is shorted to voltage, the scan tool will display all O2 Sensor voltage readings at approximately 5.0 volts. When diagnosing this DTC, only diagnose the O2 Sensor that set the DTC. Start the engine. Allow the engine to reach normal operating temperature. With a scan tool, read the 1/1 O2 Sensor voltage. Is the voltage above 3.9 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
(K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Start the engine and allow the engine to idle. Disconnect the 1/1 O2 Sensor harness connector. Measure the voltage on the (K41) O2 Sensor 1/1 Signal circuit in the 1/1 O2 Sensor harness connector. NOTE: Measure the voltage in reference to ground, not the (K902) O2 Return Upstream circuit. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K41) O2 Sensor 1/1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C1 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K902) O2 Return Upstream circuit in the 1/1 O2 Sensor harness connector. Is there any voltage present? Yes >> Repair the short to battery voltage in the (K902) O2 Return Upstream circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
1/1 O2 SENSOR
Turn the ignition off. Connect the C1 PCM harness connector. Connect a jumper wire between the (K41) O2 1/1 Signal circuit and the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Ignition on, engine not running. With a scan tool, monitor the 1/1 O2 Sensor voltage. Is the voltage between 2.3 and 2.7 volts with the jumper wire installed? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
5.
(K41) O2 1/1 SIGNAL CIRCUIT OPEN
Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K41) O2 1/1 Signal circuit from the 1/1 O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K41) O2 1/1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
(K902) O2 RETURN UPSTREAM CIRCUIT OPEN
Measure the resistance of the (K902) O2 Return Upstream circuit from the O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K902) O2 Return Upstream circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
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P0133-O2 SENSOR 1/1 SLOW RESPONSE
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P0133-O2 SENSOR 1/1 SLOW RESPONSE (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Vehicle is started and driven between 20 and 55 MPH with the Throttle open for a minimum of 120 seconds. Coolant greater than 70 (158 Catalytic Converter Temp greater than 600 (1112 and EVAP Purge is C F). C F) active. Set Condition: The oxygen sensor signal voltage switches less than 16 times from lean to rich within 20 seconds during monitoring. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EXHAUST LEAK (K41) O2 1/1 SIGNAL CIRCUIT (K902) O2 RETURN UPSTREAM CIRCUIT O2 SENSOR Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Check for contaminants that may have damaged the O2 Sensor: contaminated fuel, unapproved silicone, oil and coolant. Ignition on, engine not running. NOTE: After the repairs have been made, verify proper O2 Sensor operation. If all the O2 Sensor voltage readings have not returned to normal, follow the diagnostic procedure for the remaining O2 Sensors. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
EXHAUST LEAK Start the engine. Inspect the exhaust system for leaks between the engine and the O2 Sensors. Are there any exhaust leaks? Yes No >> Repair or replace the leaking exhaust parts as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
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3.
(K41) O2 1/1 SIGNAL CIRCUIT
Turn the ignition off Disconnect the 1/1 O2 Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (K41) O2 1/1 Signal circuit in the O2 Sensor harness connector. Is the voltage between 4.5 and 5.0 volts? Yes No >> Go To 4 >> Check the (K41) O2 1/1 Signal circuit for a short to ground, open, or short to voltage. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(K902) O2 RETURN UPSTREAM CIRCUIT
Measure the voltage on the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes No >> Go To 5 >> Check the (K902) O2 Return Upstream circuit for a short to ground, open, or short to voltage. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
O2 SENSOR
If there are no possible causes remaining, view repair. Repair Replace the O2 Sensor Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0135-O2 SENSOR 1/1 HEATER PERFORMANCE
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P0135-O2 SENSOR 1/1 HEATER PERFORMANCE (CONTINUED)

Theory of Operation
This diagnostic provides a continuous check of the O2 heater circuit during operation. The heater circuit is momentarily disabled to allow a resistance measurement to be taken to infer heater temperature. The current delivery to the heater is duty cycled to maintain a specific target temperature. The error from the target temperature is continuously monitored to assess heater performance. When Monitored: Engine running and heater duty cycle greater than 0%. Battery voltage greater than 11.0 volts. Set Condition: No sensor output is received when the PCM powers up the sensor heater. Two trip fault. Three good trips to turn off the MIL. Possible Causes (K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN (Z42) O2 1/1 HEATER GROUND CIRCUIT OPEN O2 SENSOR HEATER ELEMENT PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
O2 SENSOR HEATER OPERATION Turn the ignition off. NOTE: Wait a minimum of 8 minutes to allow the O2 Sensor to cool down before continuing the test. Allow the O2 Sensor voltage to stabilize between 4.6 and 5.0 volts. Ignition on, engine not running. With a scan tool, actuate the O2 Heater Test. With the scan tool, monitor 1/1 O2 Sensor voltage for at least 2 minutes. Does the voltage stay above 4.5 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
O2 SENSOR HEATER ELEMENT Turn the ignition off. NOTE: Allow the O2 sensor to cool down to room temperature. Disconnect the O2 Sensor harness connector. Measure the resistance of the O2 Heater Element across the 1/1 O2 Sensor connector between the O2 Heater Control terminal and the Heater ground terminal. NOTE: O2 Heater Element resistance values should be measured at 70 (21.1 F C). The resistance value will vary with different temperature values. Is the resistance of the O2 Sensor Heater Element between 2.0 and 30.0 ohms? Yes No >> Go To 3 >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K99) O2 1/1 Heater Control circuit from the O2 harness connector to the appropriate terminal of special tool #8815. Is the resistance below 0.5 of an ohm? Yes No >> Go To 4 >> Repair the excessive resistance in the (K99) O2 1/1 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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4.
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Measure the resistance between ground and the (Z42) O2 1/1 Heater ground circuit in the O2 Sensor harness connector. Is the resistance below 0.5 of an ohm? Yes No >> Go To 5 >> Repair the excessive resistance in the (Z42) O2 1/1 Heater ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
PCM
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When Monitored: Engine running for less than 30 seconds and the O2 Sensor Heater Temperature is less than 251 (484 C F) with battery voltage greater 10.99 volts. Set Condition: The oxygen sensor signal voltage is below 2.5196 volts for 3 seconds after starting engine. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO GROUND (K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO GROUND (K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO THE (K904) O2 RETURN DOWNSTREAM CIRCUIT (K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO THE (Z42) O2 1/2 HEATER GROUND CIRCUIT O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
(K141) O2 1/2 SIGNAL CIRCUIT Turn the ignition off. Disconnect the 1/2 O2 Sensor harness connector. Ignition on, engine not running. With a scan tool, monitor the 1/2 O2 Sensor voltage. Is the O2 Sensor voltage above 4.8 volts? Yes No >> Go To 3 >> Go To 5
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3.
O2 SENSOR
Measure the voltage on the (K904) O2 Return Downstream circuit in the O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K904) O2 Return Downstream circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K904) O2 Return Downstream circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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5.
(K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. Measure the resistance between ground and the (K141) O2 1/2 Signal circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K141) O2 1/2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
(K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO THE (K904) O2 RETURN DOWNSTREAM CIRCUIT
Measure the resistance between the (K141) O2 1/2 Signal circuit and the (K904) O2 Return Downstream circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K904) O2 Return Downstream circuit and the (K141) O2 1/2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
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7.
(K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO THE (Z42) O2 1/2 HEATER GROUND CIRCUIT
Measure the resistance between the (K141) O2 1/2 Signal circuit and the (Z42) O2 1/2 Heater ground circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (Z42) O2 1/2 Heater ground circuit and the (K141) O2 1/2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
PCM
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For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: O2 Sensor Heater Temperature is greater than 496 (925 and battery voltage greater than 10.99 volts. C F) Set Condition: The Oxygen Sensor voltage is above 3.99 volts for 30 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE (K141) O2 1/2 SENSOR SIGNAL CIRCUIT OPEN (K904) O2 RETURN DOWNSTREAM CIRCUIT OPEN O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
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2.
Start the engine and allow the engine to idle. Disconnect the 1/2 O2 Sensor harness connector. Measure the voltage on the (K141) O2 Sensor 1/2 Signal circuit in the O2 Sensor harness connector. NOTE: Measure the voltage in reference to ground, not the (K904) O2 Return Downstream circuit. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K141) O2 Sensor 1/2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K904) O2 Return Downstream circuit in the O2 Sensor harness connector. Is there any voltage present? Yes >> Repair the short to battery voltage in the (K904) O2 Return Downstream circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
O2 SENSOR
Turn the ignition off. Connect the C2 PCM harness connector. Connect a jumper wire between the (K141) O2 1/2 Signal circuit and the (K904) O2 Return Downstream circuit in the 1/2 O2 Sensor harness connector. Ignition on, engine not running. With a scan tool, monitor the 1/2 O2 Sensor voltage. Is the voltage between 2.3 and 2.7 volts with the jumper wire installed? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
5.
Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K141) O2 1/2 Signal circuit from the O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K141) O2 1/2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
(K904) O2 RETURN DOWNSTREAM CIRCUIT OPEN
Measure the resistance of the (K904) O2 Return Downstream circuit from the O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K904) O2 Downstream Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
PCM
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Theory of Operation
The downstream O2 Sensor is located in the exhaust path behind the catalytic converter, is monitored for proper response to assure optimum catalytic converter efficiency. The downstream O2 response monitor is intended to diagnose a downstream O2 sensor that is not moving or stuck in a voltage window and to insure accurate information for catalyst monitor diagnosis. When Monitored: Vehicle is started and driven between 20 and 55 MPH with the Throttle open for a minimum of 120 seconds. Coolant greater than 70 (158 Catalytic Converter Temp greater than 600 (1112 and EVAP Purge is C F). C F) active. Set Condition: The oxygen sensor signal voltage switches less than 16 times from lean to rich within 20 seconds during monitoring. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EXHAUST LEAK (K141) O2 1/2 SIGNAL CIRCUIT (K904) O2 RETURN DOWNSTREAM CIRCUIT O2 SENSOR Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
2.
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3.
4.
(K904) O2 RETURN DOWNSTREAM CIRCUIT
Measure the voltage on the (K904) O2 Return Downstream circuit in the 1/2 O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes No >> Go To 5 >> Check the (K904) O2 Return Downstream circuit for a short to ground, open, or short to voltage. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
O2 SENSOR
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Theory of Operation
This diagnostic provides a continuous check of the O2 heater circuit during operation. The heater circuit is momentarily disabled to allow a resistance measurement to be taken to infer heater temperature. The current delivery to the heater is duty cycled to maintain a specific target temperature. The error from the target temperature is continuously monitored to assess heater performance. When Monitored: Engine running and heater duty cycle greater than 0%. Battery voltage greater than 11.0 volts. Set Condition: No sensor output is received when the PCM powers up the sensor heater. Two trip fault. Three good trips to turn off the MIL. Possible Causes (K299) O2 1/2 HEATER CONTROL CIRCUIT OPEN (Z42) O2 HEATER GROUND CIRCUIT OPEN O2 SENSOR HEATER ELEMENT PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
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2.
O2 SENSOR HEATER ELEMENT Turn the ignition off.
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NOTE: Allow the O2 sensor to cool down to room temperature. Disconnect the O2 Sensor harness connector. Measure the resistance of the O2 Heater Element across the O2 Sensor connector between the O2 Heater Control terminal and the Heater ground terminal. NOTE: O2 Heater Element resistance values should be measured at 70 (21.1 F C). The resistance value will vary with different temperature values. Is the resistance of the O2 Sensor Heater Element between 2.0 and 30.0 ohms? Yes No >> Go To 3 >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
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4.
5.
PCM
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For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine running for less than 30 seconds and the O2 Sensor Heater Temperature is less than 251 (484 C F) with battery voltage greater 10.99 volts. Set Condition: The oxygen sensor signal voltage is below 2.5196 volts for 3 seconds after starting engine. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO GROUND (K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO GROUND (K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO THE (K902) O2 RETURN UPSTREAM CIRCUIT (K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO THE (Z42) HEATER GROUND CIRCUIT O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
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3.
O2 SENSOR
Measure the voltage on the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes >> Replace the 2/1 O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C1 PCM harness connector. Measure the resistance between ground and the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K902) O2 Return Upstream circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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5.
No
6.
(K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO THE (K902) O2 RETURN UPSTREAM CIRCUIT
Measure the resistance between the (K43) O2 2/1 Signal circuit and the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K902) O2 Return Upstream circuit and the (K43) O2 2/1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
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7.
(K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO THE (Z42) HEATER GROUND CIRCUIT
Measure the resistance between the (K43) O2 2/1 Signal circuit and the (Z42) O2 Heater ground circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (Z42) O2 Heater ground circuit and the (K43) O2 2/1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
PCM
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When Monitored: O2 Sensor Heater Temperature is greater than 496 (925 and battery voltage greater than 10.99 volts. C F) Set Condition: The Oxygen Sensor voltage is above 3.99 volts for 30 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE (K43) O2 2/1 SIGNAL CIRCUIT OPEN (K902) O2 RETURN UPSTREAM CIRCUIT OPEN O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
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2.
Start the engine and allow the engine to idle. Disconnect the 2/1 O2 Sensor harness connector. Measure the voltage on the (K43) O2 Sensor 2/1 Signal circuit in the 2/1 O2 Sensor harness connector. NOTE: Measure the voltage in reference to ground, not the (K902) O2 Return Upstream circuit. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K43) O2 Sensor 2/1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C1 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K902) O2 Return Upstream circuit in the 2/1 O2 Sensor harness connector. Is there any voltage present? Yes >> Repair the short to battery voltage in the (K902) O2 Return Upstream circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
O2 SENSOR
Turn the ignition off. Connect the C1 PCM harness connector. Connect a jumper wire between the (K43) O2 2/1 Signal circuit and the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Ignition on, engine not running. With a scan tool, monitor the 2/1 O2 Sensor voltage. Is the voltage between 2.3 and 2.7 volts with the jumper wire in place? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
5.
Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K43) O2 2/1 Signal circuit from the 2/1 O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K43) O2 2/1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
(K902) O2 RETURN UPSTREAM CIRCUIT OPEN
Measure the resistance of the (K902) O2 Return Upstream circuit from the O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K902) O2 Return Upstream circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
PCM
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For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Vehicle is started and driven between 20 and 55 MPH with the Throttle open for a minimum of 120 seconds. Coolant greater than 70 (158 Catalytic Converter Temp greater than 600 (1112 and EVAP Purge is C F). C F) active. Set Condition: The oxygen sensor signal voltage switches less than 16 times from lean to rich within 20 seconds during monitoring. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EXHAUST LEAK (K43) O2 2/1 SIGNAL CIRCUIT (K902) O2 RETURN UPSTREAM CIRCUIT O2 SENSOR Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Check for contaminants that may have damaged the O2 Sensor: contaminated fuel, unapproved silicone, oil and coolant. Ignition on, engine not running. NOTE: After the repairs have been made, verify proper O2 Sensor operation. If all the O2 Sensor voltage readings have not returned to normal, follow the diagnostic procedure for the remaining O2 Sensors. With a scan tool, read DTCs and record the related Freeze Frame data. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
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3.
Turn the ignition off Disconnect the O2 Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (K43) O2 2/1 Signal circuit in the O2 Sensor harness connector. Is the voltage between 4.5 and 5.0 volts? Yes No >> Go To 4 >> Check the (K43) O2 2/1 Signal circuit for a short to ground, open, or short to voltage. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
Measure the voltage on the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes No >> Go To 5 >> Check the (K902) O2 Return Upstream circuit for a short to ground, open, or short to voltage. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
O2 SENSOR
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Theory of Operation
This diagnostic provides a continuous check of the O2 heater circuit during operation. The heater circuit is momentarily disabled to allow a resistance measurement to be taken to infer heater temperature. The current delivery to the heater is duty cycled to maintain a specific target temperature. The error from the target temperature is continuously monitored to assess heater performance. When Monitored: Engine running and heater duty cycle greater than 0%. Battery voltage greater than 11.0 volts. Set Condition: No sensor output is received when the PCM powers up the sensor heater. Two trip fault. Three good trips to turn off the MIL. Possible Causes (K199) O2 2/1 HEATER CONTROL CIRCUIT OPEN (Z42) O2 HEATER GROUND CIRCUIT OPEN O2 SENSOR HEATER ELEMENT PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
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2.
O2 SENSOR HEATER ELEMENT Turn the ignition off. NOTE: Allow the O2 sensor to cool down to room temperature. Disconnect the 2/1 O2 Sensor harness connector. Measure the resistance of the O2 Heater Element across the O2 Sensor connector between the O2 Heater Control terminal and the O2 Heater ground terminal. NOTE: O2 Heater Element resistance values should be measured at 70 (21.1 F C). The resistance value will vary with different temperature values. Is the resistance of the O2 Sensor Heater Element between 2.0 and 30.0 ohms? Yes No >> Go To 3 >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
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4.
(Z42) O2 SENSOR HEATER GROUND CIRCUIT OPEN
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Measure the resistance between ground and the (Z42) O2 Heater ground circuit in the O2 Sensor harness connector. Is the resistance below 0.5 of an ohm? Yes No >> Go To 5 >> Repair the excessive resistance in the (Z42) O2 Heater ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
PCM
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When Monitored: Engine running for less than 30 seconds and the O2 Sensor Heater Temperature is less than 251 (484 C F) with battery voltage greater 10.99 volts. Set Condition: The oxygen sensor signal voltage is below 2.5196 volts for 3 seconds after starting engine. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO GROUND (K243) O2 2/2 SIGNAL CIRCUIT SHORTED TO GROUND (K243) O2 SIGNAL CIRCUIT SHORTED TO THE (K904) O2 RETURN DOWNSTREAM CIRCUIT (K243) O2 SIGNAL CIRCUIT SHORTED TO THE (Z42) O2 2/2 HEATER GROUND CIRCUIT O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
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3.
O2 SENSOR
Measure the voltage on the (K904) O2 Return Downstream circuit in the O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K904) O2 Return Downstream circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K904) O2 Return Downstream circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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5.
No
6.
(K243) O2 2/2 SIGNAL CIRCUIT SHORTED TO THE (K904) O2 RETURN DOWNSTREAM CIRCUIT
Measure the resistance between the (K243) O2 2/2 Signal circuit and the (K904) O2 Return Downstream circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K904) O2 Return Downstream circuit and the (K243) O2 2/2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
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7.
(K243) O2 2/2 SIGNAL CIRCUIT SHORTED TO THE (Z42) O2 2/2 HEATER GROUND CIRCUIT
Measure the resistance between the (K243) O2 2/2 Signal circuit and the (Z42) O2 2/2 Heater ground circuit in the O2 Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (Z42) O2 2/2 Heater ground circuit and the (K243) O2 2/2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
PCM
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For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: O2 Sensor Heater Temperature is greater than 496 (925 and battery voltage greater than 10.99 volts. C F) Set Condition: The Oxygen Sensor voltage is above 3.99 volts for 30 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K243) O2 2/2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE (K243) O2 2/2 SIGNAL CIRCUIT OPEN (K904) O2 RETURN DOWNSTREAM CIRCUIT OPEN O2 SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
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2.
Start the engine and allow the engine to idle. Disconnect the 2/2 O2 Sensor harness connector. Measure the voltage on the (K243) O2 Sensor 2/2 Signal circuit in the O2 Sensor harness connector. NOTE: Measure the voltage in reference to ground, not the (K904) O2 Return Downstream circuit. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K243) O2 Sensor 2/2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K904) O2 Return Downstream circuit in the 2/2 O2 Sensor harness connector. Is there any voltage present? Yes >> Repair the short to battery voltage in the (K904) O2 Return Downstream circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
O2 SENSOR
Turn the ignition off. Connect the C2 PCM harness connector. Connect a jumper wire between the (K243) O2 2/2 Signal circuit and the (K904) O2 Return Downstream circuit in the 2/2 O2 Sensor harness connector. Ignition on, engine not running. With a scan tool, monitor the 2/2 O2 Sensor voltage. Is the voltage between 2.3 and 2.7 volts with the jumper wire installed? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
5.
Turn the ignition off. Disconnect the C1 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K243) O2 2/2 Signal circuit from the O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K243) O2 2/2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
(K904) O2 RETURN DOWNSTREAM CIRCUIT OPEN
Disconnect the C2 PCM harness connector. Measure the resistance of the (K904) O2 Return Downstream circuit from the O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K904) O2 Return Downstream circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) z
7.
PCM
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Theory of Operation
The downstream O2 Sensor is located in the exhaust path behind the catalytic converter, is monitored for proper response to assure optimum catalytic converter efficiency. The downstream O2 response monitor is intended to diagnose a downstream O2 sensor that is not moving or stuck in a voltage window and to insure accurate information for catalyst monitor diagnosis. When Monitored: Vehicle is started and driven between 20 and 55 MPH with the Throttle open for a minimum of 120 seconds. Coolant greater than 70 (158 Catalytic Converter Temp greater than 600 (1112 and EVAP Purge is C F). C F) active. Set Condition: The oxygen sensor signal voltage switches less than 16 times from lean to rich within 20 seconds during monitoring. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EXHAUST LEAK (K243) O2 2/2 SIGNAL CIRCUIT (K904) O2 RETURN DOWNSTREAM CIRCUIT O2 SENSOR Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
2.
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3.
4.
Measure the voltage on the (K904) O2 Return Downstream circuit in the O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes No >> Go To 5 >> Check the (K904) O2 Return Downstream circuit for a short to ground, open, or short to voltage. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
O2 SENSOR
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Theory of Operation
This diagnostic provides a continuous check of the O2 heater circuit during operation. The heater circuit is momentarily disabled to allow a resistance measurement to be taken to infer heater temperature. The current delivery to the heater is duty cycled to maintain a specific target temperature. The error from the target temperature is continuously monitored to assess heater performance. When Monitored: Engine running and heater duty cycle greater than 0%. Battery voltage greater than 11.0 volts. Set Condition: No sensor output is received when the PCM powers up the sensor heater. Two trip fault. Three good trips to turn off the MIL. Possible Causes (K399) O2 2/2 HEATER CONTROL CIRCUIT OPEN (Z42) O2 2/2 HEATER GROUND CIRCUIT OPEN O2 SENSOR HEATER ELEMENT PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING.
Diagnostic Test
1.
O2 SENSOR HEATER OPERATION Turn the ignition off. NOTE: Wait a minimum of 8 minutes to allow the O2 Sensor to cool down before continuing the test. Allow the O2 Sensor voltage to stabilize between 4.6 and 5.0 volts. Ignition on, engine not running. With a scan tool, actuate the O2 Heater Test. With a scan tool, monitor 2/2 O2 Sensor voltage for at least 2 minutes. Does the voltage stay above 4.5 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
O2 SENSOR HEATER ELEMENT Turn the ignition off.
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NOTE: Allow the O2 sensor to cool down to room temperature. Disconnect the O2 Sensor harness connector. Measure the resistance of the 2/2 O2 Heater Element, between the O2 Heater Control terminal and the O2 Heater ground terminal in the O2 Sensor connector. NOTE: O2 Heater Element resistance values should be measured at 70 (21.1 F C). The resistance value will vary with different temperature values. Is the resistance of the O2 Sensor Heater Element between 2.0 and 30.0 ohms? Yes No >> Go To 3 >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
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4.
5.
PCM
WK
P0171-FUEL SYSTEM 1/1 LEAN
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P0171-FUEL SYSTEM 1/1 LEAN (CONTINUED)

Theory of Operation
The fuel feedback system will maintain a stoiciometric fuel/air mixture, 14.7:1, by modifying the injector pulsewidth according to the oxygen content of the exhaust gas. The PCM makes short term and long term fuel corrections to maintain stoiciometric fuel/air ratio for best catalytic converter efficiency. Short term fuel correction is based on upstream O2 sensor output and is designed for quick engine response. The long term fuel correction compensated for variations in the engine specifications, sensor tolerances and component aging and is designed to correct rich and lean conditions over a longer period of time. When Monitored: With the engine running in closed loop mode, the ambient/battery temperature above 20 deg. F and altitude below 8500 ft. Set Condition: If the PCM multiplies short term compensation by long term adaptive and a certain percentage is exceeded for two trips, a freeze frame is stored, the MIL illuminates and a trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL Possible Causes RESTRICTED FUEL SUPPLY LINE FUEL PUMP INLET STRAINER PLUGGED FUEL PUMP MODULE O2 SIGNAL CIRCUIT O2 RETURN CIRCUIT O2 SENSOR HEATER OPERATION O2 SENSOR MAP SENSOR OPERATION ECT SENSOR OPERATION ENGINE MECHANICAL FUEL FILTER/PRESSURE REGULATOR (HIGH) PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Diagnose all other trouble codes before continuing. NOTE: Check for contaminants that may have damaged an O2 Sensor: contaminated fuel, unapproved silicone, oil and coolant. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
CHECKING FUEL PRESSURE
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install a fuel pressure gauge to the fuel rail. Ignition on, engine not running. With a scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Turn the ignition off. CAUTION: Stop All Actuations. Choose a conclusion that best matches your fuel pressure reading. Within Specification Go To 3 Above Specification Replace the fuel filter/pressure regulator. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) Below Specification Go To 12
3.
O2 SENSOR OPERATION Start the engine. Allow the engine to reach normal operating temperature. NOTE: If one of the O2 Sensors Signal or Return circuit is shorted to ground the scan tool will display all O2 Sensor voltage readings low. The O2 Sensor that is shorted to ground will display a voltage reading near or at 0 volts. NOTE: If one of the O2 Sensor Signal or Return circuits are shorted to voltage, the scan tool will display all O2 Sensor voltage readings high. NOTE: After the repairs have been made, verify proper O2 Sensor operation. If all the O2 Sensor voltage readings have not returned to normal, follow the diagnostic procedure for the remaining O2 Sensors. With a scan tool, monitor all of the O2 Sensor voltage readings. Is the voltage switching between 2.5 and 3.4 volts for all the O2 Sensors? Yes No >> Go To 4 >> Go To 8
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4.
1/1 O2 SENSOR HEATER OPERATION Turn the ignition off. NOTE: Wait a minimum of 10 minutes to allow the O2 Sensor to cool down before continuing the test. Allow the O2 Sensor voltage to stabilize at 5.0 volts. Ignition on, engine not running. With a scan tool, actuate the 1/1 O2 Heater Test. With the scan tool, monitor 1/1 O2 Sensor voltage for at least 2 minutes. Does the voltage stay above 4.5 volts? Yes No >> Replace the 1/1 O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
5.
MAP SENSOR OPERATION Turn the ignition off. Connect a Vacuum Gauge to a Manifold Vacuum source. Start the engine. Allow the engine to idle. NOTE: If engine will not idle, maintain a constant RPM above idle. With the scan tool, read the MAP Sensor vacuum value. Is the scan tool reading within 1 of the Vacuum Gauge reading?
Yes No
>> Go To 6 >> Replace the MAP Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
NOTE: For this test to be valid, the thermostat must be operating correctly. NOTE: This test works best if performed on a cold engine (cold soak) Ignition on, engine not running. With a scan tool, read the Engine Coolant Temperature (ECT) Sensor value. If the engine was allowed to sit overnight (cold soak), the temperature value should be a sensible value that is somewhere close to the ambient temperature. NOTE: If engine coolant temperature is above 82 (180 allow the engine to cool until 65 (150 is C F), C F) reached. Start the Engine. During engine warm-up, monitor the ECT Sensor value. The temperature value change should be a smooth transition from start up to normal operating temperature 82 (180 The value should reach at least 82 (180 C F). C F). Did the ECT value increase smoothly and did it reach at least 180 (82 F C)? Yes No >> Go To 7 >> Replace the Engine Coolant Temperature Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
ENGINE MECHANICAL Turn the ignition off. Check for any of the following conditions/mechanical problems. AIR INDUCTION SYSTEM - must be free from leaks. ENGINE VACUUM - must be at least 13 inches in neutral ENGINE VALVE TIMING - must be within specifications ENGINE COMPRESSION - must be within specifications ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks. ENGINE PCV SYSTEM - must flow freely TORQUE CONVERTER STALL SPEED - must be within specifications POWER BRAKE BOOSTER - no internal vacuum leaks FUEL - must be free of contamination FUEL INJECTOR - plugged or restricted injector; control wire not connected to correct injector Are there any engine mechanical problems? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
8.
1/1 O2 SENSOR
Ignition on, engine not running. Disconnect the 1/1 O2 Sensor harness connector. With a scan tool, monitor the 1/1 O2 Sensor voltage. O2 Sensor voltage should read 5.0 volts on the scan tool with the connector disconnected. Connect a jumper wire between the (K41) Signal circuit and the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. NOTE: The voltage should drop from 5.0 volts to 2.5 volts with the jumper wire in place. Did the O2 Sensor voltage change from 5.0 volts to 2.5 volts with the jumper wire installed? Yes >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
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9.
(K41) O2 SENSOR 1/1 SIGNAL CIRCUIT With a scan tool, monitor the 1/1 O2 Sensor voltage reading with the jumper wire removed. NOTE: The scan tool will display all O2 Sensor voltage readings approximately 5.0 volts when only one O2 Sensors Signal circuit is shorted to voltage. NOTE: The scan tool will display one O2 Sensor voltage close to zero and the others will read lower than normal when one O2 Sensor Signal circuit contains excessive resistance. Is the voltage above 4.8 volts? Yes No >> Go To 10 >> Check the (K41) O2 Sensor 1/1 Signal circuit for a short to ground, open, or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
10.
Disconnect the 1/1 O2 Sensor harness connector. Measure the voltage on the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes No >> Go To 11 >> Check the O2 Return circuit for a short to ground, open, or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertriain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
11.
PCM
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RESTRICTED FUEL SUPPLY LINE
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12.
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Raise vehicle on hoist, and disconnect the fuel pressure line at the fuel pump module. Install special 5/16 fuel line adapter tool #6539 between disconnected fuel line and the fuel pump module. Attach a fuel pressure test gauge to the T fitting on tool #6539. Ignition on, engine not running. With a scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). CAUTION: Stop All Actuations. Is the fuel pressure within specification? Yes No >> Repair or replace fuel supply line as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 13
13.
FUEL PUMP INLET STRAINER Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer. Is the Fuel Inlet Strainer plugged? Yes No >> Replace the Fuel Pump Inlet Strainer. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 14
14.
FUEL PUMP MODULE
If there are no possible causes remaining, view repair. Repair Replace the Fuel Pump Module. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0172-FUEL SYSTEM 1/1 RICH
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P0172-FUEL SYSTEM 1/1 RICH (CONTINUED)
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Theory of Operation
The fuel feedback system will maintain a stoiciometric fuel/air mixture, 14.7:1, by modifying the injector pulsewidth according to the oxygen content of the exhaust gas. The PCM makes short term and long term fuel corrections to maintain stoiciometric fuel/air ratio for best catalytic converter efficiency. Short term fuel correction is based on upstream O2 sensor output and is designed for quick engine response. The long term fuel correction compensated for variations in the engine specifications, sensor tolerances and component aging and is designed to correct rich and lean conditions over a longer period of time. When Monitored: With the engine running in closed loop mode, the ambient/battery temperature above 20 deg. F and altitude below 8500 ft. Set Condition: If the PCM multiplies short term compensation by long term adaptive and a purge fuel multiplier and the result is below a certain value for 30 seconds over two trips, a freeze frame is stored, the MIL illuminates and a trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes O2 SENSOR HEATER OPERATION EVAP PURGE SOLENOID OPERATION O2 SIGNAL CIRCUIT O2 RETURN CIRCUIT O2 SENSOR MAP SENSOR ECT SENSOR ENGINE MECHANICAL FUEL FILTER/PRESSURE REGULATOR (HIGH) PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Check for contaminates that may have damaged an O2 Sensor: contaminated fuel, unapproved silicone, oil and coolant. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install a fuel pressure gauge to the fuel rail. Ignition on, engine not running. With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Turn the ignition off. CAUTION: Stop All Actuations. Choose a conclusion that best matches your fuel pressure reading. Within Specification Go To 3 Above Specification Replace the fuel filter/pressure regulator. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
O2 SENSOR OPERATION Start the engine. Allow the engine to reach normal operating temperature. NOTE: If one of the O2 Sensors Signal or Return circuit is shorted to ground or voltage, all the other O2 Sensor voltage readings will be affected. NOTE: After the repairs have been made, verify proper O2 Sensor operation. If all the O2 Sensor voltage readings have not returned to normal, follow the diagnostic procedure for the remaining O2 Sensors. With the scan tool, monitor the 1/1 O2 Sensor voltage reading. Is the voltage switching between 2.5 and 3.4 volts? Yes No >> Go To 4 >> Go To 9
4.
1/1 O2 SENSOR HEATER OPERATION Turn the ignition off. NOTE: Wait a minimum of 10 minutes to allow the O2 Sensor to cool down before continuing the test. Allow the O2 Sensor voltage to stabilize at 5.0 volts. Ignition on, engine not running. With the scan tool, perform the 1/1 O2 Heater Test. With the scan tool, monitor the O2 Sensor voltage while performing the Heater test for at least 2 minutes. Does the voltage stay above 4.5 volts during the Heater test? Yes No >> Replace the O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
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5.
MAP SENSOR OPERATION Turn the ignition off. Connect a Vacuum Gauge to a Manifold Vacuum source. Start the engine. Allow the engine to idle. NOTE: If engine will not idle, maintain a constant RPM above idle. With a scan tool, read the MAP Sensor vacuum value. Is the scan tool reading within 1 of the Vacuum Gauge reading?
Yes No
NOTE: Remove the vacuum gauge before continuing.
6.
NOTE: For this test to be valid, the thermostat must be operating correctly. NOTE: This test works best if performed on a cold engine (cold soak) Ignition on, engine not running. With a scan tool, read the Engine Coolant Temperature Sensor value. If the engine was allowed to sit overnight (cold soak), the temperature value should be a sensible value that is somewhere close to the ambient temperature. NOTE: If engine coolant temperature is above 82 (180 allow the engine to cool until 65 (150 is C F), C F) reached. Start the Engine. During engine warm-up, monitor the Engine Coolant Temperature value. The temp value change should be a smooth transition from start up to normal operating temp 82 (180 C F). The value should reach at least 82 C (180 F). Did the ECT value increase smoothly and reach at least 180 (82 F C)? Yes No >> Go To 7 >> Replace the Engine Coolant Temperature Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
EVAP PURGE SOLENOID OPERATION Turn the ignition off. Disconnect the hoses at the Evap Purge Solenoid. Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid vacuum source port on the component side. Did the Evap Purge Solenoid hold vacuum? Yes No >> Go To 8 >> Replace the EVAP Purge Solenoid. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
NOTE: Connect the vacuum hoses before continuing.
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8.
ENGINE MECHANICAL Check for any of the following conditions/mechanical problems. AIR INDUCTION SYSTEM - must be free from restrictions. ENGINE VACUUM - must be at least 13 inches in neutral ENGINE VALVE TIMING - must be within specifications ENGINE COMPRESSION - must be within specifications ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks. ENGINE PCV SYSTEM - must flow freely TORQUE CONVERTER STALL SPEED - must be within specifications POWER BRAKE BOOSTER - no internal vacuum leaks FUEL - must be free of contamination FUEL INJECTOR - plugged or restricted injector; control wire not connected to correct injector Are there any engine mechanical problems? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 12
9.
1/1 O2 SENSOR
NOTE: Perform the following test on the O2 Sensors whose voltage was not switching properly in the previous step. Ignition on, engine not running. Disconnect the 1/1 O2 Sensor harness connector. With a scan tool, monitor the 1/1 O2 Sensor voltage. O2 Sensor voltage should read 5.0 volts on the scan tool with the connector disconnected. Connect a jumper wire between the (K41) O2 Sensor 1/1 Signal circuit and the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. NOTE: The voltage should drop from 5.0 volts down to 2.5 volts with the jumper wire connected. Did the O2 Sensor voltage drop from 5 volts to 2.5 volts when the jumper wire was installed? Yes >> Replace the 1/1 O2 Sensor Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
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(K41) O2 SENSOR 1/1 SIGNAL CIRCUIT
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10.
WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Start the engine. Measure the voltage on the (K41) O2 Sensor 1/1 Signal circuit in the O2 Sensor harness connector. Is the voltage above 4.8 volts? Yes >> Check the (K41) O2 Sensor 1/1 Signal circuit for damage, short to ground, open, or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
11.
(K902) O2 SENSOR RETURN UPSTREAM CIRCUIT
Engine still running. Measure the voltage on the (K902) O2 Return Upstream circuit in the 1/1 O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes No >> Go To 12 >> Check the (K902) O2 Return Upstream circuit for damage, short to ground, open, or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
NOTE: Turn the ignition off before continuing.
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12.
PCM
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P0174-FUEL SYSTEM 2/1 LEAN
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Theory of Operation
The fuel feedback system will maintain a stoiciometric fuel/air mixture, 14.7:1, by modifying the injector pulsewidth according to the oxygen content of the exhaust gas. The PCM makes short term and long term fuel corrections to maintain stoiciometric fuel/air ratio for best catalytic converter efficiency. Short term fuel correction is based on upstream O2 sensor output and is designed for quick engine response. The long term fuel correction compensated for variations in the engine specifications, sensor tolerances and component aging and is designed to correct rich and lean conditions over a longer period of time. When Monitored: With the engine running in closed loop mode, the ambient/battery temperature above 20 deg. F and altitude below 8500 ft. Set Condition: If the PCM multiplies short term compensation by long term adaptive and a certain percentage is exceeded for two trips, a freeze frame is stored, the MIL illuminates and a trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes RESTRICTED FUEL SUPPLY LINE FUEL PUMP INLET STRAINER PLUGGED FUEL PUMP MODULE O2 SIGNAL CIRCUIT O2 RETURN CIRCUIT O2 SENSOR HEATER OPERATION O2 SENSOR MAP SENSOR OPERATION ECT SENSOR OPERATION ENGINE MECHANICAL FUEL FILTER/PRESSURE REGULATOR (HIGH) PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Diagnose all other trouble codes before continuing. NOTE: Check for contaminants that may have damaged an O2 Sensor: contaminated fuel, unapproved silicone, oil and coolant. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install a fuel pressure gauge to the fuel rail. Ignition on, engine not running. With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Turn the ignition off. CAUTION: Stop All Actuations. Choose a conclusion that best matches your fuel pressure reading. Within Specification Go To 3 Above Specification Replace the fuel filter/pressure regulator. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) Below Specification Go To 12
3.
O2 SENSOR OPERATION Start the engine. Allow the engine to reach normal operating temperature. NOTE: If one of the O2 Sensors Signal or Return circuit is shorted to ground the scan tool will display all O2 Sensor voltage readings low. The O2 Sensor that is shorted to ground will display a voltage reading near or at 0 volts. NOTE: If one of the O2 Sensor Signal or Return circuits are shorted to voltage, the scan tool will display all O2 Sensor voltage readings high. NOTE: After the repairs have been made, verify proper O2 Sensor operation. If all the O2 Sensor voltage readings have not returned to normal, follow the diagnostic procedure for the remaining O2 Sensors. With the scan tool, monitor the 2/1 O2 Sensor voltage reading. Is the voltage switching between 2.5 and 3.4 volts? Yes No >> Go To 4 >> Go To 8
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4.
2/1 O2 SENSOR HEATER OPERATION Turn the ignition off. NOTE: Wait a minimum of 10 minutes to allow the O2 Sensor to cool down before continuing the test. Allow the O2 Sensor voltage to stabilize at 5.0 volts. NOTE: Perform the following test on all O2 Sensors. Ignition on, engine not running. With a scan tool, actuate the 2/1 O2 Heater Test. With the scan tool, monitor 2/1 O2 Sensor voltage for at least 2 minutes. Does the voltage stay above 4.5 volts? Yes No >> Replace the 2/1 O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
5.
Yes No
6.
NOTE: For this test to be valid, the thermostat must be operating correctly. NOTE: This test works best if performed on a cold engine (cold soak). Ignition on, engine not running. With the scan tool, read the Engine Coolant Temperature (ECT) Sensor value. If the engine was allowed to sit overnight (cold soak), the temperature value should be a sensible value that is somewhere close to the ambient temperature. NOTE: If engine coolant temperature is above 82 (180 allow the engine to cool until 65 (150 is C F), C F) reached. Start the Engine. During engine warm-up, monitor the ECT Sensor value. The temperature value change should be a smooth transition from start up to normal operating temperature 82 (180 The value should reach at least 82 (180 C F). C F). Did the ECT value increase smoothly and did it reach at least 180 (82 F C)? Yes No >> Go To 7 >> Replace the Engine Coolant Temperature Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
ENGINE MECHANICAL Turn the ignition off. Check for any of the following conditions/mechanical problems. AIR INDUCTION SYSTEM - must be free from leaks. ENGINE VACUUM - must be at least 13 inches in neutral ENGINE VALVE TIMING - must be within specifications ENGINE COMPRESSION - must be within specifications ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks. ENGINE PCV SYSTEM - must flow freely TORQUE CONVERTER STALL SPEED - must be within specifications POWER BRAKE BOOSTER - no internal vacuum leaks FUEL - must be free of contamination FUEL INJECTOR - plugged or restricted injector; control wire not connected to correct injector Are there any engine mechanical problems? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
8.
O2 SENSOR
Ignition on, engine not running. Disconnect the 2/1 O2 Sensor harness connector. With the scan tool, monitor the 2/1 O2 Sensor voltage. O2 Sensor voltage should read 5.0 volts on the scan tool with the connector disconnected. Connect a jumper wire between the (K43) O2 Sensor 2/1 Signal circuit and the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. NOTE: The voltage should drop from 5.0 volts to 2.5 volts with the jumper wire in place. Did the O2 Sensor voltage change from 5.0 volts to 2.5 volts when the jumper wire was installed? Yes >> Replace the 2/1 O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
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9.
O2 SENSOR SIGNAL CIRCUIT With the scan tool, monitor all the O2 Sensor voltage reading with the jumper wire removed. NOTE: The scan tool will display all O2 Sensor voltage readings approximately 5.0 volts when only one O2 Sensors Signal circuit is shorted to voltage. NOTE: The scan tool will display one O2 Sensor voltage close to zero and the others will read lower than normal when one O2 Sensor Signal circuit contains excessive resistance. Is the voltage above 4.8 volts? Yes No >> Go To 10 >> Check all the O2 Signal circuits for a short to ground, open, or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
10.
Disconnect the 2/1 O2 Sensor harness connector. Measure the voltage on the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes No >> Go To 11 >> Check the (K902) O2 Return Upstream circuit for a short to ground, open, or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
11.
PCM
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RESTRICTED FUEL SUPPLY LINE
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12.
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Raise vehicle on hoist, and disconnect the fuel pressure line at the fuel pump module. Install special 5/16 fuel line adapter tool #6539 between disconnected fuel line and the fuel pump module. Attach a fuel pressure test gauge to the T fitting on tool #6539. Ignition on, engine not running. With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). CAUTION: Stop All Actuations. Is the fuel pressure within specification? Yes No >> Repair or replace fuel supply line as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 13
13.
FUEL PUMP INLET STRAINER Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer. Is the Fuel Inlet Strainer plugged? Yes No >> Replace the Fuel Pump Inlet Strainer. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 14
14.
FUEL PUMP MODULE
If there are no possible causes remaining, view repair. Repair Replace the Fuel Pump Module. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0175-FUEL SYSTEM 2/1 RICH
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Theory of Operation
The fuel feedback system will maintain a stoiciometric fuel/air mixture, 14.7:1, by modifying the injector pulsewidth according to the oxygen content of the exhaust gas. The PCM makes short term and long term fuel corrections to maintain stoiciometric fuel/air ratio for best catalytic converter efficiency. Short term fuel correction is based on upstream O2 sensor output and is designed for quick engine response. The long term fuel correction compensated for variations in the engine specifications, sensor tolerances and component aging and is designed to correct rich and lean conditions over a longer period of time. When Monitored: With the engine running in closed loop mode, the ambient/battery temperature above 20 deg. F and altitude below 8500 ft. Set Condition: If the PCM multiplies short term compensation by long term adaptive and a purge fuel multiplier and the result is below a certain value for 30 seconds over two trips, a freeze frame is stored, the MIL illuminates and a trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes O2 SENSOR HEATER OPERATION EVAP PURGE SOLENOID OPERATION O2 SIGNAL CIRCUIT O2 RETURN CIRCUIT O2 SENSOR MAP SENSOR ECT SENSOR ENGINE MECHANICAL FUEL FILTER/PRESSURE REGULATOR (HIGH) PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Check for contaminates that may have damaged an O2 Sensor: contaminated fuel, unapproved silicone, oil and coolant. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install a fuel pressure gauge to the fuel rail. Ignition on, engine not running. With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Turn the ignition off. CAUTION: Stop All Actuations. Choose a conclusion that best matches your fuel pressure reading. Within Specification Go To 3 Above Specification Replace the fuel filter/pressure regulator. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
O2 SENSOR OPERATION Start the engine. Allow the engine to reach normal operating temperature. NOTE: If one of the O2 Sensors Signal or Return circuit is shorted to ground or voltage, all the other O2 Sensor voltage readings will be affected. NOTE: After the repairs have been made, verify proper O2 Sensor operation. If all the O2 Sensor voltage readings have not returned to normal, follow the diagnostic procedure for the remaining O2 Sensors. With the scan tool, monitor the 2/1 O2 Sensor voltage reading. Is the voltage switching between 2.5 and 3.4 volts? Yes No >> Go To 4 >> Go To 9
4.
2/1 O2 SENSOR HEATER OPERATION Turn the ignition off. NOTE: Wait a minimum of 10 minutes to allow the O2 Sensor to cool down before continuing the test. Allow the O2 Sensor voltage to stabilize at 5.0 volts. Ignition on, engine not running. With the scan tool, perform the 2/1 O2 Heater Test for each O2 Sensor. With the scan tool, monitor the 2/1 O2 Sensor voltage while performing the Heater test for at least 2 minutes. Does the voltage stay above 4.5 volts for each Sensor? Yes No >> Replace the 2/1 O2 Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
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5.
Yes No
NOTE: Remove the vacuum gauge before continuing.
6.
NOTE: For this test to be valid, the thermostat must be operating correctly. NOTE: This test works best if performed on a cold engine (cold soak). Ignition on, engine not running. With the scan tool, read the Engine Coolant Temperature Sensor value. If the engine was allowed to sit overnight (cold soak), the temperature value should be a sensible value that is somewhere close to the ambient temperature. NOTE: If engine coolant temperature is above 82 (180 allow the engine to cool until 65 (150 is C F), C F) reached. Start the Engine. During engine warm-up, monitor the Engine Coolant Temperature value. The temp value change should be a smooth transition from start up to normal operating temp 82 (180 C F). The value should reach at least 82 C (180 F). Did the ECT value increase smoothly and reach at least 180 (82 F C)? Yes No >> Go To 7 >> Replace the Engine Coolant Temperature Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
EVAP PURGE SOLENOID OPERATION Turn the ignition off. Disconnect the hoses at the Evap Purge Solenoid. Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid vacuum source port on the component side. Did the Evap Purge Solenoid hold vacuum? Yes No >> Go To 8 >> Replace the EVAP Purge Solenoid. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
NOTE: Connect the vacuum hoses before continuing.
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8.
ENGINE MECHANICAL Check for any of the following conditions/mechanical problems. AIR INDUCTION SYSTEM - must be free from restrictions. ENGINE VACUUM - must be at least 13 inches in neutral ENGINE VALVE TIMING - must be within specifications ENGINE COMPRESSION - must be within specifications ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks. ENGINE PCV SYSTEM - must flow freely TORQUE CONVERTER STALL SPEED - must be within specifications POWER BRAKE BOOSTER - no internal vacuum leaks FUEL - must be free of contamination FUEL INJECTOR - plugged or restricted injector; control wire not connected to correct injector Are there any engine mechanical problems? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 12
9.
2/1 O2 SENSOR
Ignition on, engine not running. Disconnect the 2/1 O2 Sensor harness connector. With the scan tool, monitor the 2/1 O2 Sensor voltage. O2 Sensor voltage should read 5.0 volts on the scan tool with the connector disconnected. Connect a jumper wire between the (K43) O2 Sensor 2/1 Signal circuit and the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. NOTE: The voltage should drop from 5.0 volts down to 2.5 volts with the jumper wire connected. Did the O2 Sensor voltage drop from 5 volts to 2.5 volts when the jumper wire was installed? Yes >> Replace the O2 Sensor Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
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O2 SENSOR SIGNAL CIRCUIT
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10.
WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Start the engine. Measure the voltage on the (K43) O2 Sensor 2/1 Signal circuit in the O2 Sensor harness connector. Is the voltage above 4.8 volts? Yes >> Check the (K43) O2 Sensor 2/1 Signal circuit for damage, short to ground, open, or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
11.
(K902) O2 SENSOR RETURN UPSTREAM CIRCUIT
Engine still running. Measure the voltage on the (K902) O2 Return Upstream circuit in the O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes No >> Go To 12 >> Check the (K902) O2 Return Upstream circuit for damage, short to ground, open, or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
NOTE: Turn the ignition off before continuing.
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12.
PCM
WK
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P0196ENGINE OIL TEMPERATURE SENSOR CIRCUIT PERFORMANCE
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P0196ENGINE OIL TEMPERATURE SENSOR CIRCUIT PERFORMANCE (CONTINUED)

For the Engine System Schematic circuit diagram. (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine off time is greater than 480 minutes. Ambient temperature is greater than 4 deg C (38 deg F). Set Condition: The PCM detects the Engine Oil Temp value is incorrect by comparing it with the other engine inputs. Three good trips to turn off the MIL. Possible Causes (G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (G224) ENGINE OIL TEMP SIGNAL CIRCUIT OPEN (K900) SENSOR GROUND CIRCUIT OPEN (G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO GROUND (G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT ENGINE OIL TEMPERATURE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
WK
2.
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(G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C3 PCM harness connector. Disconnect the Engine Oil Temp Sensor harness connector. NOTE: Visually inspect both the component and the PCM connectors. Look for damaged, partially broken wires, and backed out or corroded terminals. Ignition on, engine not running. Measure the voltage on the (G224) Engine Oil Temp Signal circuit in the Engine Oil Temp Sensor harness connector. Is the voltage above 5.2 volts? Yes >> Repair the short to battery voltage in the (G224) Engine Oil Temp Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
ENGINE OIL TEMP SENSOR VOLTAGE ABOVE 4.6 VOLTS Turn the ignition off. Connect the C3 PCM harness connector. Ignition on, engine not running. With a scan tool, read the Engine Oil Temp voltage. Is the voltage above 4.6 volts? Yes No >> Go To 4 >> Go To 7
4.
ENGINE OIL TEMP SENSOR
Connect a jumper wire between the (G224) Engine Oil Temp Signal circuit and the (K900) Sensor ground circuit in the Engine Oil Temp Sensor harness connector. With a scan tool, read the Engine Oil Temp voltage. Is the voltage below 1.0 volt with the jumper wire installed? Yes >> Replace the Engine Oil Temp Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
(G224) ENGINE OIL TEMP SIGNAL CIRCUIT OPEN
Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (G224) Engine Oil Temp Signal circuit from the Engine Oil Temp Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (G224) Engine Oil Temp Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
(K900) SENSOR GROUND CIRCUIT OPEN Measure the resistance of the (K900) Sensor ground circuit from the Engine Oil Temp Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
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(G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO GROUND Turn the ignition off. Disconnect the C2 and C3 PCM harness connectors. Measure the resistance between ground and the (G224) Engine Oil Temp Signal circuit in the Engine Oil Temp Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (G224) Engine Oil Temp Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
(G224) ENGINE OIL TEMP SIGNAL SHORTED TO THE (K900) SENSOR GROUND
Measure the resistance between the (G224) Engine Oil Temp Signal circuit and the (K900) Sensor ground circuit in the Engine Oil Temp Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K900) Sensor ground and the (G224) Engine Oil Temp Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
9.
PCM
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P0197-ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW
WK
9 - 257
P0197-ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)

When Monitored: With the ignition on. Battery voltage greater than 10.4 volts. Set Condition: The Engine Oil Temperature sensor circuit voltage at the PCM is less than the calibrated amount. One Trip Fault. Three good trips to clear the MIL. Possible Causes (G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO GROUND (G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT ENGINE OIL TEMPERATURE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
ENGINE OIL TEMPERATURE SENSOR Turn the ignition off. Disconnect the Engine Oil Temp Sensor harness connector. Ignition on, engine not running. With a scan tool, read Engine Oil Temp voltage. Is the voltage above 1.0 volt? Yes No >> Replace the Engine Oil Temp Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
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P0197-ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)
3.
(G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Turn the ignition off. Disconnect the C2 and C3 PCM harness connectors. Measure the resistance between the (K900) Sensor ground circuit and the (G224) Engine Oil Temp Signal circuit in the Engine Oil Temp Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short to between the (K900) Sensor ground circuit and the (G224) Engine Oil Temp Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED GROUND
Measure the resistance between ground and the (G224) Engine Oil Temp Signal circuit in the Engine Oil Temp Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (G224) Engine Oil Temp Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
PCM
WK
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P0198-ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH
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P0198-ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Battery voltage greater than 10.4 volts. Set Condition: The Engine Oil Temperature sensor circuit voltage at the PCM is greater than the calibrated amount. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (G224) ENGINE OIL TEMP SIGNAL CIRCUIT OPEN (K900) SENSOR GROUND CIRCUIT OPEN ENGINE OIL TEMPERATURE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs. IS the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
2.
ENGINE OIL TEMP SENSOR
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Turn the ignition off. Disconnect the Engine Oil Temp Sensor harness connector. Connect a jumper wire between the (G224) Engine Oil Temp Signal circuit and the (K900) Sensor ground circuit in the Engine Oil Temp Sensor harness connector. Ignition on, engine not running. With a scan tool, read Engine Oil Temp voltage. Is the voltage below 1.0 volt with the jumper wire installed? Yes >> Replace the Engine Oil Temp Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 and C3 PCM harness connectors. Ignition on, engine not running. Measure the voltage on the (G224) Engine Oil Temp Signal circuit in the Engine Oil Temp Sensor harness connector. Is the voltage above 5.2 volts? Yes >> Repair the short to battery voltage in the (G224) Engine Oil Temp Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
(G224) ENGINE OIL TEMP SIGNAL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (G224) Engine Oil Temp Signal circuit from the Engine Oil Temp Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (G224) Engine Oil Temp Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(K900) SENSOR GROUND CIRCUIT OPEN Measure the resistance of the (K900) Sensor ground circuit from the Engine Oil Temp Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
PCM
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P0201-FUEL INJECTOR 1 CIRCUIT
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P0201-FUEL INJECTOR 1 CIRCUIT (CONTINUED)
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When Monitored: With battery voltage greater than 10 volts. Auto Shutdown Relay energized. Engine speed less than 3000 rpm. Set Condition: No inductive spike is detected after injector turn off. Possible Causes (F42) ASD RELAY OUTPUT CIRCUIT (K11) INJECTOR CONTROL NO.1 CIRCUIT OPEN (K11) INJECTOR CONTROL NO.1 CIRCUIT SHORTED TO GROUND FUEL INJECTOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
(F42) ASD RELAY OUTPUT CIRCUIT
Turn the ignition off. Disconnect the No.1 Fuel Injector harness connector. Ignition on, engine not running. With the scan tool, actuate the ASD Relay. Using a 12-volt test light connected to ground, probe the (F42) ASD Relay Output circuit in the Fuel Injector harness connector. Does the test light illuminate brightly? Yes No >> Go To 3 >> Repair the excessive resistance or short to ground in the (F42) ASD Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
FUEL INJECTOR
Using a 12-volt test light connected to 12-volts, probe the (K11) Injector Control No.1 circuit. With the scan tool, actuate the Fuel Injector. What is the state of the test light during the actuation? Brightly Blinking. Replace the Fuel Injector. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) ON Constantly. Go To 4 OFF Constantly. Go To 5
4.
(K11) INJECTOR CONTROL NO.1 CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K11) Injector Control No.1 circuit in the Injector harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K11) Injector Control No.1 circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
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5.
(K11) INJECTOR CONTROL NO.1 CIRCUIT OPEN
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K11) Injector Control No.1 circuit from the Fuel Injector harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K11) Injector Control No.1 circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
PCM
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Diagnostic Test
1.
2.
Turn the ignition off. Disconnect the No.2 Fuel Injector harness connector. Ignition on, engine not running. With the scan tool, actuate the ASD Relay. Using a 12-volt test light connected to ground, probe the (F42) ASD Relay Output circuit in the No.2 Fuel Injector harness connector. Does the test light illuminate brightly? Yes No >> Go To 3 >> Repair the excessive resistance or short to ground in the (F42) ASD Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
FUEL INJECTOR
Using a 12-volt test light connected to 12-volts, probe the (K12) Injector Control No.2 circuit. With the scan tool, actuate the No.2 Fuel Injector. What is the state of the test light during the actuation? Brightly Blinking. Replace the Fuel Injector. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) ON Constantly. Go To 4 OFF Constantly. Go To 5
4.
No
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5.
6.
PCM
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Diagnostic Test
1.
2.
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3.
FUEL INJECTOR
4.
No
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5.
6.
PCM
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Diagnostic Test
1.
2.
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3.
FUEL INJECTOR
4.
No
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5.
6.
PCM
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Diagnostic Test
1.
2.
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3.
FUEL INJECTOR
4.
No
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5.
6.
PCM
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Diagnostic Test
1.
2.
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3.
FUEL INJECTOR
4.
No
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5.
6.
PCM
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Diagnostic Test
1.
2.
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3.
FUEL INJECTOR
4.
No
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5.
6.
PCM
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Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTC. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
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3.
FUEL INJECTOR
4.
No
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5.
6.
PCM
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P0221-THROTTLE POSITION SENSOR 2 PERFORMANCE
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When Monitored: Ignition on and No MAP Sensor DTCs set. Set Condition: TP Sensor signals do not correlate to the MAP Sensor signal. One Trip Fault. ETC light will illuminate. P2135 should set with this code also. Possible Causes (K122) TP SENSOR NO.2 SIGNAL CIRCUIT OR (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE RESISTANCE IN THE (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT (K122) TP SENSOR NO.2 SIGNAL CIRCUIT OR (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K922) SENSOR RETURN CIRCUIT (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K122) TP SENSOR NO.2 SIGNAL CIRCUIT THROTTLE POSITION SENSOR/THROTTLE BODY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. NOTE: Diagnose any other TP Sensor DTC(s) before continuing. NOTE: The throttle plate and linkage should be free from binding and carbon build up. NOTE: Make sure the throttle plate is at the idle position. Ignition on, engine not running. NOTE: Inspect the engine for vacuum leaks. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Go To 11
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2.
(K122) TP SENSOR NO.2 SIGNAL CIRCUIT OR (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Disconnect the Throttle Body harness connector. Ignition on, engine not running. Measure the voltage on the (K122) TP No.2 Signal circuit in the Throttle Body harness connector. Measure the voltage on the (K22) TP No.1 Signal circuit in the Throttle Body harness connector. Is the voltage above 5.2 volts for either reading? Yes >> Repair the short to battery voltage in the (K122) TP Sensor No.2 Signal circuit or the (K22) TP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
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3.
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Turn the ignition off. Connect the C2 PCM harness connector. Ignition on, engine not running. With the scan tool, monitor the TP Sensor No.1 and No.2 voltage. Connect a jumper wire between the (K922) Sensor Return circuit and the (K22) TP Sensor No.1 Signal circuit. NOTE: TP Sensor No.1 voltage should change from approximately 4.7 volts to 0.3 of a volt. For TP Sensor No.2, connect a jumper wire between (F855) 5-volt supply circuit and the (K122) TP Sensor No.2 Signal circuit. NOTE: TP Sensor No.2 voltage should change from approximately 0 volts to 5.0 volts. Is the voltage reading within the listed specification with the jumper wire installed? Yes >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, using a scan tool, select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
EXCESSIVE RESISTANCE IN THE (K22) TP SENSOR NO.1 OR THE (K122) TP SENSOR NO.2 SIGNAL CIRCUIT
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K22) TP Sensor No.1 Signal circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Measure the resistance of the (K122) TP Sensor No.2 Signal circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms for each circuit? Yes No >> Go To 5 >> Repair the excessive resistance in the (K22) TP Sensor No.1 or (K122) TP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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5.
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(K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (K122) TP Sensor No.2 Signal circuit at the Throttle Body harness connector. Measure the resistance between ground and the (K22) TP Sensor No.1 Signal circuit at the Throttle Body harness connector. Is the resistance below 100 ohms for each circuit? Yes No >> Go To 6 >> Repair the short to ground in the (K122), (K22) TP Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
Measure the resistance of the (F855) 5-volt Supply circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
Measure the resistance between ground and the (F855) 5-volt Supply circuit at the Throttle Body harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
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8.
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EXCESSIVE RESISTANCE IN THE (K922) SENSOR RETURN CIRCUIT Measure the resistance of the (K922) Sensor Return circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the excessive resistance in the (K922) Sensor Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K122) TP SENSOR NO.2 SIGNAL CIRCUIT
Measure the resistance between the (K22) TP Sensor No.1 Signal circuit and the (K122) TP Sensor No.2 Signal circuit at the Throttle Body harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K122) TP Sensor No.2 Signal circuit and the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
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10.
PCM
11.
THROTTLE FOLLOWER TEST Ignition on, engine not running. With the scan tool, perform the Throttle Follower Test and monitor the TP Sensor No.1 or No.2 voltage. Slowly press the throttle pedal down. The voltage for TP Sensor No.1 should start at approximately 0.3 of a volt and increase to above 4.3 volts. The voltage for TP Sensor No.2 should start at approximately 4.3 volts and decrease to approximately 0.3 of a volt. Is the voltage within the range of the listed specification for the appropriate Sensor? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, using a scan tool select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0222-THROTTLE POSITION SENSOR 2 CIRCUIT LOW
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P0222-THROTTLE POSITION SENSOR 2 CIRCUIT LOW (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete Engine wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Battery voltage greater than 10 volts. Set Condition: Throttle Position Sensor voltage at the PCM is less than 0.16 of a volt for 0.7 of a second. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (F855) 5-VOLT SUPPLY CIRCUIT OPEN (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO THE (K922) SENSOR RETURN CIRCUIT THROTTLE POSITION SENSOR/THROTTLE BODY THROTTLE PLATE JAMMED AGAINST THE MAXIMUM STOP PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
TP SENSOR NO.2 BELOW 0.35 OF A VOLT
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. NOTE: If a 5-Volt supply DTC has also set, diagnose the 5-Volt DTC before continuing. NOTE: Make sure the throttle moves freely and does not hang up at Wide Open Throttle, by performing the Throttle Follower Test NOTE: If P2101 is also set, then make sure that the blade moves freely and does not hang up near Wide Open Throttle before trying to repair P0222. Ignition on, engine not running. With the scan tool, read the TP Sensor voltage. Is the voltage below 0.35 of a volt? Yes No >> Go To 2 >> Go To 11
2.
Yes No
P0122 ALSO SET
Was the P0122-TP SENSOR NO.1 VOLTAGE LOW DTC set along with the P0222? >> Go To 3 >> Go To 4
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3.
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Turn the ignition off. Disconnect the Throttle Body harness connector. Ignition on, engine not running. Measure the voltage on the (F855) 5-volt Supply circuit in the Throttle Body harness connector. Is the voltage between 4.5 to 5.2 volts? Yes No >> Go To 4 >> Go To 8
4.
Connect a jumper wire between the (F855) 5-volt Supply circuit and the (K122) TP Sensor No.2 Signal circuit in the Throttle Body harness connector. With the scan tool, monitor the TP Sensor No.2 voltage. Is the voltage between 4.8 and 5.2 volts with the jumper wire installed? Yes >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, with a scan tool select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
(K122) TP SENSOR NO.2 SIGNAL CIRCUIT OPEN
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K122) TP Sensor No.2 Signal circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K122) TP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
Measure the resistance between ground and the (K122) TP Sensor No.2 Signal circuit at the Throttle Body harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K122) TP Sensor No.2 Signal. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
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7.
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(K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO THE (K922) SENSOR RETURN CIRCUIT Measure the resistance between the (K122) TP Sensor No.2 Signal circuit and the (K922) TP Sensor Return circuit at the Throttle Body harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K922) Sensor Return circuit and the (K122) TP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
8.
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F855) 5-volt Supply circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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9.
Measure the resistance between ground and the (F855) 5-volt Supply circuit at the Throttle Body harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
10.
PCM
11.
THROTTLE FOLLOWER TEST Ignition on, engine not running. With the scan tool, perform the Throttle Follower Test. Monitor the TP Sensor No.2 voltage while slowly pressing the Throttle pedal down. Is there a smooth voltage change from high to low? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, with a scan tool select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0223-THROTTLE POSITION SENSOR 2 CIRCUIT HIGH
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P0223-THROTTLE POSITION SENSOR 2 CIRCUIT HIGH (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Set Condition: Throttle Position Sensor No.2 Signal circuit voltage is greater than 4.9 volts for 25 ms. One Trip Fault. ETC light will illuminate. Possible Causes (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT (K922) SENSOR RETURN CIRCUIT OPEN THROTTLE POSITION SENSOR/THROTTLE BODY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. NOTE: If a 5-Volt supply DTC has also set, diagnose the 5-Volt DTC before continuing. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Go To 7
2.
THROTTLE POSITION SENSOR Turn the ignition off. Disconnect the Throttle Body Assembly harness connector. Ignition on, engine not running. With the scan tool monitor the TP Sensor No.2 voltage. Is the voltage below 0.5 volt? Yes >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, with the scan tool select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
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3.
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(K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K122) TP Sensor No.2 Signal circuit at the Throttle Body harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K122) TP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
Measure the resistance between the (K122) TP Sensor No.2 Signal circuit and the (F855) 5-volt Supply circuit at the Throttle Body harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K122) TP Sensor No.2 Signal circuit and the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
(K922) SENSOR RETURN CIRCUIT OPEN
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K922) Sensor Return circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K922) Sensor Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
PCM
7.
THROTTLE FOLLOWER TEST With the scan tool, perform the Throttle Follower Test. Monitor the TP Sensor No.2 voltage while slowly pressing the Throttle pedal down. Is there a smooth voltage change from high to low? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, with the scan tool select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0300-MULTIPLE CYLINDER MISFIRE
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When Monitored: Any time the engine is running, and the adaptive numerator has been successfully updated. Set Condition: When more than a 2% (2.5% LEV) misfire rate is measured during two trips. Above 3000 RPM 1 trip less than 3000 RPM 2 trip. Three good trips to turn off the MIL. Possible Causes (F42), (A15) ASD RELAY OUTPUT CIRCUIT INJECTOR CONTROL CIRCUIT COIL CONTROL CIRCUIT IGNITION WIRE SPARK PLUG IGNITION COIL FUEL PUMP INLET STRAINER PLUGGED RESTRICTED FUEL SUPPLY LINE FUEL PUMP MODULE FUEL PRESSURE LEAK DOWN FUEL INJECTOR ENGINE MECHANICAL PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
CYLINDER MIS-FIRE CONDITION ACTIVE
NOTE: Check for any TSBs that apply to a Misfire condition. Review the vehicle repair history for any misfire condition repairs that have been performed. Star the engine. Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute on the scan tool. Is there a misfire present? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0300-MULTIPLE CYLINDER MISFIRE (CONTINUED)
2.
VISUAL INSPECTION
NOTE: Anything that affects the speed of the crankshaft can cause a misfire DTC. NOTE: When a Misfire is detected for a particular cylinder, the PCM will shut down that cylinders Injector Control circuit. - Visually inspect the engine for any of the following conditions. - Worn serpentine belt - Binding Engine-Driven accessories: A/C Compressor, P/S Pump, Water pump. - Misalignment of the Water pump, P/S Pump and A/C Compressor pulleys - Corroded PCM power and ground circuits. - Improper CKP, CMP, MAP, and TP Sensor mounting - Poor connector/terminal to component connection. i.e., CKP sensor, Fuel Injector, Ign coil, etc. - Vacuum leaks - Restricted Air Induction system or Exhaust system. - Internal engine component failures. Were any of the above conditions present? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
(F42), (A15) ASD RELAY OUTPUT CIRCUIT Turn the ignition off. Disconnect the Ignition Coil harness connector of the misfiring cylinders. Disconnect the Fuel Injector harness connector of the misfiring cylinders. Ignition on, engine not running. With a scan tool, actuate the ASD Relay. Using a 12-volt test light connected to ground, probe the (F42), (A15) ASD Relay Output circuit in the Ignition Coil harness connector and Fuel Injector harness connector while the relay is actuating. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the excessive resistance or short to ground in the (F42), (A15) ASD Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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4.
IGNITION SYSTEM OPERATION Turn the ignition off. Connect the Ignition Coil harness connectors. Remove the Ignition Coils. Leave the Fuel Injector harness connector of the cylinder being tested disconnected. Install a spark tester on the Ignition Coil. While cranking the engine observe the spark coming from the spark tester. NOTE: A crisp blue spark that is able to jump the gap of the spark tester should be generated. Is good spark present? Yes No >> Go To 5 >> Go To 14
NOTE: Connect the Fuel Injector harness connector before continuing.
5.
SPARK PLUG Turn the ignition off. Remove the Spark Plug. Inspect the Spark Plug for the following conditions. - Cracks - Carbon Tracking - Foreign Material - Gap size out of specifications - Loose or broke electrode NOTE: Lightly tap the bottom of the spark plug on a solid surface. The electrode in the spark plug should not move. Does the Spark Plug have any problems? Yes No >> Replace the Spark Plug. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
6.
FUEL PRESSURE CHECK
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install a fuel pressure gauge to the fuel rail. Start the engine and observe the fuel pressure reading. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Choose a conclusion that best matches your fuel pressure reading. Within Specification Go To 7 Below Specification Go To 12 Above Specification Replace the fuel filter/pressure regulator. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
FUEL PRESSURE LEAK DOWN
NOTE: Before continuing visually and physically inspect the fuel delivery system for external leaks or damage. Repair / replace as necessary. Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death Install special tool #6539 (5/16 ) or #6631 (3/8 ) fuel line adapter. Install the fuel pressure gauge. Start the engine and allow the fuel system to reach maximum pressure. Turn the ignition off. NOTE: Fuel specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the fuel pressure gauge and the engine. Monitor the fuel pressure gauge for a minimum of 5 minutes. NOTE: The pressure should not fall below 241 KPa (35 psi) Does the pressure fall below the listed specification? Yes No >> Replace the leaking Fuel Injector(s). Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
8.
FUEL INJECTOR OPERATION
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. CAUTION: After each Fuel Injector actuation, start the engine to clean the cylinder of fuel. Failure to do so could cause engine damage. Remove special tool #C4390. Start the engine and allow the fuel pressure to reach maximum pressure. Ignition on, engine not running. Using the scan tool, actuate the Fuel Injector for the cylinder that indicated the misfire. Monitor the fuel pressure gauge. Does the fuel pressure gauge indicate a drop in fuel pressure? Yes No >> Go To 9 >> Go To 10 NOTE: Turn the ignition off, remove the Fuel Pressure gauge, and connect the fuel lines before continuing.
WK
9 - 319
9.
ENGINE MECHANICAL Check for any of the following conditions/mechanical problems. ENGINE VACUUM - must be at least 13 inches in neutral ENGINE VALVE TIMING - must be within specifications ENGINE COMPRESSION - must be within specifications ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks. ENGINE PCV SYSTEM - must flow freely TORQUE CONVERTER STALL SPEED - must be within specifications POWER BRAKE BOOSTER - no internal vacuum leaks FUEL - must be free of contamination CAM LOBES - must not be worn excessively CYLINDER LEAKAGE TEST - must be within specifications VALVE SPRINGS - cannot be weak or broken Are there any engine mechanical problems? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 17
10.
FUEL INJECTOR Turn the ignition off. Disconnect the Fuel Injector harness connector of the misfiring cylinder. Ignition on, engine not running. NOTE: When a Misfire is detected for a particular cylinder, the PCM will shut down that cylinders Injector Control circuit. With the scan tool, erase DTCs. Using a 12-volt test light connected to 12-volts, probe the Injector Control circuit. With the scan tool, actuate the Fuel Injector. Does the test light blink/flicker? Yes No >> Replace the Fuel Injector. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
11.
INJECTOR CONTROL CIRCUIT Turn the ignition off. Disconnect the Fuel Injector harness connector. Disconnect the PCM harness connectors. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Check the Injector Control circuit for an open, short to ground, and short to voltage. Was a problem found with the Injector Control circuit? Yes No >> Repair the excessive resistance or short in the Injector Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 17
9 - 320
WK
12.
FUEL SUPPLY LINE RESTRICTED Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Raise vehicle on hoist, and disconnect the fuel pressure line at the fuel pump module. Install special tool #6539 (5/16 ) #6631(3/8 ) fuel line adapter and the fuel pressure gauge between the fuel supply line and the fuel pump module. Ignition on, engine not running. With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Is the fuel pressure within specification? Yes No >> Repair or replace fuel supply line as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 13
13.
FUEL PUMP INLET STRAINER Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer. Is the Fuel Inlet Strainer plugged? Yes No >> Replace the Fuel Pump Inlet Strainer. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Before continuing, check the Fuel Pump Module harness connector terminals for corrosion, damage, or terminal push out. Make sure the ground circuit is functional. Repair as necessary. Replace the Fuel Pump Module. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
14.
IGNITION WIRE
NOTE: If the vehicle being tested does not have an ignition wire answer YES to this test and continue. Turn the ignition off. Remove the ignition wire. Measure the resistance of the ignition wire. Is the resistance below 10K ohms? Yes No >> Go To 15 >> Replace the Ignition Wire. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 321
15.
IGNITION COIL Disconnect the Ignition Coil harness connector. Remove the Fuel Pump Relay or ASD Relay. Using a 12-volt test light connected to 12-volts, probe the Ignition Coil Control circuit. Crank the engine for 5 seconds while observing the test light. NOTE: The primary resistance of the 3.7L and 4.7L Ignition coil is 0.6 to 0.9 of an ohm and the resistance of a 5.7L Ignition coil is 0.558 to 0.682 of an ohm at 77 (25 F C). Does the test light brightly blink/flicker? Yes No >> Replace the Ignition Coil. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 16
16.
COIL CONTROL CIRCUIT Turn the ignition off. Disconnect the Ignition Coil harness connector. Disconnect the PCM harness connectors. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Check the Coil Control circuit for an open, short to ground, and short to voltage. Was a problem found with the Coil Control circuit? Yes No >> Repair the Coil Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 17
17.
PCM
9 - 322
WK
P0301-CYLINDER 1 MISFIRE
WK
P0301-CYLINDER 1 MISFIRE (CONTINUED)
9 - 323
When Monitored: Any time the engine is running, and the adaptive numerator has been successfully updated. Set Condition: When more than 2% (2.5% LEV) misfire rate is measured during two trips, or with 10% to 30% misfire rate during on trip. Three good trips to clear the MIL. Possible Causes (F42), (A15) ASD RELAY OUTPUT CIRCUIT (K11) INJECTOR CONTROL NO.1 CIRCUIT (K86) COIL CONTROL NO.1 CIRCUIT IGNITION WIRE SPARK PLUG IGNITION COIL FUEL PUMP INLET STRAINER PLUGGED RESTRICTED FUEL SUPPLY LINE FUEL PUMP MODULE FUEL PRESSURE LEAK DOWN FUEL INJECTOR ENGINE MECHANICAL PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
CYLINDER MIS-FIRE CONDITION ACTIVE Engine running. Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute on the scan tool. Is there a misfire present at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 324
WK
2.
VISUAL INSPECTION
3.
(F42), (A15) ASD RELAY OUTPUT CIRCUIT Turn the ignition off. Disconnect the Ignition Coil No.1 harness connector. Disconnect the Fuel Injector No.1 harness connector. Ignition on, engine not running. With the scan tool, actuate the ASD Relay. Using a 12-volt test light connected to ground, probe the (F42), (A15) ASD Relay Output circuit in the Ignition Coil harness connector and Fuel Injector harness connector while the relay is actuating. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the excessive resistance or short to ground in the (F42), (A15) ASD Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 325
4.
IGNITION SYSTEM OPERATION Turn the ignition off. Connect the Ignition Coil No.1 harness connector. Remove the Ignition Coil. Leave the Fuel Injector harness connector of the cylinder being tested disconnected. Install a spark tester on the Ignition Coil. While cranking the engine observe the spark coming from the spark tester. NOTE: A crisp blue spark that is able to jump the gap of the spark tester should be generated. Is good spark present? Yes No >> Go To 5 >> Go To 14
5.
SPARK PLUG Turn the ignition off. Remove the Spark Plug. Inspect the Spark Plug for the following conditions. - Cracks - Carbon Tracking - Foreign Material - Gap size out of specifications - Loose or broke electrode NOTE: Lightly tap the bottom of the spark plug on a solid surface. The electrode in the spark plug should not move. Were any of the above conditions present? Yes No >> Replace the Spark Plug. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
6.
FUEL PRESSURE CHECK
9 - 326
WK
7.
NOTE: Before continuing visually and physically inspect the fuel delivery system for external leaks or damage. Repair / replace as necessary. Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death Install special tool #6539 (5/16 ) or #6631 (3/8 ) fuel line adapter. Install the fuel pressure gauge. Start the engine and allow the fuel system to reach maximum pressure. Turn the ignition off. NOTE: Fuel specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the fuel pressure gauge and the engine. Monitor the fuel pressure gauge for a minimum of 5 minutes. NOTE: The pressure should not fall below 241 KPa (35 psi). Does the pressure fall below the listed specification? Yes No >> Replace the leaking Fuel Injector(s). Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
8.
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. CAUTION: After each Fuel Injector actuation, start the engine to clean the cylinder of fuel. Failure to do so could cause engine damage. Remove special tool #C4390. Start the engine and allow the fuel pressure to reach maximum pressure. Ignition on, engine not running. Using the scan tool, actuate the No.1 Fuel Injector. Monitor the fuel pressure gauge. Does the fuel pressure gauge indicate a drop in fuel pressure? Yes No >> Go To 9 >> Go To 10 NOTE: Turn the ignition off, remove the Fuel Pressure gauge, and connect the fuel lines before continuing.
WK
9 - 327
9.
10.
FUEL INJECTOR
Turn the ignition off. Disconnect the No.1 Fuel Injector harness connector. Ignition on, engine not running. NOTE: When a Misfire is detected for a particular cylinder, the PCM will shut down that cylinders Injector Control circuit. With the scan tool, erase DTCs. Using a 12-volt test light connected to 12-volts, probe the (K11) Injector Control No.1 circuit. With the scan tool, actuate the Fuel Injector. Does the test light blink/flicker? Yes >> Replace the Fuel Injector. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
9 - 328
WK
11.
(K11) INJECTOR CONTROL NO.1 CIRCUIT
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Check the (K11) Injector Control No.1 circuit for an open, short to ground, and short to voltage. Was a problem found with the (K11) Injector Control No.1 circuit? Yes >> Repair the excessive resistance or short in the (K11) Injector Control No.1 circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 17
No
12.
WK
9 - 329
13.
14.
IGNITION WIRE
15.
IGNITION COIL
Disconnect the Ignition Coil harness connector. Remove the Fuel Pump Relay. Using a 12-volt test light connected to 12-volts, probe the (K86) Coil Control No.1 circuit. Crank the engine for 5 seconds while observing the test light. NOTE: The primary resistance of the 3.7L and 4.7L Ignition coil is 0.6 to 0.9 of an ohm at 77 (25 F C). Does the test light brightly blink/flicker? Yes >> Replace the Ignition Coil. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 16
No
9 - 330
WK
16.
(K86) COIL CONTROL NO.1 CIRCUIT
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Check the (K86) Coil Control No.1 circuit for an open, short to ground, and short to voltage. Was a problem found with the (K19) Coil Control No.1 circuit? Yes >> Repair the (K86) Coil Control No.1 circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 17
No
17.
PCM
WK
9 - 331
9 - 332
WK

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Any time the engine is running, and the adaptive numerator has been successfully updated. Set Condition: When more than 2% (2.5% LEV) misfire rate is measured during two trips, or with 10 % to 30 % misfire rate during one trip. Three good trips to clear the MIL. Possible Causes (F42), (A15) ASD RELAY OUTPUT CIRCUIT (K12) INJECTOR CONTROL NO.2 CIRCUIT (K85) COIL CONTROL NO.2 CIRCUIT IGNITION WIRE SPARK PLUG IGNITION COIL FUEL PUMP INLET STRAINER PLUGGED RESTRICTED FUEL SUPPLY LINE FUEL PUMP MODULE FUEL PRESSURE LEAK DOWN FUEL INJECTOR ENGINE MECHANICAL PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
CYLINDER MIS-FIRE CONDITION ACTIVE Engine running. Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute with the scan tool. Is there a misfire present? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 333
2.
VISUAL INSPECTION
9 - 334
WK
3.
(F42), (A15) ASD RELAY OUTPUT CIRCUIT
Turn the ignition off. Disconnect the Ignition Coil No.2 harness connector. Disconnect the Fuel Injector No.2 harness connector. Ignition on, engine not running. With the scan tool, actuate the ASD Relay. Using a 12-volt test light connected to ground, probe the (F42), (A15) ASD Relay Output circuit in the Ignition Coil harness connector and Fuel Injector harness connector while the relay is actuating. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the excessive resistance or short to ground in the (F42), (A15) ASD Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
WK
9 - 335
5.
6.
FUEL PRESSURE CHECK
9 - 336
WK
7.
NOTE: Before continuing visually and physically inspect the fuel delivery system for external leaks or damage. Repair / replace as necessary. Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install special tool #6539 (5/16 ) or #6631 (3/8 ) fuel line adapter. Install the fuel pressure gauge. Start the engine and allow the fuel system to reach maximum pressure. Turn the ignition off. NOTE: Fuel specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the fuel pressure gauge and the engine. Monitor the fuel pressure gauge for a minimum of 5 minutes. NOTE: The pressure should not fall below 241 KPa (35 psi) Does the pressure fall below the listed specification? Yes No >> Replace the leaking Fuel Injector(s). Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
8.
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. CAUTION: After each Fuel Injector actuation, start the engine to clean the cylinder of fuel. Failure to do so could cause engine damage. Remove special tool #C4390. Start the engine and allow the fuel pressure to reach maximum pressure. Ignition on, engine not running. Using scan tool, actuate the No.2 Fuel Injector. Monitor the fuel pressure gauge. Does the fuel pressure gauge indicate a drop in fuel pressure? Yes No >> Go To 9 >> Go To 10 NOTE: Turn the ignition off, remove the Fuel Pressure gauge, and connect the fuel lines before continuing.
WK
9 - 337
9.
10.
FUEL INJECTOR
No
9 - 338
WK
11.
No
12.
WK
9 - 339
13.
14.
IGNITION WIRE
15.
IGNITION COIL
Disconnect the Ignition Coil harness connector. Remove the Fuel Pump Relay. Using a 12-volt test light connected to 12-volts, probe the (K85) Coil Control No.2 circuit. Crank the engine for 5 seconds while observing the test light. NOTE: The primary resistance of the 3.7L and 4.7L Ignition coil is 0.6 to 0.9 of an ohm at 77 (25 F C). Does the test light brightly blink/flicker? Yes >> Replace the Ignition Coil. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 16
No
9 - 340
WK
16.
No
17.
PCM
WK
9 - 341
9 - 342
WK

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Any time the engine is running, and the adaptive numerator has been successfully updated. Set Condition: When more than 2% (2.5% LEV) misfire rate is measured during two trips, or with 10% to 30% misfire rate during on trip. Three good trips to clear the MIL. Possible Causes (F42), (A15) ASD RELAY OUTPUT CIRCUIT (K13) INJECTOR CONTROL NO.3 CIRCUIT (K93) COIL CONTROL NO.3 CIRCUIT IGNITION WIRE SPARK PLUG IGNITION COIL FUEL PUMP INLET STRAINER PLUGGED RESTRICTED FUEL SUPPLY LINE FUEL PUMP MODULE FUEL PRESSURE LEAK DOWN FUEL INJECTOR ENGINE MECHANICAL PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
CYLINDER MIS-FIRE CONDITION ACTIVE Engine running. Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute with the scan tool. Is there a misfire present at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 343
2.
VISUAL INSPECTION
NOTE: Anything that affects the speed of the crankshaft can cause a misfire DTC. NOTE: When a Misfire is detected for a particular cylinder, the PCM will shut down that cylinders Injector Control circuit. - Visually inspect the engine for any of the following conditions. - Worn serpentine belt - Binding Engine-Driven accessories: A/C Compressor, P/S Pump, Water pump. - Misalignment of the Water pump, P/S Pump and A/C Compressor pulleys. - Corroded PCM power and ground circuits. - Improper CKP, CMP, MAP, and TP Sensor mounting - Poor connector/terminal to component connection. i.e., CKP sensor, Fuel Injector, Ign coil, etc. - Vacuum leaks - Restricted Air Induction system or Exhaust system. - Internal engine component failures. Were any of the above conditions present? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
9 - 344
WK
3.
Turn the ignition off. Disconnect the No.3 Ignition Coil harness connector. Disconnect the No.3 Fuel Injector harness connector. Ignition on, engine not running. With a scan tool, actuate the ASD Relay. Using a 12-volt test light connected to ground, probe the (F42), (A15) ASD Relay Output circuit in the Ignition Coil harness connector and Fuel Injector harness connector while the relay is actuating. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the excessive resistance or short to ground in the (F42), (A15) ASD Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
WK
9 - 345
5.
6.
FUEL PRESSURE CHECK
9 - 346
WK
7.
8.
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. CAUTION: After each Fuel Injector actuation, start the engine to clean the cylinder of fuel. Failure to do so could cause engine damage. Remove special tool #C4390. Start the engine and allow the fuel pressure to reach maximum pressure. Ignition on, engine not running. Using a scan tool, actuate the No.3 Fuel Injector. Monitor the fuel pressure gauge. Does the fuel pressure gauge indicate a drop in fuel pressure? Yes No >> Go To 9 >> Go To 10 NOTE: Turn the ignition off, remove the Fuel Pressure gauge, and connect the fuel lines before continuing.
WK
9 - 347
9.
10.
FUEL INJECTOR
No
9 - 348
WK
11.
No
12.
FUEL SUPPLY LINE RESTRICTED Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Raise vehicle on hoist, and disconnect the fuel pressure line at the fuel pump module. Install special tool #6539 (5/16 ) #6631(3/8 ) fuel line adapter and the fuel pressure gauge between the fuel supply line and the fuel pump module. Ignition on, engine not running. With a scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Is the fuel pressure within specification? Yes No >> Repair or replace fuel supply line as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 13
WK
9 - 349
13.
14.
IGNITION WIRE
15.
IGNITION COIL
Disconnect the No.3 Ignition Coil harness connector. Remove the Fuel Pump Relay. Using a 12-volt test light connected to 12-volts, probe the (K93) Coil Control No.3 circuit. Crank the engine for 5 seconds while observing the test light. NOTE: The primary resistance of the 3.7L and 4.7L Ignition coil is 0.6 to 0.9 of an ohm at 77 (25 F C). Does the test light brightly blink/flicker? Yes >> Replace the Ignition Coil. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 16
No
9 - 350
WK
16.
No
17.
PCM
WK
9 - 351
9 - 352
WK

Diagnostic Test
1.
CYLINDER MIS-FIRE CONDITION ACTIVE Engine running. Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute with the scan tool. Is there a misfire present at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 353
2.
VISUAL INSPECTION
9 - 354
WK
3.
NOTE: The circuit id (K342) is used on vehicles equipped with a 5.7L engine and the (A955) circuit id is used with the 3.7L and 4.7L engines. Turn the ignition off. Disconnect the No.4 Ignition Coil harness connector. Disconnect the No.4 Fuel Injector harness connector. Ignition on, engine not running. With the scan tool, actuate the ASD Relay. Using a 12-volt test light connected to ground, probe the (F42), (A15) ASD Relay Output circuit in the Ignition Coil harness connector and Fuel Injector harness connector while the relay is actuating. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the excessive resistance or short to ground in the (F42), (A15) ASD Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
IGNITION SYSTEM OPERATION Turn the ignition off. Connect the No.4 Ignition Coil harness connector. Remove the No.4 Ignition Coil. Leave the Fuel Injector harness connector of the cylinder being tested disconnected. Install a spark tester on the Ignition Coil. While cranking the engine observe the spark coming from the spark tester. NOTE: A crisp blue spark that is able to jump the gap of the spark tester should be generated. Is good spark present? Yes No >> Go To 5 >> Go To 14
WK
9 - 355
5.
6.
FUEL PRESSURE CHECK
9 - 356
WK
7.
NOTE: Before continuing visually and physically inspect the fuel delivery system for external leaks or damage. Repair / replace as necessary. Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death Install special tool #6539 (5/16 ) or #6631 (3/8 ) fuel line adapter. Install the fuel pressure gauge. Start the engine and allow the fuel system to reach maximum pressure. Turn the ignition off. NOTE: Fuel specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the fuel pressure gauge and the engine. Monitor the fuel pressure gauge for a minimum of 5 minutes. NOTE: The pressure should not fall below 241 KPa (35 psi) Does the pressure fall below the listed specification? Yes No >> Replace the leaking Fuel Injector(s). Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
8.
WK
9 - 357
9.
10.
FUEL INJECTOR
No
9 - 358
WK
11.
No
12.
WK
9 - 359
13.
14.
IGNITION WIRE
15.
IGNITION COIL
No
9 - 360
WK
16.
No
17.
PCM
WK
9 - 361
9 - 362
WK

Diagnostic Test
1.
CYLINDER MIS-FIRE CONDITION ACTIVE Engine running. Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute with a scan tool. Is there a misfire present at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 363
2.
VISUAL INSPECTION
9 - 364
WK
3.
Turn the ignition off. Disconnect the No.5 Ignition Coil harness connector. Disconnect the No.5 Fuel Injector harness connector. Ignition on, engine not running. With the scan tool, actuate the ASD Relay. Using a 12-volt test light connected to ground, probe the (F42), (A15) ASD Relay Output circuit in the Ignition Coil harness connector and Fuel Injector harness connector while the relay is actuating. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the excessive resistance or short to ground in the (F42), (A15) ASD Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
WK
9 - 365
5.
6.
FUEL PRESSURE CHECK
9 - 366
WK
7.
NOTE: Before continuing visually and physically inspect the fuel delivery system for external leaks or damage. Repair / replace as necessary. Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install special tool #6539 (5/16 ) or #6631 (3/8 ) fuel line adapter. Install the fuel pressure gauge. Start the engine and allow the fuel system to reach maximum pressure. Turn the ignition off. NOTE: Fuel specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the fuel pressure gauge and the engine. Monitor the fuel pressure gauge for a minimum of 5 minutes. NOTE: The pressure should not fall below 241 KPa (35 psi). Does the pressure fall below the listed specification? Yes No >> Replace the leaking Fuel Injector(s). Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
8.
WK
9 - 367
9.
10.
FUEL INJECTOR
No
9 - 368
WK
11.
No
12.
WK
9 - 369
13.
14.
IGNITION WIRE
15.
IGNITION COIL
No
9 - 370
WK
16.
No
17.
PCM
WK
9 - 371
9 - 372
WK

Diagnostic Test
1.
WK
9 - 373
2.
VISUAL INSPECTION
9 - 374
WK
3.
4.
WK
9 - 375
5.
6.
FUEL PRESSURE CHECK
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install a fuel pressure gauge to the fuel rail. Start the engine and observe the fuel pressure reading. Choose a conclusion that best matches your fuel pressure reading. Within Specification Go To 7 Below Specification Go To 12 Above Specification Replace the fuel filter/pressure regulator. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi).
9 - 376
WK
7.
8.
WK
9 - 377
9.
10.
FUEL INJECTOR
No
9 - 378
WK
11.
No
12.
WK
9 - 379
13.
14.
IGNITION WIRE
15.
IGNITION COIL
No
9 - 380
WK
16.
No
17.
PCM
WK
9 - 381
9 - 382
WK

Diagnostic Test
1.
WK
9 - 383
2.
VISUAL INSPECTION
9 - 384
WK
3.
4.
IGNITION SYSTEM OPERATION Turn the ignition off. Connect the Ignition Coil No.7 harness connector. Remove the Ignition Coil. Leave the Fuel Injector harness connector of the cylinder being tested disconnected. Install a spark tester on the Ignition Coil. While cranking the engine observe the spark coming from the spark tester. Is good spark present? Yes No >> Go To 5 >> Go To 14 NOTE: Connect the Fuel Injector harness connector before continuing.
WK
9 - 385
5.
6.
FUEL PRESSURE CHECK
9 - 386
WK
7.
8.
WK
9 - 387
9.
10.
FUEL INJECTOR
No
9 - 388
WK
11.
No
12.
WK
9 - 389
13.
14.
IGNITION WIRE
15.
IGNITION COIL
Disconnect the No.7 Ignition Coil harness connector. Remove the Fuel Pump Relay. Using a 12-volt test light connected to 12-volts, probe the (K97) Coil Control No.7 circuit. Crank the engine for 5 seconds while observing the test light. NOTE: The primary resistance of the 4.7L Ignition coil is 0.6 to 0.9 of an ohm at 77 (25 F C). Does the test light brightly blink/flicker? Yes >> Replace the Ignition Coil. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 16
No
9 - 390
WK
16.
No
17.
PCM
WK
9 - 391
9 - 392
WK

Diagnostic Test
1.
WK
9 - 393
2.
VISUAL INSPECTION
9 - 394
WK
3.
4.
WK
9 - 395
5.
6.
FUEL PRESSURE CHECK
9 - 396
WK
7.
8.
WK
9 - 397
9.
10.
FUEL INJECTOR
No
9 - 398
WK
11.
No
12.
WK
9 - 399
13.
14.
IGNITION WIRE
15.
IGNITION COIL
Disconnect the No.8 Ignition Coil harness connector. Remove the Fuel Pump Relay. Using a 12-volt test light connected to 12-volts, probe the (K98) Coil Control No.8 circuit. Crank the engine for 5 seconds while observing the test light. NOTE: The primary resistance of the 4.7L Ignition coil is 0.6 to 0.9 of an ohm at 77 (25 F C). Does the test light brightly blink/flicker? Yes >> Replace the Ignition Coil. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 16
No
9 - 400
WK
16.
No
17.
PCM
WK
P0315-NO CRANK SENSOR LEARNED
9 - 401
9 - 402
WK
P0315-NO CRANK SENSOR LEARNED (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Under closed throttle decel and A/C off. ECT above 75 (167 Engine start time is greater than 50 secC F). onds. Set Condition: One of the CKP sensor target windows has more than 2.86% variance from the reference. One Trip Fault. Three good trips to turn off the MIL. Possible Causes TONE WHEEL/PULSE RING WIRE HARNESS CRANKSHAFT POSITION SENSOR Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, clear DTCs, PCM battery disconnect to reset the PCM. Start the engine. If the MIL has not yet illuminated, test drive the vehicle to try to get the code to reset. Does the code reset while cranking or during the test drive? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
P0315-NO CRANK SENSOR LEARNED (CONTINUED)
9 - 403
2.
WIRE HARNESS INSPECTION
Turn the ignition off. Visually inspect the CKP wire harness. Look for any chafed, pierced, pinched, or partially broken wires. Visually inspect the CKP wire harness connectors. Look for broken, bent, pushed out, or corroded terminals. Make sure the Crankshaft Position Sensor is properly installed and the mounting bolt(s) are torqued to the proper specification. Were any of the above conditions present? Yes >> Repair as necessary Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
TONE WHEEL/FLEX PLATE INSPECTION Remove the Crankshaft Position Sensor. Inspect the Tone Wheel/Flex Plate slots for damage, foreign material, or excessive movement. Were any problems found? Yes No >> Repair or replace the Tone Wheel/Flex Plate as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
CRANKSHAFT POSITION SENSOR
If there are no possible causes remaining, view repair. Repair Replace the Crankshaft Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 404
WK
P0325-KNOCK SENSOR 1 CIRCUIT
WK
P0325-KNOCK SENSOR 1 CIRCUIT (CONTINUED)
9 - 405
When Monitored: Engine running. Set Condition: The Knock Sensor circuit voltage falls below a minimum value at idle or deceleration. The minimum value is from a look-up table internal to the PCM and is based on engine RPM. DTC will also set if the sensor voltage goes above 5.0 volts. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT OPEN (K942) KNOCK SENSOR NO.1 RETURN CIRCUIT OPEN (K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K942) KNOCK SENSOR NO.1 RETURN CIRCUIT (K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND KNOCK SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
9 - 406
WK
2.
(K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the Knock Sensor harness connector. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K42) Knock Sensor No.1 Signal circuit in the Knock Sensor harness connector. Is the voltage above 2.0 volts? Yes >> Repair the short to battery voltage in the (K42) Knock Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K42) Knock Sensor No.1 Signal circuit from the Knock Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 4 >> Repair the open in the (K42) Knock Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 407
4.
(K942) KNOCK SENSOR NO.1 RETURN CIRCUIT OPEN
Measure the resistance of the (K942) Knock Sensor No.1 Return circuit from the Knock Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K942) Knock Sensor No.1 Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K942) KNOCK SENSOR NO.1 RETURN CIRCUIT
Measure the resistance between the (K42) Knock Sensor No.1 Signal circuit and the (K942) Knock Sensor No.1 Return circuit in the Knock Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K42) Knock Sensor No.1 Signal circuit and the (K942) Knock Sensor No.1 Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
9 - 408
WK
6.
(K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K42) Knock Sensor No.1 Signal circuit in the Knock Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K42) Knock Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
KNOCK SENSOR Replace the Knock Sensor. Ignition on, engine not running. With the scan tool, erase DTC. Attempt to operate the vehicle using the information noted in the Freeze Frame. With the scan tool, read DTCs. Does the scan tool display the DTC that was previously erased? Yes >>
NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) No >> Test Complete.
WK
P0330-KNOCK SENSOR 2 CIRCUIT
9 - 409
9 - 410
WK

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine running Set Condition: The Knock Sensor circuit voltage falls below a minimum value at idle or deceleration. The minimum value is from a look-up table internal to the PCM and is based on engine RPM. DTC well also set if the sensor voltage goes above 5.0 volts. One Trip Fault. Three good trips to turn off the MIL. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT OPEN (K924) KNOCK SENSOR NO.2 RETURN CIRCUIT OPEN (K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO THE (K924) KNOCK SENSOR NO.2 RETURN CIRCUIT (K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND KNOCK SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
WK
9 - 411
2.
(K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the No.2 Knock Sensor harness connector. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K242) Knock Sensor No.2 Signal circuit in the Knock Sensor harness connector. Is the voltage above 2.0 volts? Yes >> Repair the short to battery voltage in the (K242) Knock Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K242) Knock Sensor No.2 Signal circuit from the Knock Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 4 >> Repair the open in the (K242) Knock Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 412
WK
4.
(K924) KNOCK SENSOR NO.2 RETURN CIRCUIT OPEN
Measure the resistance of the (K924) Knock Sensor No.2 Return circuit from the Knock Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K924) Knock Sensor No.2 Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO THE (K924) KNOCK SENSOR NO.2 RETURN CIRCUIT
Measure the resistance between the (K242) Knock Sensor No.2 Signal circuit and the (K924) Knock Sensor No.2 Return circuit in the Knock Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K242) Knock Sensor No.2 Signal circuit and the (K924) Knock Sensor No.2 Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
WK
9 - 413
6.
(K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K242) Knock Sensor No.2 Signal circuit in the Knock Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K242) Knock Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
KNOCK SENSOR Replace the Knock Sensor. Ignition on, engine not running. With the scan tool, erase DTC. Attempt to operate the vehicle using the information noted in the Freeze Frame. With the scan tool, read DTCs. Does the scan tool display the DTC that was previously erased? Yes >>
NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) No >> Test Complete.
9 - 414
WK
P0335-CRANKSHAFT POSITION SENSOR CIRCUIT
WK
9 - 415
P0335-CRANKSHAFT POSITION SENSOR CIRCUIT (CONTINUED)

When Monitored: Engine cranking. Set Condition: No CKP signal is present during engine cranking, and at least 8 camshaft position sensor signals have occurred. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE (F855) 5-VOLT SUPPLY CIRCUIT OPEN (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K24) CKP SIGNAL CIRCUIT OPEN (K24) CKP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K24) CKP SIGNAL CIRCUIT SHORTED GROUND (K24) CKP SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT (K900) SENSOR GROUND CIRCUIT OPEN CRANKSHAFT POSITION SENSOR CAMSHAFT POSITION SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Crank the engine. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Go To 14
9 - 416
WK
2.
Turn the ignition off. Disconnect the CKP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F855) 5-volt Supply circuit in the CKP Sensor harness connector. Is the voltage between 4.5 and 5.2 volts? Yes No >> Go To 3 >> Go To 10
3.
(K24) CKP SIGNAL CIRCUIT
Measure the voltage on the (K24) CKP Signal circuit in the CKP Sensor harness connector. Is the voltage between 4.5 and 5.0 volts? Yes No >> Go To 4 >> Go To 7
WK
4.
(K900) SENSOR GROUND CIRCUIT OPEN Turn the ignition off. Disconnect the C2 PCM harness connector.
9 - 417
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K900) Sensor ground circuit from the CKP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(K24) CKP SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (K24) CKP Signal circuit and the (F855) 5-volt Supply circuit in the CKP Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K24) CKP Signal circuit and the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
9 - 418
WK
6.
NOTE: Inspect the slots on the flywheel for damage. If a problem is found repair as necessary. If there are no possible causes remaining, view repair. Repair Replace the Crankshaft Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
(K24) CKP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K24) CKP Signal circuit in the CKP Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K24) CKP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
WK
8.
(K24) CKP SIGNAL CIRCUIT OPEN Turn the ignition off.
9 - 419
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K24) CKP Signal circuit from the CKP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (K24) CKP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
(K24) CKP SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K24) CKP Signal circuit in the CKP Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short to ground in the (K24) CKP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 13
No
9 - 420
WK
10.
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (F855) 5-volt Supply circuit in the CKP Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
11.
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F855) 5-volt Supply circuit from the CKP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 12 >> Repair the open in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
12.

9 - 421

Measure the resistance between ground and the (F855) 5-volt Supply circuit in the CKP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 13
No
13.
PCM
9 - 422
WK
14.
ERRATIC CKP SENSOR SIGNAL Turn the ignition off. With a lab scope probe and the Miller special tool #6801, backprobe the (K24) CKP Signal circuit in the CKP harness connector. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Ignition on, engine not running. Wiggle the related wire harness and lightly tap on the Crank Position Sensor. Observe the lab scope screen. Look for any pulses generated by the CKP Sensor. Allow the engine to idle. Observe the lab scope screen. Did the CKP Sensor generate any erratic pulses? Yes >> Inspect the related wire harness and replace the Crankshaft Position Sensor if no wiring problems were found. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 15
No
15.
ERRATIC CMP SIGNAL Turn the ignition off. With a lab scope probe and the Miller special tool #6801, backprobe the (K44) CMP Signal circuit in the CMP harness connector. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Ignition on, engine not running. Wiggle the related wire harness and lightly tap on the Cam Position Sensor. Observe the lab scope screen. Look for any pulses generated by the CMP Sensor. Allow the engine to idle. Observe the lab scope screen. Did the CMP Sensor generate any pulses? Yes >> Inspect the related wire harness and replace the Camshaft Position Sensor if no wiring problems were found. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test complete, the conditions that set this DTC are not present at this time.
No
WK
9 - 423
P0339-CRANKSHAFT POSITION SENSOR INTERMITTENT
9 - 424
WK
P0339-CRANKSHAFT POSITION SENSOR INTERMITTENT (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: While cranking the engine and with the engine running. Set Condition: When the CKP Sensor failure counter reaches 20. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (F855) 5-VOLT SUPPLY CIRCUIT OPEN (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K24) CKP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K24) CKP SIGNAL CIRCUIT OPEN (K24) CKP SIGNAL CIRCUIT SHORTED TO GROUND (K24) CKP SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT CRANKSHAFT POSITION SENSOR TONE WHEEL/PULSE RING PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
CHECKING CRANKSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE Turn the ignition off. With a lab scope probe and the Miller special tool #6801, backprobe the (K24) CKP Signal circuit in the Sensor harness connector. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Ignition on, engine not running. Observe the lab scope screen. Start the engine. Observe the lab scope screen. Are there any irregular or missing signals? Yes No >> Go To 3 >> Go To 8
WK
3.
WIRE HARNESS INSPECTION
9 - 425

Turn the ignition off. Visually inspect the related wire harness including the ground circuit. Look for any chafed, pierced, pinched, or partially broken wires. Visually inspect the related wire harness connectors. Look for broken, bent, pushed out, or corroded terminals. Make sure the Crankshaft Position Sensor and the Camshaft Position Sensor are properly installed and the mounting bolt(s) are torqued to the proper specification. Refer to any TSBs that may apply. Were any of the above conditions present? Yes >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(F855) 5-VOLT SUPPLY CIRCUIT OPEN OR SHORTED TO GROUND
Disconnect the CKP Sensor connector. Ignition on, engine not running. Measure the voltage on the (F855) 5-volt Supply circuit in the Sensor harness connector. Is the voltage between 4.5 and 5.2 volts? Yes No >> Go To 5 >> Repair the open or short to ground in the (F855) 5-volt Supply circuit. Use Miller special tool #8815 when checking for an open circuit to prevent PCM harness connector terminal damage. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 426
WK
5.
TONE WHEEL/FLEX PLATE INSPECTION Turn the ignition off. Carefully disconnect the Negative Battery (Ground) cable. Remove the Crankshaft Position Sensor. Inspect the Tone Wheel/Flex Plate slots for damage, foreign material, or excessive movement. Were any problems found? Yes No >> Repair or replace the Tone Wheel/Flex Plate as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
6.
CHECKING CAMSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE Install the CKP Sensor and connect the battery cable. NOTE: An intermittent condition in the Cam Position Sensor can cause the P0339 to set. With the a lab scope probe and the Miller special tool #6801, backprobe the (K44) CMP Signal circuit in the Sensor harness connector. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Ignition on, engine not running. Wiggle the related wire harness and lightly tap on the Cam Position Sensor. Observe the lab scope screen. Start the engine. Observe the lab scope screen. Are there any irregular or missing signals? Yes No >> Replace the Cam Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
7.
If there are no possible causes remaining, view repair. Repair Replace the Crankshaft Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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8.
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(K24) CKP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C2 PCM harness connector. Disconnect the CKP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (K24) CKP Signal circuit in the Sensor harness connector. Wiggle the related wire harness while taking this measurement. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K24) CKP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
9.
(K24) CKP SIGNAL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance in the (K24) CKP Signal circuit from the CKP harness connector to the appropriate terminal of special tool #8815. Wiggle the wire harness while taking this measurement. Is the resistance below 1.0 ohm? Yes No >> Go To 10 >> Repair the excessive resistance in the (K24) CKP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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10.
(K24) CKP SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K24) CKP Signal circuit in the CKP Sensor harness connector. Wiggle the related wire harness while monitoring the resistance value. Does the resistance ever go below 100 ohms? Yes >> Repair the short to ground in the (K24) Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
11.
(K24) CKP SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (F855) 5-volt Supply circuit and the (K24) CKP Signal circuit in the CKP harness connector. Wiggle the related wire harness while taking this measurement. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (F855) 5-volt Supply circuit and the (K24) CKP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 12
No
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12.
PCM
9 - 429

9 - 430
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P0340-CAMSHAFT POSITION SENSOR CIRCUIT
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9 - 431
P0340-CAMSHAFT POSITION SENSOR CIRCUIT (CONTINUED)

When Monitored: During engine cranking and with the engine running. Battery voltage greater than 10 volts. Set Condition: At least 5 seconds or 2.5 engine revolutions have elapsed with crankshaft position sensor signals present but no camshaft position sensor signal. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE (F856) 5-VOLT SUPPLY CIRCUIT OPEN (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K44) CMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K44) CMP SIGNAL CIRCUIT OPEN (K44) CMP SIGNAL CIRCUIT SHORTED GROUND (K44) CMP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT (K900) SENSOR GROUND CIRCUIT OPEN CAMSHAFT POSITION SENSOR CRANKSHAFT POSITION SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Crank the engine. Ignition on, engine not running. With a scan tool read the DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Go To 14
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2.
Turn the ignition off. Disconnect the CMP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F856) 5-volt Supply circuit in the CMP Sensor harness connector. Is the voltage between 4.5 and 5.2 volts? Yes No >> Go To 3 >> Go To 10
3.
(K44) CMP SIGNAL CIRCUIT
Measure the voltage on the (K44) CMP Signal circuit in the CMP Sensor harness connector. Is the voltage between 4.5 and 5.0 volts? Yes No >> Go To 4 >> Go To 7
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4.
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CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K900) Sensor ground circuit from the CMP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(K44) CMP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (K44) CMP Signal circuit and the (F856) 5-volt Supply circuit in the CMP Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K44) CMP Signal circuit and the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
NOTE: Inspect the Camshaft sprocket for damage per the Service Information. If a problem is found repair as necessary. If there are no possible causes remaining, view repair. Repair Replace the Camshaft Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
(K44) CMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K44) CMP Signal circuit in the CMP Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K44) CMP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
(K44) CMP SIGNAL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K44) CMP Signal circuit from the CMP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (K44) CMP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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9.
(K44) CMP SIGNAL CIRCUIT SHORTED TO GROUND
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Measure the resistance between ground and the (K44) CMP Signal circuit in the CMP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K44) CMP Signal circuit Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
10.
(F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C1 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (F856) 5-volt Supply circuit in the CMP Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
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11.
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F856) 5-volt Supply circuit between the CMP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 12 >> Repair the open in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
12.
Measure the resistance between ground and the (F856) 5-volt Supply circuit in the CMP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 13
No
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13.
PCM
9 - 437

14.
ERRATIC CMP SIGNAL With a lab scope probe and the Miller special tool #6801, back probe the (K44) CMP Signal circuit in the CMP harness connector. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Ignition on, engine not running. Wiggle the related wire harness and lightly tap the Camshaft Position Sensor. Observe the lab scope screen. Allow the engine to idle. Observe the lab scope screen. Did the CMP Sensor generate any erratic pulses? Yes No >> Replace the Camshaft Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 15
15.
ERRATIC CKP SIGNAL Turn the ignition off. With a lab scope probe and the Miller special tool #6801, backprobe the (K24) CKP Signal circuit in the CKP harness connector. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Ignition on, engine not running. Wiggle the related wire harness and lightly tap on the Crankshaft Position Sensor. Observe the lab scope screen. Allow the engine to idle. Observe the lab scope screen. Did the CKP Sensor generate any erratic pulses? Yes No >> Replace the Crankshaft Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test complete, the conditions that set this DTC are not present at this time
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P0344-CAMSHAFT POSITION SENSOR INTERMITTENT
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9 - 439
P0344-CAMSHAFT POSITION SENSOR INTERMITTENT (CONTINUED)

When Monitored: While cranking the engine and engine running. Set Condition: When the failure counter reaches 20. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (F856) 5-VOLT SUPPLY CIRCUIT OPEN (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K44) CMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K44) CMP SIGNAL CIRCUIT OPEN (K44) CMP SIGNAL CIRCUIT SHORTED TO GROUND (K44) CMP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT TONE WHEEL/PULSE RING CAMSHAFT POSITION SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
CHECKING CAMSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE Turn the ignition off. With a lab scope probe and the Miller special tool #6801, backprobe the (K44) CMP Signal circuit in the CMP harness connector. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Ignition on, engine not running. Observe the lab scope screen. Start the engine. Observe the lab scope screen. Are there any irregular or missing signals? Yes No >> Go To 3 >> Go To 8
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3.
WIRE HARNESS INSPECTION Turn the ignition off. Visually inspect the related wire harness including the ground circuit. Look for any chafed, pierced, pinched, or partially broken wires. Visually inspect the related wire harness connectors. Look for broken, bent, pushed out, or corroded terminals. Make sure the Crankshaft Position Sensor and the Camshaft Position Sensor are properly installed and the mounting bolt(s) are torqued to the proper specification. Refer to any TSBs that may apply. Were any of the above conditions present? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
(F856) 5-VOLT SUPPLY CIRCUIT OPEN OR SHORTED TO GROUND
Disconnect the CMP Sensor connector. Ignition on, engine not running. Measure the voltage on the (F856) 5-volt Supply circuit in the CMP harness connector. Is the voltage between 4.5 and 5.2 volts? Yes No >> Go To 5 >> Repair the open or short to ground in the (F856) 5-volt Supply circuit. Use Miller special tool #8815 when checking for an open circuit to prevent PCM harness connector terminal damage. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
TONE WHEEL/PULSE RING INSPECTION Turn the ignition off. Carefully disconnect the Battery Ground cable. Remove the Camshaft Position Sensor. Inspect the Tone Wheel/Pulse Ring for damage, foreign material, or excessive movement. Were any problems found? Yes No >> Repair or replace the Tone Wheel/Pulse Ring as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
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6.
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CHECKING CRANKSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE NOTE: An intermittent condition in the Crank Position Sensor can cause the P0344 to set. Install the CMP Sensor and connect the Battery cable. With a lab scope probe and the Miller special tool #6801, backprobe the (K24) CKP Signal circuit in the CKP harness connector. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Ignition on, engine not running. Wiggle the related wire harness and lightly tap on the Crank Position Sensor. Observe the lab scope screen. Start the engine. Observe the lab scope screen. Are there any irregular or missing signals? Yes No >> Replace the Crank Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
7.
If there are no possible causes remaining, view repair. Repair Replace the Camshaft Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
(K44) CMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the CMP Sensor connector. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K44) CMP Signal circuit. Wiggle the related wire harness while taking this measurement. Does the voltage ever increase above 0 volts? Yes >> Repair the short to battery voltage in the (K44) CMP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
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9.
(K44) CMP SIGNAL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance in the (K44) CMP Signal circuit from the CMP harness connector to the appropriate terminal of special tool #8815. Wiggle the related wire harness while taking this measurement. Is the resistance below 5.0 ohms? Yes No >> Go To 10 >> Repair the excessive resistance in the (K44) CMP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
10.
(K44) CMP SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K44) CMP Signal circuit in the CMP Sensor harness connector. Wiggle the related wire harness while monitoring the resistance value. Does the resistance ever go below 100 ohms? Yes >> Repair the short to ground in the (K44) CMP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
WK
11.

(K44) CMP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
9 - 443

Measure the resistance between the (F856) 5-volt Supply circuit and the (K44) CMP Signal circuit in the CMP harness connector. Wiggle the related wire harness while taking this measurement. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (F856) 5-volt Supply circuit and the (K44) CMP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 12
No
12.
PCM
9 - 444
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P0401-EGR SYSTEM PERFORMANCE
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P0401-EGR SYSTEM PERFORMANCE (CONTINUED)
9 - 445
Theory of Operation
Exhaust gas recirculation is a method of reducing emissions of oxides of nitrogen. As the inert exhaust gas is recirculated, the mixture absorbs heat in the combustion chamber without interacting with the fuel/air mixture and reduces the formation of NOx emissions. After the EGR monitor conditions are met, the EGR valve is turned on and off momentarily. The EGR monitor calculated the difference in engine roughness from the EGR off condition to the EGR condition. This engine combustion stability difference as measured by engine roughness is the measure of a functional EGR system. When Monitored: Engine running for greater than two minutes with the Engine Coolant Temp greater than 70 (158 EGR C F). active. Less than 8500 feet. Ambient temperature greater than -6 (20 C F). Set Condition: The PCM closes the EGR valve while monitoring the O2 Sensor signal. Once a closed EGR fueling sample has been established the PCM then ramps in EGR and additional fueling while monitoring the O2 sensor signal in the open state. A fueling sample is again established. The PCM then compares the different O2 Sensor signal readings (fueling samples). If a larger than expected variation is detected, a soft failure is recorded. Three soft failures set a one trip failure. After two failed trips, a DTC is set and the MIL is illuminated. Possible Causes (Z42) EGR SOLENOID GROUND CIRCUIT OPEN (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO GROUND (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE (K35) EGR SOLENOID CONTROL CIRCUIT OPEN EGR SOLENOID ASSEMBLY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
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2.
EGR OPERATION
NOTE: If the vehicle is running rough at idle (scan tool not actuating) follow the yes path to continue. Turn all accessories off. Start the engine. Allow the engine to reach normal operating temperature. With the scan tool, enter Engine System Test, then EGR System Test. Actuate the FLOW function in the EGR System Test. Did the engine run rough or stall? Yes No >> Go To 3 >> Go To 6
3.
EGR VALVE OPEN AT IDLE Turn the ignition off. Disconnect the EGR Solenoid Assembly harness connector. Start engine. Attempt to allow the engine to idle. Does the engine run rough or stall? Yes No >> Inspect the EGR tube assembly. If OK, replace the EGR valve. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
EGR VALVE ASSEMBLY INSPECTION Inspect the EGR Assembly for the following. Gasket(s) for leaking Damage and/or holes in the EGR tube(s) Carbon build up on or near the EGR pintle and passage ways. Obstruction in the EGR tubes. Were any problem found? Yes No >> Repair or replace the EGR Assembly as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
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9 - 447
5.
(K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the EGR Solenoid harness connector. Ignition on, engine not running. Measure the voltage on the (K35) EGR Solenoid Control circuit in the EGR Solenoid connector. Is the voltage above 1.0 volt? Yes >> Repair the short to battery voltage in the (K35) EGR Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
6.
EGR SOLENOID ASSEMBLY
Disconnect the EGR Solenoid harness connector. Using a 12-volt test light, jump across the (K35) EGR Solenoid Control terminal and the (Z42) Ground terminal in the EGR Solenoid harness connector. With the scan tool, actuate the EGR solenoid. Does the 12-volt test light flash on and off? Yes >> Inspect the tube(s) for obstructions and damage, repair as necessary. If OK, replace the EGR Solenoid Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
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7.
(Z42) EGR SOLENOID GROUND CIRCUIT OPEN
Turn the ignition off. Using a 12-volt test light connected to battery voltage, probe the (Z42) EGR Solenoid ground circuit in the EGR Solenoid harness connector. Does the 12-volt test light illuminate brightly? Yes No >> Go To 8 >> Repair the open in the (Z42) EGR Solenoid ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
(K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K35) EGR Solenoid Control circuit in the EGR Solenoid harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K35) EGR Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
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9 - 449
9.
(K35) EGR SOLENOID CONTROL CIRCUIT OPEN
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K35) EGR Solenoid Control circuit from the EGR Solenoid harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 10 >> Repair the open in the (K35) EGR Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
10.
PCM
9 - 450
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P0403-EGR SOLENOID CIRCUIT
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P0403-EGR SOLENOID CIRCUIT (CONTINUED)
9 - 451
When Monitored: Engine running. Battery voltage greater than 10 volts. Set Condition: The EGR solenoid control circuit is not in the expected state when requested to operate by the PCM. One Trip Fault. Possible Causes (Z42) EGR SOLENOID GROUND CIRCUIT OPEN (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO GROUND (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT (K35) EGR SOLENOID CONTROL CIRCUIT OPEN EGR SOLENOID ASSEMBLY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
Turn the ignition off. Disconnect the EGR Solenoid harness connector. Ignition on, engine not running. Turn off all accessories. Using a 12-volt test light connected to the (Z42) EGR Solenoid ground circuit, probe the (K34) EGR Solenoid Control circuit. With a scan tool, actuate the EGR solenoid. Does the 12-volt test light flash on and off? Yes >> Replace the EGR Solenoid Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
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3.
(Z42) EGR SOLENOID GROUND CIRCUIT OPEN
Turn the ignition off. Using a 12-volt test light connected to the 12-volts, probe the (Z42) EGR Solenoid ground circuit in the EGR Solenoid harness connector. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the open in the (Z42) EGR Solenoid ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
Ignition on, engine not running. Disconnect the C2 PCM harness connector. Measure the voltage on the (K35) EGR Solenoid Control circuit in the EGR Solenoid connector. Is the voltage above 1.0 volt? Yes >> Repair the short to battery voltage in the (K35) EGR Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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9 - 453
5.
(K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
Turn the ignition off. Measure the resistance between ground and the (K35) EGR Solenoid Control circuit in the EGR Solenoid harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K35) EGR Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
(K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K35) EGR Solenoid Control circuit and the (K900) Sensor ground circuit in the EGR Solenoid connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K900) Sensor ground circuit and the (K35) EGR Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
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7.
(K35) EGR SOLENOID CONTROL CIRCUIT OPEN
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K35) EGR Solenoid Control circuit from the EGR Solenoid harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 8 >> Repair the open in the (K35) EGR Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
PCM
WK
9 - 455
P0404-EGR POSITION SENSOR PERFORMANCE
9 - 456
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P0404-EGR POSITION SENSOR PERFORMANCE (CONTINUED)

Theory of Operation
The EGR valve has a position sensor and the EGR position rationality is designed to make sure that the valve moves freely within its operating range. Closed valve position reference check verifies that the valve is within its allowable upper and lower limits. The EGR position rationality test looks for a sustained error relative to commanded valve position. When Monitored: Engine running. Set Condition: The EGR flow or valve movement is not what is expected. Possible Causes EXCESSIVE RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT (K35) EGR SOLENOID CONTROL CIRCUIT (K34) EGR SENSOR SIGNAL CIRCUIT OPEN (K34) EGR SENSOR SIGNAL CIRCUIT SHORTED TO GROUND (K900) SENSOR GROUND CIRCUIT OPEN EGR SOLENOID ASSEMBLY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
EGR POSITION VOLTAGE
NOTE: Diagnose all other EGR DTC(s) before continuing. Start the engine. With a scan tool, read the EGR Position Sensor voltage. Choose a conclusion that best matches the EGR voltage reading. Below 3.5 volts Go To 3 Between 3.5 volts to 4.3 volts Go To 5 Above 4.3 volts Go To 6
WK
3.
Turn the ignition off. Disconnect the EGR Solenoid harness connector. Disconnect the C1 and C2 PCM harness connectors.
9 - 457

CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F856) 5-volt Supply circuit from the EGR Solenoid harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 4 >> Repair the excessive resistance in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(K34) EGR SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K34) EGR Sensor Signal circuit in the EGR Solenoid harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short to ground in the (K34) EGR Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the EGR Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
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5.
(K35) EGR SOLENOID CONTROL CIRCUIT Ignition on, engine not running. With the scan tool, actuate the EGR Solenoid. Allow the EGR Solenoid to actuate for at least 15 seconds. Feel the EGR Solenoid for operation. Stop actuation. Does EGR Solenoid operate while actuating and then turn off when actuation test is stopped? a. Yes Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) No >> Refer to the P0403-EGR Control Circuit diagnostic procedure and continue. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
(K34) EGR SENSOR SIGNAL CIRCUIT
Turn the ignition off. Disconnect the EGR Solenoid harness connector. Ignition on, engine not running. Measure the voltage of the (K34) EGR Sensor Signal circuit in the EGR Solenoid harness connector. Is the voltage above 4.30 volts? Yes No >> Go To 7 >> Go To 8
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7.
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CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K900) Sensor ground circuit from the EGR Solenoid harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes >> Replace the EGR Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Repair the open in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
8.
(K34) EGR SENSOR SIGNAL CIRCUIT OPEN
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K34) EGR Sensor Signal circuit from the EGR Solenoid harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (K34) EGR Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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9.
(K34) EGR SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K34) EGR Sensor Signal circuit in the EGR Solenoid harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K34) EGR Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
10.
PCM
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P0405-EGR POSITION SENSOR CIRCUIT LOW
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P0405-EGR POSITION SENSOR CIRCUIT LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Battery voltage above 10.0 volts. Set Condition: EGR Position Sensor Signal is less than 0.1 of a volt. One trip Fault. Possible Causes (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (F856) 5-VOLT SUPPLY CIRCUIT OPEN (K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND (K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT EGR POSITION SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
EGR POSITION SENSOR BELOW 0.2 OF A VOLT Ignition on, engine not running. With a scan tool, read the EGR Position Sensor voltage. Is the voltage below 0.2 of a volt? Yes No >> Go To 2 >> Go To 9
2.
Turn the ignition off. Disconnect the EGR Solenoid harness connector. Ignition on, engine not running. Measure the voltage of the (F856) 5-volt Supply circuit in the EGR Solenoid harness connector. Is the voltage between 4.5 to 5.2 volts? Yes No >> Go To 3 >> Go To 6
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3.
EGR POSITION With the scan tool, monitor the EGR Position Sensor voltage. Is the voltage above 4.5 volts? Yes No
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>> Replace the EGR Solenoid Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
(K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K34) EGR Position Sensor Signal circuit in the EGR Solenoid harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground circuit in the (K34) EGR Position Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
(K34) EGR SENSOR SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K34) EGR Position Sensor Signal circuit and (K900) Sensor ground circuit in the EGR Solenoid harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K900) Sensor ground and the (K34) EGR Position Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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6.
Turn the ignition off. Disconnect the C1 PCM harness connector. Measure the resistance between ground and the (F856) 5-volt Supply circuit in the EGR Solenoid harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F856) 5-volt Supply circuit from the EGR Solenoid harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 8 >> Repair the open in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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8.
PCM
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9.
EGR POSITION SENSOR SWEEP
NOTE: The engine will run rough and possibly stall in the following test. Feather the accelerator pedal to keep the engine from stalling. Start the engine. With the scan tool, enter System Test and then EGR System Test. Push the 4=VARIABLE function. Monitor the EGR voltage while slowly pushing the up arrow. Is the voltage change smooth? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the EGR Solenoid Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0406-EGR POSITION SENSOR CIRCUIT HIGH
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P0406-EGR POSITION SENSOR CIRCUIT HIGH (CONTINUED)

When Monitored: With the ignition on. Battery voltage greater than 10 volts. Set Condition: EGR position sensor signal is greater than 4.89. One trip Fault. Possible Causes (K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT (K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K34) EGR POSITION SENSOR SIGNAL CIRCUIT OPEN (K900) SENSOR GROUND CIRCUIT OPEN EGR SOLENOID ASSEMBLY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
EGR POSITION SENSOR VOLTAGE ABOVE 4.5 VOLTS Start the engine. With the scan tool, read the EGR Position Sensor voltage. Is the voltage above 4.5 volts? Yes No >> Go To 2 >> Go To 8
2.
(K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
Turn the ignition off. Disconnect the EGR Solenoid harness connector. Disconnect the C1 and C2 PCM harness connectors. Measure the resistance between the (K34) EGR Position Sensor Signal circuit and the (F856) 5-volt Supply circuit in the EGR Solenoid harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K34) EGR Position Sensor Signal circuit and the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
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3.
(K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Ignition on, engine not running. Measure the voltage on the (K34) EGR Sensor Signal circuit in the EGR Solenoid harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K34) EGR Position Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
Turn the ignition off. Connect the PCM harness connectors. Connect a jumper wire between the (K34) EGR Position Sensor Signal circuit and the (K900) Sensor ground circuit. With the scan tool, monitor the EGR Position Sensor voltage. Ignition on, engine not running. Is the voltage below 0.5 of a volt? Yes >> Replace the EGR Solenoid Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
(K34) EGR POSITION SENSOR SIGNAL CIRCUIT OPEN Turn the ignition off. Disconnect the C2 PCM harness connector.
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CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K34) EGR Position Sensor Signal circuit from the EGR Solenoid harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K34) EGR Position Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
Measure the resistance of the (K900) Sensor ground circuit from the EGR Solenoid harness connector to the appropriate terminal of special tool #8815. Is the resistance below 30 ohms? Yes No >> Go To 7 >> Repair the open in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
PCM
8.
EGR POSITION SENSOR SWEEP
NOTE: The engine will run rough and possibly stall in the following test. Feather the accelerator pedal to keep the engine from stalling. Start the engine. With the scan tool, enter System Test and then EGR System Test. Push the 4=VARIABLE function. Monitor the EGR voltage while slowly pushing the up arrow. Is the voltage change smooth? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the EGR Solenoid Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0420-CATALYST 1/1 EFFICIENCY
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P0420-CATALYST 1/1 EFFICIENCY (CONTINUED)

Theory of Operation
The upstream O2 sensor is used to detect the amount of oxygen in the exhaust gas before the gas enters the catalytic converter. During the catalyst/O2 monitor test, the response rate (cycles/second) of the upstream O2 sensor determines the sensors ability to achieve the tailpipe emissions limits. The response rate of the downstream O2 sensor relative to the upstream O2 sensor response rate measures the catalysts ability to store oxygen and is used to infer the catalysts ability to achieve the tailpipe emissions limits. When Monitored: After engine warm up to 70 (158 180 seconds of open throttle operation, at a speed greater than 18 mph C F), and less than 55 mph, with the engine at 1200-1700 rpm and MAP vacuum between 15.0 and 21.0 inches of mercury (Hg). Set Condition: As catalyst efficiency deteriorates, the switch rate of the downstream O2 sensor approaches that of the upstream O2 sensor. If at any point during the test the switch ratio reaches a predetermined value a counter is incremented by one. Three good trips to turn off the MIL. Possible Causes EXHAUST LEAK ENGINE MECHANICAL AGING O2 SENSOR CATALYTIC CONVERTER Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: A new rear O2 Sensor along with an aging front O2 Sensor may cause the DTC to set. Review the repair history of the vehicle before continuing. NOTE: If an O2 Sensor DTC set along with the Catalytic Converter Efficiency DTC diagnose the O2 Sensor DTC(s) before continuing. NOTE: Check for contaminants that may have damaged the O2 Sensor and Catalytic Converter: contaminated fuel, unapproved silicone, oil and coolant, repair necessary. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
VISUALLY INSPECT CATALYTIC CONVERTER Inspect the Catalytic Converter for the following damage. Damaged Catalytic Converter, dents or holes. Severe discoloration caused by overheating the Catalytic Converter. Catalytic Converter broken internally. Leaking Catalytic Converter. Were any problems found? Yes No >> Replace the Catalytic Converter. Repair the condition that may have caused the failure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
EXHAUST LEAK Start the engine. Inspect the exhaust for leaks between the engine and the 1/1 O2 Sensor. Inspect the exhaust for leaks between the engine and the 1/2 O2 Sensor. Are there any exhaust leaks? Yes No >> Repair or replace the leaking exhaust parts as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
ENGINE MECHANICAL Check the exhaust for excessive smoke caused by an internal problem in the engine. Is an engine mechanical condition present? Yes No >> Repair the engine mechanical condition as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
5.
AGING O2 SENSOR A new rear O2 Sensor along with an aging front O2 Sensor may cause the DTC to set. Review the vehicles repair history. Has the rear O2 Sensor been replaced without replacing the front O2 Sensor? Yes No >> Replace the Front O2 Sensor as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
6.
CATALYTIC CONVERTER
If there are no possible cause remaining, view repair. Repair Replace the Catalytic Converter. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0430-CATALYST 2/1 EFFICIENCY
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Theory of Operation
The upstream O2 sensor is used to detect the amount of oxygen in the exhaust gas before the gas enters the catalytic converter. During the catalyst/O2 monitor test, the response rate (cycles/second) of the upstream O2 sensor determines the sensors ability to achieve the tailpipe emissions limits. The response rate of the downstream O2 sensor relative to the upstream O2 sensor response rate measures the catalysts ability to store oxygen and is used to infer the catalysts ability to achieve the tailpipe emissions limits. When Monitored: After engine warm up to 147 deg. F, 180 seconds of open throttle operation, at a speed greater than 20 mph, with the engine at 1200-1700 rpm and MAP vacuum between 15.0 and 21.0 inches of mercury (Hg). Set Condition: As catalyst efficiency deteriorates, the switch rate of the downstream O2 sensor approaches that of the upstream O2 sensor. If at any point during the test the switch ratio reaches a predetermined value a counter is incremented by one. Three good trips to turn off the MIL. Possible Causes EXHAUST LEAK ENGINE MECHANICAL AGING O2 SENSOR CATALYTIC CONVERTER Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: A new rear O2 Sensor along with an aging front O2 Sensor may cause the DTC to set. Review the repair history of the vehicle before continuing. NOTE: If an O2 Sensor DTC set along with the Catalytic Converter Efficiency DTC diagnose the O2 Sensor DTC(s) before continuing. NOTE: Check for contaminants that may have damaged the O2 Sensor and Catalytic Converter: contaminated fuel, unapproved silicone, oil and coolant, repair necessary. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
VISUALLY INSPECT CATALYTIC CONVERTER Inspect the Catalytic Converter for the following damage. Damaged Catalytic Converter, dents or holes. Severe discoloration caused by overheating the Catalytic Converter. Catalytic Converter broken internally. Leaking Catalytic Converter. Were any problems found? Yes No >> Replace the Catalytic Converter. Repair the condition that may have caused the failure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
EXHAUST LEAK Start the engine. Inspect the exhaust for leaks between the engine and the 2/1 O2 Sensor. Inspect the exhaust for leaks between the engine and the 2/2 O2 Sensor. Are there any exhaust leaks? Yes No >> Repair or replace the leaking exhaust parts as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
ENGINE MECHANICAL Check the exhaust for excessive smoke caused by an internal problem in the engine. Is an engine mechanical condition present? Yes No >> Repair the engine mechanical condition as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
5.
AGING O2 SENSOR A new rear O2 Sensor along with an aging front O2 Sensor may cause the DTC to set. Review the vehicles repair history. Has the rear O2 Sensor been replaced without replacing the front O2 Sensor? Yes No >> Replace the 2/1 O2 Sensor as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
6.
CATALYTIC CONVERTER
If there are no possible cause remaining, view repair. Repair Replace the Catalytic Converter. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0440-GENERAL EVAP SYSTEM FAILURE
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P0440-GENERAL EVAP SYSTEM FAILURE (CONTINUED)

Theory of Operation
The theory behind the Natural Vacuum Leak Detection (NVLD) is adherence to the Ideal Gas Law. Pressure in a sealed vessel will change linearly as a function of the temperature of the gas in the vessel. Even small leaks will allow the pressure in the vessel to come to equilibrium with the atmospheric pressure. After key-off and a calibrated amount of time, cool down from operating temperatures or diurnal ambient temperature the system pressure will force the system to go negative or draw a vacuum if there is no leak. When the vacuum level reaches 1 H2O (0.25 KPA) the NVLD vacuum switch closes. This sends a signal to the NGC freezing a timer and registering a pass. If a switch closure is not detected an assessment of leak size will be made. When Monitored: Engine Running. Fuel Level greater than 12%. Ambient Temperature between 4 and 32 (39 and 89 C C F F). Set Condition: The PCM does not see the NVLD switch close during the medium/large leak test. The PCM then will increase the vacuum supply to the EVAP system by increasing flow through the EVAP Purge valve. If the switch does not close with an increase in vacuum an error is detected. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EVAP PURGE SOLENOID VACUUM SUPPLY (Z42) GROUND CIRCUIT OPEN (K107) NVLD SWITCH SIGNAL CIRCUIT OPEN EVAPORATIVE EMISSION LEAK DETECTION NVLD ASSEMBLY EVAP PURGE SOLENOID PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: If any of the following DTCs are set (P0443, P0452, P0453, P0498 or P0499) diagnose them first before continuing with P0440. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
VISUAL AND PHYSICAL INSPECTION Turn the ignition off. Perform a visual and physical inspection of the entire Evaporative Emission system. Check for the following conditions: - Hoses disconnected or left off - Holes or cracks - Loose seal points - Evidence of damaged components - Incorrect routing of hoses and tubes - Fuel Cap left off or bad gasket seal Were any of the above conditions found? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
EVAP VACUUM SUPPLY HOSE INSPECTION Carefully inspect the Evap Purge Solenoid vacuum supply hose for proper routing. Check for a pinched or plugged hose from the throttle body to the Purge Solenoid. Make sure the vacuum port at the throttle body is free from any blockage. Were any problems found? Yes No >> Repair the vacuum supply, hose/tube as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
CHECKING EVAP PURGE SOLENOID FUNCTIONALITY Disconnect the vacuum supply hoses form the EVAP Purge Solenoid. Using a hand vacuum pump, apply 10 in Hg to the CAN side of the EVAP Purge Solenoid. Ignition on, engine not running. Observe the vacuum gauge. With the scan tool, actuate the EVAP Purge Solenoid. Does the vacuum drop when the solenoid is actuated? Yes No >> Go To 5 >> Replace the Evap Purge Solenoid. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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5.
NVLD SWITCH OPERATION Connect the previously disconnected vacuum hose. Start the engine. Allow the engine to idle. Using the scan tool, perform the NVLD FORCED MONITOR TEST. Monitor the NVLD Switch state. NOTE: As the test runs, the NVLD Switch should go from an OPEN state to a CLOSED state and then return to OPEN when the test is complete. Did the NVLD Switch operate as described above? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
6.
VERIFY EVAPORATIVE EMISSION LEAK To continue testing you will need Miller Tool #8404 Evaporative Emission Leak Detector (EELD). WARNING: Keep lit cigarettes, sparks, flames, and other ignition sources away from the test area to prevent the ignition of explosive gases. Keep the test area well ventilated. NOTE: The fuel tank should have between 20% and 80% of fuel tank capacity to properly test the Evap system. Connect the red power lead of EELD to the battery positive terminal and the black ground lead to battery negative terminal. Block the vent hose of the EVAP Canister. Connect shop air to the EELD. Set the smoke/air control switch to AIR. Insert the testers AIR supply tip (clear hose) into the .040 orifice on the testers control panel. Press the remote smoke/air start button. Position the red flag on the air flow meter so it is aligned with the indicator ball. When the calibration is complete, release the remote button. The EELD flow meter is now calibrated in liters per minute. Install the service port adapter #8404-14 on the vehicles service port (if equipped) or install the #8404-ADP into the filter line. Connect the Air supply hose from the EELD to the service port (if equipped) or to the #8404-ADP adapter. Press the remote button to activate AIR flow. Compare the flow meter indicator ball reading to the red flag. ABOVE the red flag indicates a leak present. BELOW the red flag indicates a sealed system. Is the indicator ball above the red flag? Yes No >> Go To 7 >> Go To 8
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7.
EVAPORATIVE EMISSION LEAK DETECTION
NOTE: A thorough visual inspection of the Evap system hoses, tubes, and connections may save time in your diagnosis. Look for any physical damage or signs of wetness at connections. The strong smell of fuel vapors may aid diagnosis also. To continue testing, you will need Miller Tool #8404 Evaporative Emissions Leak Detector (EELD). Remove the Air supply hose from the service port or the #8404-ADP adapter. Connect the SMOKE supply tip (black hose) to the service port (if equipped) or to the #8404-ADP adapter. Set the smoke/air control switch to SMOKE. NOTE: The flow meter indicator ball will not move at this point. Press the remote smoke/air start button. NOTE: Make sure that smoke has filled the EVAP system by continuing to press the remote smoke/air start button, remove the vehicle fuel cap, and wait for the smoke to exit. Once smoke is indicated reinstall the fuel cap. NOTE: For optimal performance, introduce smoke into the system for an additional 60 seconds; continue introducing smoke at 15 second intervals, as necessary. While still holding the remote smoke/air start button, use the white light (#8404-CLL) to follow the EVAP system path, and look for the source of the leak indicated by exiting smoke. If a leak is concealed from view (i.e., top of fuel tank), release the remote smoke/air start button, and use the ultraviolet (UV) black light #8404-UVL and the yellow goggles 8404-20 to look for residual traces of dye that are left behind by the smoke. The exiting smoke deposits a residual fluid that is either bright green or bright yellow in color when viewed with a UV light. NOTE: Carefully inspect the vent side of the EVAP Canister. Due to the filtering system in the canister the smoke or dye may or may not be visible. Introducing smoke into the filtered side of the canister may assist in locating the leak. Was a leak found? Yes No >> Repair or replace the leaking component as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
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8.
NVLD ASSEMBLY
Turn the ignition off. Disconnect the NVLD electrical harness connector. Check connectors - Clean/repair as necessary. Ignition on, engine not running. Connect a jumper wire between the (K107) NVLD Switch Signal circuit and the (Z42) Ground circuit in the NVLD electrical harness connector. Monitor the NVLD Switch state on the scan tool. Does the Switch change from OPEN to CLOSED when the jumper wire is installed? Yes >> Replace the NVLD Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ POWERTRAIN CONTROL MODULE - DIAGNOSIS AND TESTING)
No
9.
(Z42) GROUND CIRCUIT OPEN
Turn the ignition off. Measure the resistance between the (Z42) Ground circuit and ground. Is the resistance below 5.0 ohms? Yes No >> Go To 10 >> Repair the open in the (Z42) Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE).
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(K107) NVLD SWITCH SIGNAL CIRCUIT OPEN
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10.
Disconnect the PCM harness connectors. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K107) NVLD Switch Signal circuit from the NVLD electrical harness connector to the appropriate terminal of the special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 11 >> Repair the open in the (K107) Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
11.
PCM
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P0441-EVAP PURGE SYSTEM PERFORMANCE
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P0441-EVAP PURGE SYSTEM PERFORMANCE (CONTINUED)

When Monitored: Cold start test. Engine Running. Small Leak Test Passed. Set Condition: The PCM activates the EVAP Purge solenoid gradually increases to maximum flow. During flow, the PCM looks for the NVLD switch to close. If the PCM does not see the NVLD switch close at maximum flow an error is detected. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EVAP PURGE SOLENOID VACUUM SUPPLY EVAP PURGE SOLENOID Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: If any of the following DTCs are set (P0443, P0452, P0453, P0498 or P0499) diagnose them first before continuing with P0441. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
CHECKING EVAP PURGE SOLENOID FUNCTIONALITY
NOTE: After disconnecting the Evap Purge vacuum connections, inspect the lines and solenoid for any signs of contamination or foreign materials. Using a hand vacuum pump, apply 10 in Hg to CAN side of the EVAP Purge Solenoid. Ignition on, engine not running. Observe the vacuum gauge. With the scan tool, actuate the EVAP Purge Solenoid. Does the vacuum drop when the solenoid is actuated? Yes No >> Go To 3 >> Replace the Evap Purge Solenoid. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
NOTE: Remove the vacuum pump before continuing.
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P0441-EVAP PURGE SYSTEM PERFORMANCE (CONTINUED)
3.
EVAP VACUUM SUPPLY HOSE INSPECTION Turn the ignition off. Carefully inspect the Evap Purge Solenoid vacuum supply hose for proper routing. Check for a pinched or plugged hose from the throttle body to the Purge Solenoid. Inspect the vacuum port at the throttle body for any damage or plugging. Were any problems found? Yes No >> Repair the vacuum supply hose/tube as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0443-EVAP PURGE SOLENOID CIRCUIT
9 - 487
9 - 488
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P0443-EVAP PURGE SOLENOID CIRCUIT (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: The ignition on or engine running. Battery voltage greater than 10 volts. Set Condition: The PCM will set a trouble code if the actual state of the solenoid does not match the intended state. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K52) EVAP PURGE CONTROL CIRCUIT OPEN (K52) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND (K70) EVAP PURGE SOLENOID SIGNAL CIRCUIT OPEN (K70) EVAP PURGE SOLENOID SIGNAL CIRCUIT SHORTED TO GROUND EVAP PURGE SOLENOID PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With the scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
EVAP PURGE SOLENOID OPERATION
Turn the ignition off. Disconnect the EVAP Purge Solenoid harness connector. Ignition on, engine not running. Using a 12-volt test light, jump across the (K52) Evap Purge Solenoid Control circuit and (K70) Evap Purge Solenoid Signal circuit in the EVAP Purge Solenoid harness connector. With a scan tool, actuate the EVAP Purge Solenoid. Does the test light flash on and off? Yes >> Replace the EVAP Purge Solenoid. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
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9 - 489
3.
(K52) EVAP PURGE SOLENOID CONTROL CIRCUIT OPEN
Turn the ignition off. Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K52) Evap Purge Solenoid Control circuit from the Evap Purge Solenoid harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 4 >> Repair the open in the (K52) EVAP Purge Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(K52) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K52) Evap Purge Solenoid Control circuit in the Evap Purge Solenoid harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K52) EVAP Purge Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
9 - 490
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5.
(K70) EVAP PURGE SOLENOID SIGNAL CIRCUIT OPEN
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K70) Evap Purge Solenoid Signal circuit from the EVAP Purge Solenoid harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K70) Evap Purge Solenoid Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
(K70) EVAP PURGE SOLENOID SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K70) Evap Purge Solenoid Signal circuit in the Evap Purge Solenoid harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K70) Evap Purge Solenoid Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
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9 - 491
7.
PCM
9 - 492
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P0452-NVLD PRESSURE SWITCH STUCK CLOSED
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9 - 493
P0452-NVLD PRESSURE SWITCH STUCK CLOSED (CONTINUED)

When Monitored: Immediately after the engine has been started. Set Condition: The PCM activates the NLVD Solenoid. If PCM does not see NVLD switch open an error is detected. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K52) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND (K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO GROUND NVLD ASSEMBLY EVAP PURGE SOLENOID PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
Turn the ignition off. Disconnect the EVAP Purge Solenoid harness connector. Ignition on, engine not running. Using a 12-volt test light, jump across the Evap Purge Solenoid harness connector. With the scan tool, actuate the EVAP Purge Solenoid. Does the test light flash on and off? Yes No >> Go To 3 >> Go To 7
9 - 494
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3.
EVAP PURGE SOLENOID LEAKS/STUCK OPEN Turn the ignition off. Connect the Evap Purge Solenoid harness connector. Disconnect the vacuum hoses at the Evap Purge Solenoid. NOTE: After disconnecting the Evap Purge Solenoid vacuum connections, inspect the lines and solenoid for any signs of contamination from the EVAP Canister. This may indicate a faulty check valve. Replace/repair as necessary. Using a hand vacuum pump, apply 10 in Hg to the CAN of the EVAP Purge Solenoid. NOTE: Monitor the vacuum gauge for at least 15 seconds. Does the EVAP Purge Solenoid hold vacuum? Yes No >> Go To 4 >> Replace the Evap Purge Solenoid. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
NVLD SWITCH OPERATION Ignition on, engine not running. Using the scan tool, monitor the NVLD Switch State with the vacuum pump still installed and holding vacuum. Does the scan tool display the NVLD state OPEN? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
NOTE: Remove the vacuum pump and connect the vacuum hose before continuing.
5.
NVLD ASSEMBLY Disconnect the NVLD electrical connector. Does the Switch change from CLOSED to OPEN? Yes No >> Replace the NVLD Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
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6.
(K107) SIGNAL CIRCUIT SHORTED TO GROUND
9 - 495

Turn the ignition off. Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (K107) NVLD Switch Signal circuit in the NVLD Assembly harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K107) NVLD Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
7.
(K52) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (K52) Evap Purge Solenoid Control circuit in the EVAP Purge Solenoid harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K52) Evap Purge Sol Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
PCM
9 - 496
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P0453-NVLD PRESSURE SWITCH STUCK OPEN
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9 - 497
P0453-NVLD PRESSURE SWITCH STUCK OPEN (CONTINUED)

When Monitored: Engine running. Set Condition: If the PCM does not see the NVLD switch close during test an error is detected. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K107) NVLD SWITCH SIGNAL CIRCUIT OPEN (K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO THE (K106) NVLD SOLENOID CONTROL CIRCUIT (Z42) GROUND CIRCUIT OPEN NVLD ASSEMBLY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
NVLD SWITCH OPERATION Start the engine. Allow the engine to idle. Using a scan tool, perform the NVLD FORCED MONITOR TEST. Monitor the NVLD Switch state. NOTE: As the test runs, the NVLD Switch should go from an OPEN state to a CLOSED state and then return to OPEN when the test is complete. Did the NVLD Switch operate as described above? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
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2.
NVLD ASSEMBLY
Turn the ignition off. Disconnect the NVLD electrical harness connector. Ignition on, engine not running. Monitor the NVLD Switch state on the scan tool. Connect a jumper wire between the (K107) NVLD Switch Signal circuit and the (Z42) Ground circuit in the NVLD harness connector. Does the Switch change from OPEN to CLOSED with the jumper wire installed? Yes >> Replace the NVLD Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C3 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K107) NVLD Switch Signal circuit in the NVLD electrical harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K107) NVLD Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
(K107) NVLD SWITCH SIGNAL CIRCUIT OPEN Turn the ignition off.
9 - 499
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K107) NVLD Switch Signal circuit from the NVLD electrical harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K107) NVLD Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO THE (K106) NVLD SOLENOID CONTROL CIRCUIT
Measure the resistance between the (K107) NVLD Switch Signal circuit and the (K106) NVLD Solenoid Control circuit in the NVLD electrical harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K107) NVLD Switch Signal circuit and the (K106) NVLD Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
9 - 500
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6.
Measure the resistance between the (Z42) Ground circuit and ground. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (Z42) Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
PCM
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P0455-EVAP PURGE SYSTEM LARGE LEAK
9 - 501
9 - 502
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P0455-EVAP PURGE SYSTEM LARGE LEAK (CONTINUED)

Theory of Operation
The theory behind the Natural Vacuum Leak Detection (NVLD) is adherence to the Ideal Gas Law. Pressure in a sealed vessel will change linearly as a function of the temperature of the gas in the vessel. Even small leaks will allow the pressure in the vessel to come to equilibrium with the atmospheric pressure. After key-off and a calibrated amount of time, cool down from operating temperatures or diurnal ambient temperature the system pressure will force the system to go negative or draw a vacuum if there is no leak. When the vacuum level reaches 1 H2O (0.25 KPA) the NVLD vacuum switch closes. This sends a signal to the NGC freezing a timer and registering a pass. If a switch closure is not detected an assessment of leak size will be made. When Monitored: Engine Running. Cold start test. Fuel Level greater than 12%. Ambient Temperature between 4 and 32 C C (39 and 89 Close Loop fuel system. Test runs when small leak test is maturing. F F) Set Condition: The PCM activates the EVAP Purge Solenoid to pull the EVAP system into a vacuum to close the NVLD switch. Once the NVLD switch is closed, the PCM turns the EVAP Purge solenoid off to seal the EVAP system. If the NVLD switch reopens before the calibrated amount of time for a Large leak an error is detected. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EVAP PURGE SYSTEM LEAK EVAP PURGE SOLENOID NVLD SWITCH Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Check for any related TSBs before continuing. NOTE: Since a hot vehicle can conceal a leak, it is best to perform this test at room temperature. NOTE: A loose gas cap could have caused this DTC to set. Make sure gas cap is tight and in good condition. Make sure the gas cap meets OEM specifications. Ignition on, engine not running. With a scan tool, read DTCs and record the related Freeze Frame data. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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9 - 503
2.
VISUAL AND PHYSICAL INSPECTION Perform a visual and physical inspection of the entire Evaporative Emission system. Check for the follow conditions: - Holes or cracks - Loose seal points - Evidence of damaged components - Incorrect routing of hoses and tubes - Fuel Cap gasket seal Were any of the above conditions found? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
VERIFY EVAPORATIVE EMISSION LEAK To continue testing you will need Miller Tool #8404A Evaporative Emission Leak Detector (EELD). WARNING: Keep lit cigarettes, sparks, flames, and other ignition sources away from the test area to prevent the ignition of explosive gases. Keep the test area well ventilated. NOTE: The fuel tank should have between 20% and 80% of fuel tank capacity to properly test the Evap system. Connect the red power lead of the EELD to the battery positive terminal and the black ground lead to battery negative terminal. Block the vent hose of the canister if using the service port. Connect shop air to the EELD. Set the smoke/air control switch to AIR. Insert the testers AIR supply tip (clear hose) into the appropriate calibration orifice on the testers control panel (based on DTC leak size). Press the remote smoke/air start button. Position the red flag on the air flow meter so it is aligned with the indicator ball. When the calibration is complete, release the remote button. The EELD flow meter is now calibrated in liters per minute to the size leak indicated by the DTC set in the PCM. Install the service port adapter #8404-14 on the vehicles service port and block the vent hose of the EVAP Canister (if equipped) or install the #8404-ADP service adaptor into the filter line. Connect the Air supply hose from the EELD to the service port (if equipped) or to the #8404-ADP adapter. Press the remote button to activate AIR flow. NOTE: Larger volume fuel tanks, lower fuel levels or if the vehicle is equipped with a Flow Management Valve may indicate high flow and will require 4 to 5 minutes to fill. Compare the flow meter indicator ball reading to the red flag. ABOVE the red flag indicates a leak present. BELOW the red flag indicates a sealed system. Is the indicator ball above the red flag? Yes No >> Go To 4 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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4.
NOTE: A thorough visual inspection of the Evap system hoses, tubes, and connections may save time in your diagnosis. Look for any physical damage or signs of wetness at connections. The strong smell of fuel vapors may aid diagnosis also. To continue testing, you will need Miller Tool #8404A Evaporative Emissions Leak Detector (EELD). Remove the Air supply hose from the service port (if equipped) or from the #8404-ADP adapter. Connect the SMOKE supply tip (black hose) to the service port (if equipped) or to the #8404-ADP adapter. Set the smoke/air control switch to SMOKE. NOTE: The flow meter indicator ball will not move in the smoke mode. Press the remote smoke/air start button. NOTE: Make sure that smoke has filled the EVAP system by continuing to press the remote smoke/air start button, remove the vehicle fuel cap, and wait for the smoke to exit. Once smoke is indicated reinstall the fuel cap. NOTE: For optimal performance, introduce smoke into the system for an additional 60 seconds; continue introducing smoke at 15 second intervals, as necessary. While still holding the remote smoke/air start button, use the white light (#8404-CLL) to follow the EVAP system path, and look for the source of the leak indicated by exiting smoke. If a leak is concealed from view (i.e., top of fuel tank), release the remote smoke/air start button, and use the ultraviolet (UV) black light #8404-UVL and the yellow goggles 8404-20 to look for residual traces of dye that is left behind by the smoke. The exiting smoke deposits a residual fluid that is either bright green or bright yellow in color when viewed with a UV light. NOTE: Carefully inspect the vent side of the EVAP Canister. Due to the filtering system in the canister the smoke may not be as thick. Introducing smoke into the filtered side of the canister may assist in locating the leak. Was a leak found? Yes No >> Repair or replace the leaking component as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
5.
NOTE: After disconnecting the Evap Purge Solenoid vacuum connections, inspect the lines and solenoid for any signs of contamination from the EVAP Canister. This may indicate a faulty check valve. Replace/repair as necessary. Turn the ignition off. Disconnect the vacuum hoses at the Evap Purge Solenoid. Using a hand vacuum pump, apply 10 in Hg to the CAN of the EVAP Purge Solenoid. NOTE: Monitor the vacuum gauge for at least 15 seconds. Does the EVAP Purge Solenoid hold vacuum? Yes No >> Test Complete. >> Replace the Evap Purge Solenoid. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0456-EVAP PURGE SYSTEM SMALL LEAK
9 - 505
9 - 506
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P0456-EVAP PURGE SYSTEM SMALL LEAK (CONTINUED)

Theory of Operation
The theory behind the Natural Vacuum Leak Detection (NVLD) is adherence to the Ideal Gas Law. Pressure in a sealed vessel will change linearly as a function of the temperature of the gas in the vessel. Even small leaks will allow the pressure in the vessel to come to equilibrium with the atmospheric pressure. After key-off and a calibrated amount of time, cool down from operating temperatures or diurnal ambient temperature the system pressure will force the system to go negative or draw a vacuum if there is no leak. When the vacuum level reaches 1 H2O (0.25 KPA) the NVLD vacuum switch closes. This sends a signal to the NGC freezing a timer and registering a pass. If a switch closure is not detected an assessment of leak size will be made. When Monitored: Ignition off. Fuel Level less than 88%. Ambient Temperature between 4 and 43 (39 and 109 Close C C F F) Loop fuel system. Set Condition: Due to temperature changes, a vacuum is created in the fuel tank and EVAP system. With the EVAP system sealed, the PCM monitors the NVLD switch. If the NVLD switch does not close within a calibrated time allowance, an error is detected by the PCM. One Trip Fault. Three good trips to turn off the MIL. Possible Causes EVAP PURGE SYSTEM LEAK EVAP PURGE SOLENOID Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Since a hot vehicle can conceal a leak, it is best to perform this test at room temperature. NOTE: A loose gas cap could have caused this DTC to set. Make sure gas cap is tight and in good condition. Make sure the gas cap meets OEM specifications. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 507
2.
VISUAL AND PHYSICAL INSPECTION Perform a visual and physical inspection of the entire Evaporative Emission system. Check for the follow conditions: - Holes or cracks - Loose seal points - Evidence of damaged components - Incorrect routing of hoses and tubes - Fuel Cap gasket seal Were any of the above conditions found? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
9 - 508
WK
4.
NOTE: A thorough visual inspection of the Evap system hoses, tubes, and connections may save time in your diagnosis. Look for any physical damage or signs of wetness at connections. The strong smell of fuel vapors may also aid diagnosis. To continue testing, you will need Miller Tool #8404A Evaporative Emissions Leak Detector (EELD). Remove the Air supply hose from the service port (if equipped) or from the #8404-ADP adapter. Connect the SMOKE supply tip (black hose) to the service port (if equipped) or to the #8404-ADP adapter. Set the smoke/air control switch to SMOKE. NOTE: The flow meter indicator ball will not move in the smoke mode. Press the remote smoke/air start button. NOTE: Make sure that smoke has filled the EVAP system by continuing to press the remote smoke/air start button, remove the vehicle fuel cap, and wait for the smoke to exit. Once smoke is indicated reinstall the fuel cap. NOTE: For optimal performance, introduce smoke into the system for an additional 60 seconds; continue introducing smoke at 15 second intervals, as necessary. While still holding the remote smoke/air start button, use the white light (#8404-CLL) to follow the EVAP system path, and look for the source of the leak indicated by exiting smoke. If a leak is concealed from view (i.e., top of fuel tank), release the remote smoke/air start button, and use the ultraviolet (UV) black light #8404-UVL and the yellow goggles 8404-20 to look for residual traces of dye that is left behind by the smoke. The exiting smoke deposits a residual fluid that is either bright green or bright yellow in color when viewed with a UV light. NOTE: Carefully inspect the vent side of the EVAP Canister. Due to the filtering system in the canister the smoke may not be as thick. Introducing smoke into the filtered side of the canister may assist in locating the leak. Was a leak found? Yes No >> Repair or replace the leaking component as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
5.
NOTE: After disconnecting the Evap Purge Solenoid vacuum connections, inspect the lines and solenoid for any signs of contamination from the EVAP Canister. This may indicate a faulty check valve. Replace/repair as necessary. Turn the ignition off. Disconnect the vacuum hoses at the Evap Purge Solenoid. Using a hand vacuum pump, apply 10 in Hg to the CAN of the EVAP Purge Solenoid. NOTE: Monitor the vacuum gauge for at least 15 seconds. Does the EVAP Purge Solenoid hold vacuum? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the Evap Purge Solenoid. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0457-LOOSE FUEL CAP
9 - 509
9 - 510
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P0457-LOOSE FUEL CAP (CONTINUED)

Theory of Operation
Fuel level is recorded when the ignition key is turned off and is compared to the fuel level when the ignition key is turned back on. The PCM recognizes an increase in fuel level and will fail the Medium leak test because the fuel cap is broken or not installed properly. GAS CAP will be displayed in odometer to inform the owner that the cap is off of loose. When Monitored: Ignition on. Ambient Temperature between 4 and 32 (39 and 89 Close Loop fuel system. Test runs C C F F) after the medium leak test is inconclusive and the PCM has senses a fuel increase. Set Condition: The PCM activates the EVAP Purge Solenoid to pull the EVAP system into a vacuum to close the NVLD switch. Once the NVLD switch is closed, the PCM turns the EVAP Purge Solenoid off to seal the EVAP system. If the NVLD switch reopens before the calibrated amount of time after a fuel tank fill, an error is detected. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes LOOSE OR MISSING FUEL CAP FUEL FILL CAP EVAP PURGE SYSTEM MEDIUM LEAK Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding (Refer to 9 - ENGINE DIAGNOSIS AND TESTING) .
Diagnostic Test
1.
2.
LOOSE OR MISSING FUEL FILL CAP Inspect the fuel fill cap. Inspect the cap for any abnormal defects. Was the cap off, missing, or broken? Yes No >> Properly install the fuel fill cap and proceed to step 3. >> Go To 4
WK
9 - 511
3.
NVLD SERVICE TEST With the scan tool perform the NVLD Service Test. Does the NVLD Service Test pass? Yes No >> Test complete. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
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WK
5.
NOTE: A thorough visual inspection of the Evap system hoses, tubes, and connections may save time in your diagnosis. Look for any physical damage or signs of wetness at connections. The strong smell of fuel vapors may also aid diagnosis. To continue testing, you will need Miller Tool #8404A Evaporative Emissions Leak Detector (EELD). Remove the Air supply hose from the service port (if equipped) or from the #8404-ADP adapter. Connect the SMOKE supply tip (black hose) to the service port (if equipped) or to the #8404-ADP adapter. Set the smoke/air control switch to SMOKE. NOTE: The flow meter indicator ball will not move in the smoke mode. Press the remote smoke/air start button. NOTE: Make sure that smoke has filled the EVAP system by continuing to press the remote smoke/air start button, remove the vehicle fuel cap, and wait for the smoke to exit. Once smoke is indicated reinstall the fuel cap. NOTE: For optimal performance, introduce smoke into the system for an additional 60 seconds; continue introducing smoke at 15 second intervals, as necessary. While still holding the remote smoke/air start button, use the white light (#8404-CLL) to follow the EVAP system path, and look for the source of the leak indicated by exiting smoke. If a leak is concealed from view (i.e., top of fuel tank), release the remote smoke/air start button, and use the ultraviolet (UV) black light #8404-UVL and the yellow goggles 8404-20 to look for residual traces of dye that is left behind by the smoke. The exiting smoke deposits a residual fluid that is either bright green or bright yellow in color when viewed with a UV light. NOTE: Carefully inspect the vent side of the EVAP Canister. Due to the filtering system in the canister the smoke may not be as thick. Introducing smoke into the filtered side of the canister may assist in locating the leak. Was a leak found? Yes No >> Repair or replace the leaking component as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
6.
NOTE: After disconnecting the Evap Purge Solenoid vacuum connections, inspect the lines and solenoid for any signs of contamination from the EVAP Canister. This may indicate a faulty check valve. Replace/repair as necessary. Turn the ignition off. Disconnect the vacuum hoses at the Evap Purge Solenoid. Using a hand vacuum pump, apply 10 in Hg to the CAN of the EVAP Purge Solenoid. NOTE: Monitor the vacuum gauge for at least 15 seconds. Does the EVAP Purge Solenoid hold vacuum? Yes No >> Go To 7. >> Replace the Evap Purge Solenoid. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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9 - 513
7.
NVLD SWITCH OPERATION Reconnect all vacuum hoses. Start the engine. Allow the engine to idle. Using the scan tool, perform the NVLD FORCED MONITOR TEST. Monitor the NVLD Switch. NOTE: As the test runs, the NVLD Switch should go from an OPEN state to CLOSED. After the vacuum is released form the EVAP system the Switch state will return to OPEN. Did the NVLD Switch operate as described above? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) >> Replace the NVLD Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0461-FUEL LEVEL SENSOR 1 PERFORMANCE
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9 - 515
P0461-FUEL LEVEL SENSOR 1 PERFORMANCE (CONTINUED)

Theory of Operation
The fuel level rationality will set a fault for a fuel level reading that does not change over an accumulated mileage threshold to keep stuck high or stuck low fuel levels from disabling OBD monitors. If the vehicle is fitted with a saddle tank fuel system this feature includes diagnostics for both of the sending units and diagnostics for a siphon tube that has become disconnected or plugged. The power up test looks to see a large enough fuel level voltage change from the last key-off to the following engine run. The engine run test looks to see a fuel level voltage change over an accumulated mileage. When Monitored: TEST No.1: With the ignition on, the fuel level is compared to the previous key down after a 20 second delay. TEST No.2: The PCM monitors the fuel level at ignition on. Set Condition: TEST No.1: If the PCM does not see a difference in fuel level of greater than 0.1 volt the test will fail. TEST No.2: If the PCM does not see a change in the fuel level of .1765 over a set amount of miles the test will fail. Three good trips to turn off the MIL. Possible Causes (N4) FUEL LEVEL SIGNAL CIRCUIT OPEN (N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO GROUND GROUND CIRCUIT OPEN (A109) FUSED B+ CIRCUIT FUEL TANK FUEL LEVEL SENSOR Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Diagnose any CAN - C or CAN - B Communication DTCs before continuing. NOTE: Diagnose P0462 or P0463 first, if set along with P0461. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
VISUALLY INSPECT FUEL TANK Visually inspect the Fuel Tank for damage that may restrict the Fuel Sending Unit float from moving. Is the Fuel Tank OK? Yes No >> Go To 3 >> Replace the Fuel Tank as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
(A109) FUSED B+ CIRCUIT
Using a 12-volt test light connected to ground, probe the (A109) Fused B+ circuit. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the open or short to ground in the (A109) Fused B+ circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(Z912), (Z210) GROUND CIRCUITS
Using a 12-volt test light connected to B+, probe the (Z912) and (Z210) Ground circuits. Does the test light illuminate brightly? Yes No >> Go To 5 >> Repair the open in the (Z912) and (Z210) Ground circuits. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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5.
(N4) FUEL LEVEL SIGNAL CIRCUIT OPEN
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Turn the ignition off. Disconnect the Fuel Pump Module harness connector. Disconnect the C1 Cluster harness connector. Measure the resistance of the (N4) Fuel Level Signal circuit from the Fuel Pump Module harness connector to the C1 Cluster harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (N4) Fuel Level Signal circuit. Perform BODY VERIFICATION TEST-VER 1.
6.
(N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (N4) Fuel Level Signal circuit in the Fuel Pump Module harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (N4) Fuel Level Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
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7.
INTERNAL INSPECTION OF THE FUEL TANK
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Remove the Fuel Tank per Service Information. Remove the Fuel Pump Module. Visually inspect the inside of the Fuel Tank for any obstructions or deformities. Inspect the Fuel Pump Module Float arm for damage. Were any problems found? Yes No >> Repair or replace as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8 FUEL LEVEL SENSOR
8.
If there are no possible causes remaining, view repair. Repair Replace the Fuel Level Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0462-FUEL LEVEL SENSOR 1 CIRCUIT LOW
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P0462-FUEL LEVEL SENSOR 1 CIRCUIT LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and battery voltage above 10.4 volts. Set Condition: The fuel level sensor signal voltage goes below 0.4 of a volt for more than 90 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO GROUND (N4) FUEL LEVEL SIGNAL CIRCUIT OPEN (A109 FUSED B+ CIRCUIT FUEL LEVEL SENSOR INSTRUMENT CLUSTER Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE SCHEMATICS AND DIAGRAMS).
Diagnostic Test
1.
FUEL LEVEL SENSOR VOLTAGE BELOW 0.4 OF A VOLT
NOTE: Diagnose any CAN - B or CAN -C Communication DTCs before continuing. Ignition on, engine not running. With the scan tool, read the Fuel Level Sensor voltage. Is the Fuel Level Sensor voltage below 0.4 of a volt? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
FUEL LEVEL SENSOR
Turn the ignition off. Disconnect the Fuel Pump Module harness connector. Ignition on, engine not running. Using a fused jumper wire, jump the (A109) Fused B+ circuit to the (N4) Fuel Level Sensor No.1 Signal circuit in the Fuel Pump Motor harness connector. Did the Fuel gauge level change from empty to full? Yes >> Replace the Fuel Level Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
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3.
(A109) FUSED B+ CIRCUIT
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Using a 12-volt test light connected to ground, probe the (A109) Fused B+ circuit. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the open or short to ground in the (A109) Fused B+ circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C1 Cluster harness connector. Measure the resistance between ground and the (N4) Fuel Level Signal circuit in the Fuel Pump Module harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (N4) Fuel Level Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
(N4) FUEL LEVEL SIGNAL CIRCUIT OPEN
Measure the resistance of the (N4) Fuel Level Signal circuit from the Fuel Pump Module harness connector to the C1 Cluster harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (N4) Fuel Level Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
INSTRUMENT CLUSTER
NOTE: Before continuing, check the Instrument Cluster harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform BODY VERIFICATION TEST-VER 1. >> Replace and program the Instrument Cluster per Service Information. Perform BODY VERIFICATION TEST-VER 1.
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P0463-FUEL LEVEL SENSOR 1 CIRCUIT HIGH
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P0463-FUEL LEVEL SENSOR 1 CIRCUIT HIGH (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and battery voltage above 10.4 volts. Set Condition: The fuel level sensor signal voltage at the PCM goes above 4.9 volts for more than 90 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (Z912), (Z210) GROUND CIRCUIT OPEN FUEL LEVEL SENSOR INSTRUMENT CLUSTER Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
FUEL LEVEL SENSOR VOLTS ABOVE 4.9 VOLTS
NOTE: Diagnose any CAN - B and CAN - C Communication DTCs before continuing. Ignition on, engine not running. With a scan tool, read the Fuel Level Sensor voltage. Is the Fuel Level Sensor voltage above 4.9 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
FUEL LEVEL SENSOR Turn the ignition off. Disconnect the Fuel Pump Module electrical harness connector. Ignition on, engine not running. Did the Fuel Level gauge change from full to empty? Yes No >> Replace the Fuel Level Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
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3.
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P0463-FUEL LEVEL SENSOR 1 CIRCUIT HIGH (CONTINUED)

(N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C1 Cluster harness connector. Ignition on, engine not running. Measure the voltage on the (N4) Fuel Level Signal circuit in the Fuel Pump Module harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (N4) Fuel Level Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(Z910), (Z210) GROUND CIRCUIT OPEN
Turn the ignition off. Using a 12-volt test light connected to B+, probe (Z910) and (Z210) Ground circuits at the Fuel Pump Module harness connector. Does the test light illuminate brightly? Yes No >> Go To 5 >> Repair the open in the (N4) Fuel Level Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
INSTRUMENT CLUSTER
NOTE: Before continuing, check the Instrument Cluster harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform BODY VERIFICATION TEST-VER 1. >> Replace and program the Instrument Cluster per Service Information. Perform BODY VERIFICATION TEST-VER 1.
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P0480-COOLING FAN 1 CONTROL CIRCUIT
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P0480-COOLING FAN 1 CONTROL CIRCUIT (CONTINUED)
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When Monitored: With the ignition on. Battery voltage greater than 10 volts. Set Condition: An open or shorted circuit is detected in the radiator fan relay control circuit. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (A16) FUSED B+ CIRCUITS (N201) COOOLING FAN NO.1 RELAY CONTROL CIRCUIT OPEN (N201) COOOLING FAN NO.1 RELAY CONTROL CIRCUIT SHORTED TO GROUND LOW SPEED RADIATOR FAN RELAY FRONT CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
LOW SPEED RADIATOR FAN RELAY OPERATION Ignition on, engine not running. With a scan tool, actuate the Low Speed Radiator Fan Relay. Is the Cooling Fan Relay operating? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
2.
(A16) FUSED B+ CIRCUITS Turn the ignition off. Remove the Low Speed Radiator Fan Relay. Using a 12-volt test light connected to ground, probe the (A16) Fused B+ circuits. Does the test light illuminate brightly? Yes No >> Go To 3 >> Repair the open or short to ground in the (A16) Fused B+ circuits. Inspect the related fuse and repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
LOW SPEED RADIATOR FAN RELAY RESISTANCE Measure the resistance of the Low Speed Radiator Fan Relay Coil. Is the resistance between 60 to 80 ohms? Yes No >> Go To 4 >> Replace the Low Speed Radiator Fan Relay. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(N201) COOLING FAN NO.1 CONTROL CIRCUIT OPEN Disconnect the C3 FCM harness connector. Measure the resistance of the (N201) Cooling Fan No.1 Relay Control circuit from the Relay to the C3 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (N201) Cooing Fan No.1 Relay Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(N201) COOLING FAN NO.1 CONTROL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (N201) Cooling Fan No.1 Relay Control circuit at the Relay connection. Is the resistance below 100 ohms? Yes No >> Repair the short to ground in the (N201) Cooling Fan No.1 Relay Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
6.
NOTE: Before continuing, check the FCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform BODY VERIFICATION TEST-VER 1. >> Replace Front Control Module per Service Information. Perform BODY VERIFICATION TEST-VER 1.
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P0481-COOLING FAN 2 CONTROL CIRCUIT
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For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Battery voltage greater than 10 volts. Set Condition: An open or shorted circuit is detected in the radiator fan relay control circuit. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (A16) FUSED B+ CIRCUITS (N112) COOOLING FAN NO.2 RELAY CONTROL CIRCUIT OPEN (N112) COOOLING FAN NO.2 RELAY CONTROL CIRCUIT SHORTED TO GROUND HIGH SPEED RADIATOR FAN RELAY FRONT CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
HIGH SPEED RADIATOR FAN RELAY OPERATION Ignition on, engine not running. With a scan tool, actuate the High Speed Radiator Fan Relay. Is the Cooling Fan Relay operating? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
2.
(A16) FUSED B+ CIRCUITS Turn the ignition off. Remove the High Speed Radiator Fan Relay. Using a 12-volt test light connected to ground, probe the (A16) Fused B+ circuits in the Relay connection. Is the voltage above 11.0 volts? Yes No >> Go To 3 >> Repair the open or short to ground in the (A16) Fused B+ circuits. Inspect the related fuse and repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
HIGH SPEED RADIATOR FAN RELAY RESISTANCE Measure the resistance of the High Speed Radiator Fan Relay Coil. Is the resistance between 60 to 80 ohms? Yes No >> Go To 4 >> Replace the Relay. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(N112) COOLING FAN NO.2 CONTROL CIRCUIT OPEN Disconnect the C3 FCM harness connectors. Measure the resistance of the (N112) Cooling Fan No.2 Relay Control circuit from the Relay connection to the C3 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (N112) Cooling Fan No.2 Relay Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(N112) COOLING FAN NO.2 CONTROL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (N112) Cooling Fan No.2 Relay Control circuit at the Relay connection. Is the resistance below 100 ohms? Yes No >> Repair the short to ground in the (N112) Cooling Fan No.2 Relay Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
6.
NOTE: Before continuing, check the FCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform BODY VERIFICATION TEST-VER 1. >> Replace the Front Control Module per Service Information. Perform BODY VERIFICATION TEST-VER 1.
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P0498-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT LOW
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P0498-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT LOW (CONTINUED)

When Monitored: Engine running. Set Condition: The PCM detects a short in the NVLD Canister vent solenoid circuits. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K106) NVLD SOLENOID CONTROL CIRCUIT SHORTED TO GROUND NVLD ASSEMBLY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
NVLD SOLENOID
Turn the ignition off. Disconnect the NVLD electrical harness connector. Measure the resistance of the NVLD Solenoid Coil. Is the resistance between 7.5 to 8.5 ohms? Yes No >> Go To 3 >> Replace the NVLD Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P0498-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT LOW (CONTINUED)
3.
(K106) NVLD SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (K106) NVLD Solenoid Control circuit in the NVLD electrical harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K106) NVLD Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
PCM
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P0499-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT HIGH
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P0499-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT HIGH (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine running. Set Condition: The PCM detects an open in the NVLD Canister vent solenoid circuits for more than 9.375 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K106) NVLD SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE (K106) NVLD SOLENOID CONTROL CIRCUIT OPEN (Z42) GROUND CIRCUIT OPEN NVLD SOLENOID PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
NVLD SOLENOID
Turn the ignition off. Disconnect the NVLD Assembly harness connector. Measure the resistance of the NVLD Solenoid coil. Is the resistance between 7.5 to 8.5 ohms? Yes No >> Go To 3 >> Replace the NVLD Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
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(K106) NVLD SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE Disconnect the C3 PCM harness connectors. Take this measurement with the Ignition in the off (lock) position and in the Ignition on, engine off position. Measure the voltage on the (K106) NVLD Solenoid Control circuit in the NVLD Assembly harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K106) NVLD Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K106) NVLD SOLENOID CONTROL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K106) NVLD Solenoid Control circuit from the NVLD Assembly harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K106) NVLD Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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5.
Measure the resistance between the (Z42) Ground circuit and ground. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (Z42) Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
PCM
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P0501-VEHICLE SPEED SENSOR 1 PERFORMANCE
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P0501-VEHICLE SPEED SENSOR 1 PERFORMANCE (CONTINUED)

Theory of Operation
The vehicle speed sensor rationality is a continuous test that monitors the vehicle speed sensor for lack of activity. The rationality will not run if a limp-in exists for MAP, Throttle Position, and Engine Coolant Temperature. If vehicle speed sensor is below a minimum threshold for a period of time after the vehicle is operated at a sufficient load, a failure will be indicated. When Monitored: With the engine running, transmission not in park or neutral, brakes not applied, and engine rpm greater than 1500. Set Condition: This code will set if no vehicle speed signal is received from the ABS Module for more than 11 seconds for 2 consecutive trips. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes ACTIVE BUS OR COMMUNICATION DTCS TIRE CIRCUMFERENCE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. NOTE: Check for any Bus Communication DTCs. If no Bus or Communication DTCs are set, check for active DTCs stored in the Anti-Lock Brake Module. Any bus or communication DTCs or VSS DTCs in the Anti-Lock Brake Module must be properly diagnosed before continuing. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
VISUAL INSPECTION
NOTE: This code can set due to tire circumference differences and from the front or rear wheels being on a slippery surface while the opposite tires are not. This code may also set on a hard acceleration on loose gravel or during other off road driving conditions. Check tire pressure of all the tires. Check tire wear on all the tires. Ask the customer what the road and driving conditions were like when the fault set. Were any problems found? Yes No >> Repair as necessary. If the code set during a front OR rear wheel spin condition, no repair is necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
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3.
PCM
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P0501-VEHICLE SPEED SENSOR 1 PERFORMANCE (CONTINUED)

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P0503-VEHICLE SPEED SENSOR 1 ERRATIC
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P0503-VEHICLE SPEED SENSOR 1 ERRATIC (CONTINUED)
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Theory of Operation
The vehicle speed sensor rationality is a continuous test that monitors the vehicle speed sensor for lack of activity. The rationality will not run if a limp-in exists for MAP, Throttle Position, and Engine Coolant Temperature. If vehicle speed sensor is below a minimum threshold for a period of time after the vehicle is operated at a sufficient load, a failure will be indicated. When Monitored: Ignition on and battery voltage greater than 10 volts. Transmission in Drive or Reverse. Set Condition: Vehicle speed signal is erratic during road load conditions. Two Trip Fault for non ETC vehicles and One Trip Fault for ETC vehicles. Three good trips to turn off the MIL. Possible Causes ACTIVE BUS OR COMMUNICATION DTCS TIRE CIRCUMFERENCE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. NOTE: Check for any Bus Communication DTCs. If no Bus or Communication DTCs are set, check for active DTCs stored in the Anti-Lock Brake Module. Any bus or communication DTCs or VSS DTCs in the Anti-Lock Brake Module must be properly diagnosed before continuing. With a scan tool, read DTCs and record the related Freeze Frame data. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
VISUAL INSPECTION
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3.
PCM
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P0506-IDLE SPEED PERFORMANCE LOWER THAN EXCEPTED

Theory of Operation
The objective of the Idle Speed Rationality is to monitor the ability to achieve and maintain a steady idle condition. The monitor will judge the functionality of the idle speed control system by monitoring RPM during idle. If RPM does not come within a calibrated deadband of target idle speed, a timer is started. If the timer reaches its maximum threshold without any sign of the RPM trending towards control, a soft failure is generated. When Monitored: With the engine running at idle, MAF <250 mg/tdc, air temp >-17.8 (0 and <-7 (19.4 enable after C F) C F) coolant temp >70 (158 or air temp >-7 (19.4 coolant temp >-7 (19.4 <130 (266 canister C F) C F), C F) C F), purge <100% duty cycle, and no VSS, MAF/MAP, ECT, TPS, ETC, CRK Sensor DTCs nor any fuel system or injector DTCs. Set Condition: Engine speed is 100 RPM or more below idle speed for 7 seconds. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes AIR INDUCTION SYSTEM THROTTLE BODY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: If any other DTCs are present, they must be diagnosed and repaired before continuing this test. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
AIR INDUCTION SYSTEM Inspect the Air Induction System for the following problems. Restrictions: Dirty Air Cleaner, Foreign material trapped in the air intake tube, etc. Leaks: Air Intake tube connection, Air Cleaner housing, etc. Were any problems found? Yes No >> Repair or replace as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
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P0506-IDLE SPEED PERFORMANCE LOWER THAN EXCEPTED (CONTINUED)
3.
THROTTLE BODY OPERATION Inspect the throttle body for carbon build up, other restrictions, and a bent throttle plate using a straight edge. If the throttle plate does not close entirely it may be bent and needs to be replaced. Verify that the throttle cable between the Accelerator Pedal and APPS is not binding. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. While the vehicle is running, lightly tap on ETC Motor, with your hand, and listen for idle to raise. Were any problems found or did the idle fluctuate while tapping on the ETC Motor? Yes No >> Repair or replace as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
PCM
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P0507-IDLE SPEED PERFORMANCE HIGHER THAN EXCEPTED

Theory of Operation
The objective of the Idle Speed Rationality is to monitor the ability to achieve and maintain a steady idle condition. The monitor will judge the functionality of the idle speed control system by monitoring RPM during idle. If RPM does not come within a calibrated deadband of target idle speed, a timer is started. If the timer reaches its maximum threshold without any sign of the RPM trending towards control, a soft failure is generated. When Monitored: With the engine running at idle, MAF <250 mg/tdc, air temp >-17.8 (0 and <-7 (19.4 enable after C F) C F) coolant temp >70 (158 or air temp >-7 (19.4 coolant temp >-7 (19.4 <130 (266 canister C F) C F), C F) C F), purge <100% duty cycle, and no VSS, MAF/MAP, ECT, TPS, ETC, CRK Sensor DTCs nor any fuel system or injector DTCs. Set Condition: Engine speed is 200 RPM or more above idle speed for 7 seconds. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes AIR INDUCTION SYSTEM VACUUM LEAKS THROTTLE BODY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: If any other DTCs are present, they must be diagnosed and repaired before continuing this test. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
AIR INDUCTION SYSTEM Inspect the Air Induction System for the following problems. Restrictions: Dirty Air Cleaner, Foreign material trapped in the air intake tube, etc. Leaks: Air Intake tube connection, Air Cleaner housing, etc. Were any problems found? Yes No >> Repair or replace as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
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P0507-IDLE SPEED PERFORMANCE HIGHER THAN EXCEPTED (CONTINUED)
3.
VACUUM LEAKS Start the engine. Inspect the vehicle for external vacuum leaks. Inspect the engine for internal leaks. Were any vacuum leaks found? Yes No >> Repair the vacuum leak as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
THROTTLE BODY OPERATION Inspect the throttle body for carbon build up, other restrictions, and a bent throttle plate using a straight edge. If the throttle plate does not close entirely it may be bent and needs to be replaced. Verify that the throttle cable between the Accelerator Pedal and APPS is not binding. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. While the vehicle is running, lightly tap on ETC Motor, with your hand, and listen for idle to fluctuate. Were any problems found or did the idle fluctuate while tapping on the ETC Motor? Yes No >> Repair or replace as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
5.
PCM
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P0508-IDLE AIR CONTROL VALVE SENSE CIRCUIT LOW
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P0508-IDLE AIR CONTROL VALVE SENSE CIRCUIT LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine running. Battery voltage greater than 10 volts. IAC motor operating. Set Condition: The PCM senses a short to ground or battery voltage on any of the Linear Idle Air Control (LIAC) control circuits for 2.75 seconds while the IAC motor is active. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K61) IAC CONTROL CIRCUIT SHORTED TO GROUND (K961) IAC SIGNAL CIRCUIT OPEN (K961) IAC SIGNAL CIRCUIT SHORTED TO GROUND (K61) IAC CONTROL CIRCUIT OPEN IAC MOTOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
IAC MOTOR OPERATION
NOTE: If the engine will not idle, maintain an engine speed between 800 and 1500 RPM. Start the engine. Allow the engine to idle. With a scan tool, read the IAC Current. Is the IAC Current below 146 mA? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
IAC MOTOR Turn the ignition off. Disconnect the IAC Motor harness connector. Remove the IAC Motor.
9 - 551
NOTE: Inspect the IAC air passages for restrictions and damage to the IAC valve. Measure the resistance across the IAC Motor pin terminals (component). Is the resistance 9.7 +/- 1.0 ohms? Yes No >> Go To 3 >> Replace the IAC Motor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
(K961) IAC SIGNAL CIRCUIT OPEN
Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K961) IAC Signal circuit from the IAC Motor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 4 >> Repair the open in the (K961) IAC Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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4.
(K961) IAC SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K961) IAC Signal circuit in the IAC Motor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K961) IAC Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
(K61) IAC CONTROL CIRCUIT OPEN
Measure the resistance of the (K61) IAC Control circuit from the IAC Motor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K61) IAC Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
(K61) IAC CONTROL CIRCUIT SHORTED TO GROUND
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Measure the resistance between ground and the (K61) IAC Control circuit in the IAC Motor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K61) IAC Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
PCM
9 - 554
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P0509-IDLE AIR CONTROL VALVE SENSE CIRCUIT HIGH
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9 - 555
P0509-IDLE AIR CONTROL VALVE SENSE CIRCUIT HIGH (CONTINUED)

When Monitored: Engine running. Battery voltage greater than 10 volts. IAC motor operating. Set Condition: The PCM senses a short to ground or battery voltage on any of the Linear Idle Air Control (LIAC) control circuits for 2.75 seconds while the IAC motor is active. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K961) IAC RETURN CIRCUIT SHORTED TO BATTERY VOLTAGE (K61) IAC CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE (K61) IAC CONTROL CIRCUIT SHORTED TO THE (K961) IAC RETURN CIRCUIT IAC MOTOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
IAC MOTOR OPERATION
NOTE: If the engine will not idle, maintain an engine speed between 800 and 1500 RPM. Start the engine. Allow the engine to idle. With a scan tool, read the IAC Current. Is the IAC Current above 999 mA? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
IAC MOTOR Turn the ignition off. Disconnect the IAC Motor harness connector. With the scan tool, monitor the IAC Current. Ignition on, engine not running. Does the scan tool display IAC Current at 0 mA? Yes No >> Replace the IAC Motor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
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3.
(K961) IAC SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K961) IAC Signal circuit in the IAC Motor harness connector. Is the voltage above 0.5 of a volt? Yes >> Repair the short to battery voltage in the (K961) IAC Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K61) IAC CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
Measure the voltage on the (K61) IAC Control circuit in the IAC Motor harness connector. Is the voltage above 0.5 of a volt? Yes >> Repair the short to battery voltage in the (K61) IAC Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
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(K61) IAC CONTROL CIRCUIT SHORTED TO THE (K961) IAC RETURN CIRCUIT Turn the ignition off. Measure the resistance across the (K961) IAC Signal circuit and the (K61) IAC Control circuit in the IAC Motor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K961) IAC Signal circuit and the (K61) IAC Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
PCM
9 - 558
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P0513-INVALID SKIM KEY
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P0513-INVALID SKIM KEY (CONTINUED)
9 - 559
When Monitored: Ignition on. Set Condition: The PCM detects an invalid SKREEM key. One Trip Fault. Possible Causes INCORRECT VIN PROGRAMMED IN THE PCM NO COMMUNICATION WITH SKREEM NO VIN PROGRAMMED IN THE PCM IGNITION KEY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Diagnose any Can C or Can B failures before continuing. Ignition on, engine not running. With the scan tool, read the PCM DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Go To 6
2.
NO COMMUNICATION WITH SKREEM With the scan tool, attempt to communicate with the SKREEM. Can the scan tool communicate with the SKREEM? Yes No >> Go To 3 >> Refer to Section 8 - Electrical VEHICLE THEFT SECURITY - ELECTRICAL DIAGNOSTICS and perform the appropriate Diagnostic Procedure. Perform SKREEM VERIFICATION. (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY - STANDARD PROCEDURE)
3.
SKREEM TROUBLE CODES SET With the scan tool, check for SKREEM DTCs. Are any DTCs present in the SKREEM? Yes >> Refer to Section 8 - Electrical VEHICLE THEFT SECURITY - ELECTRICAL DIAGNOSTICS and perform the appropriate Diagnostic Procedure. Perform SKREEM VERIFICATION. (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY - STANDARD PROCEDURE) >> Go To 4
No
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P0513-INVALID SKIM KEY (CONTINUED)
4.
VIN PROGRAMMED INTO PCM With the scan tool, display the VIN that is programmed in the PCM. Has a VIN been programmed into the PCM? Yes No >> Go To 5 >> Program the correct VIN into the PCM and retest. Perform SKREEM VERIFICATION. (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY - STANDARD PROCEDURE)
5.
PCM Turn the ignition off. Replace and program the SKREEM per Service Information. Ignition on, engine not running. With the scan tool, erase all SKREEM and PCM DTCs. Attempt to start and idle the engine. With the scan tool, read the PCM DTCs. Does the scan tool display this code? Yes >> NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Replace and program the Powertrain Control Module per Service Information. Perform SKREEM VERIFICATION. (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY - STANDARD PROCEDURE) >> Test Complete.
No
6.
IGNITION KEY
NOTE: You must obtain the SKREEM pin number. NOTE: This DTC could have been set if the SKREEM harness connector was disconnected, or if the SKREEM was replaced recently. NOTE: All keys that the customer uses for this vehicle must be tested to verify they are operating properly. Ignition on, engine not running. Verify the correct VIN is programmed into the PCM and SKREEM. Turn the ignition off. With each customer key turn the ignition key on and crank the engine to start. With the scan tool, read the PCM DTCs. Look for P0513. Is the DTC P0513 still active? Yes >> Replace the Ignition Key. Perform SKREEM VERIFICATION. (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY - STANDARD PROCEDURE) >> Test Complete.
No
NOTE: If this DTC cannot be reset, it could have been an actual theft attempt.
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P0520-ENGINE OIL PRESSURE SENSOR CIRCUIT
9 - 562
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P0520-ENGINE OIL PRESSURE SENSOR CIRCUIT (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on, engine not running. Set Condition: The PCM senses the oil pressure is out of the calibrated range. Possible Causes (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE RESISTANCE (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT ENGINE OIL PRESSURE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Make sure that the engine oil is at the proper level. Also, check the customers oil change history to ensure that the oil is being changed at the correct intervals and that the proper oil viscosity is being used. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
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(G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. Disconnect the Engine Oil Pressure Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (G6) Engine Oil Pressure Signal circuit in the Engine Oil Pressure Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
ENGINE OIL PRESSURE SENSOR
Turn the ignition off. Connect the PCM harness connectors. Ignition on, engine not running. With a scan tool, monitor the Engine Oil Pressure Sensor voltage. Connect a jumper wire between the (K900) Sensor Ground circuit and the (G6) Engine Oil Pressure Signal circuit. NOTE: Engine Oil Pressure voltage should change from approximately 4.5 volts to less than 0.5 of a volt. Is the voltage reading within the listed specification when the jumper wire is installed? Yes >> Replace the Engine Oil Pressure Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
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4.
EXCESSIVE RESISTANCE IN THE (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT
Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (G6) Engine Oil Pressure Signal circuit from the Engine Oil Pressure Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms for each circuit? Yes No >> Go To 5 >> Repair the excessive resistance in the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (G6) Engine Oil Pressure Signal circuit Engine Oil Pressure Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
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6.
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EXCESSIVE RESISTANCE IN THE (F855) 5VOLT SUPPLY CIRCUIT Measure the resistance of the (F855) 5-volt Supply circuit from the Engine Oil Pressure Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
Measure the resistance between ground and the (F855) 5-volt Supply circuit in the Engine Oil Pressure Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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8.
Measure the resistance of the (K900) Sensor Ground circuit from the Engine Oil Pressure Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the excessive resistance in the (K900) Sensor Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
PCM
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P0521-ENGINE OIL PRESSURE SENSOR PERFORMANCE
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P0521-ENGINE OIL PRESSURE SENSOR PERFORMANCE (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine running. Set Condition: The engine oil pressure never reaches the calibrated specification with the engine RPM at 1250. Possible Causes ENGINE OIL/ENGINE MECHANICAL (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE RESISTANCE (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K900) SENSOR RETURN CIRCUIT ENGINE OIL PRESSURE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
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2.
ENGINE OIL/ENGINE MECHANICAL
9 - 569

NOTE: The following items must be considered before determining the cause of this DTC. Failure to do so may lead to misdiagnosis. ENGINE MECHANICAL TOLERANCES OUT OF SPECIFICATION ENGINE OIL PRESSURE OUT OF SPECIFICATION LOW ENGINE OIL OIL DIRTY OR DETERIORATED (Lack of scheduled oil changes) ENGINE OIL CONTAMINATED (i.e., coolant and/or fuel) If any of the above conditions are found, repair as necessary. Were any of the above conditions present? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
(G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C1 PCM harness connector. Disconnect the Engine Oil Pressure Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (G6) Engine Oil Pressure Signal circuit in the Engine Oil Pressure Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
9 - 570
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4.
Turn the ignition off. Connect the PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the Engine Oil Pressure Sensor voltage. Connect a jumper wire between the (K900) Sensor Ground circuit and the (G6) Engine Oil Pressure Signal circuit. NOTE: Engine Oil Pressure voltage should change from approximately 4.5 volts to less than 0.5 of a volt. Is the voltage reading within the listed specification when the jumper wire is installed? Yes >> Remove the Engine Oil Pressure sensor and ensure the oil passage/port is free from any blockage. If OK, replace the Engine Oil Pressure Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (G6) Engine Oil Pressure Signal circuit from the Engine Oil Pressure Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the excessive resistance in the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
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(G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (G6) Engine Oil Pressure Signal circuit Engine Oil Pressure Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
EXCESSIVE RESISTANCE IN THE (F855) 5VOLT SUPPLY CIRCUIT
Measure the resistance of the (F855) 5-volt Supply circuit from the Engine Oil Pressure Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 8 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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8.
No
9.
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10.
PCM
9 - 573

9 - 574
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P0522-ENGINE OIL PRESSURE SENSOR CIRCUIT LOW 5.7L
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9 - 575
P0522-ENGINE OIL PRESSURE SENSOR CIRCUIT LOW 5.7L (CONTINUED)

When Monitored: With the ignition on. Battery voltage greater than 10 volts. Set Condition: The Oil pressure signal is below the calibrated amount. One Trip Fault. Three good trips to turn off the MIL. ETC light will illuminate. Possible Causes (F855) 5-VOLT SUPPLY CIRCUIT OPEN (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT ENGINE OIL PRESSURE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
2.
(F855) 5-VOLT SUPPLY CIRCUIT Turn the ignition off. Disconnect the Engine Oil Pressure Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F855) 5-volt Supply circuit in the Engine Oil Pressure Sensor harness connector. Is the voltage between 4.8 to 5.2 volts? Yes No >> Go To 3 >> Go To 6
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3.
ENGINE OIL PRESSURE SENSOR With a scan tool, monitor the Engine Oil Pressure Sensor voltage with the Sensor harness connector disconnected. Is the voltage above 4.5 volts? Yes No >> Replace the Engine Oil Pressure Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. Measure the resistance between ground and the (G6) Engine Oil Pressure Signal circuit in the Engine Oil Pressure Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
(G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (G6) Engine Oil Pressure Sensor Signal circuit and the (K900) Sensor Ground circuit in the Engine Oil Pressure Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K900) Sensor Ground circuit and the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
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6.
(F855) 5-VOLT SUPPLY CIRCUIT OPEN Turn the ignition off. Disconnect the C2 PCM harness connector.
9 - 577
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnostics. Measure the resistance of the (F855) 5-volt Supply circuit from the Engine Oil Pressure Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
No
9 - 578
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8.
PCM
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P0522-OIL PRESSURE TOO LOW 3.7L, 4.7L
9 - 579
9 - 580
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P0522-OIL PRESSURE TOO LOW 3.7L, 4.7L (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition key on and battery voltage above 10.4 volts. Set Condition: The oil pressure sensor voltage at PCM goes below 0.1 of a volt for 0.5 of a second. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (G6) OIL PRESSURE SIGNAL CIRCUIT OPEN (G6) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (G6) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND OIL PRESSURE SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
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9 - 581
2.
OIL PRESSURE SWITCH
Turn the ignition off. Disconnect the Oil Pressure Switch harness connector. Ignition on, engine not running. Connect a jumper wire to the (G6) Oil Pressure Signal circuit in the Sensor harness connector. With the scan tool monitor the Oil Pressure Switch state. Touch the other end of the jumper wire to a known good Ground several times. Did the Oil Pressure Switch state change from High to Low when connecting and disconnecting the jumper wire to ground? Yes >> Replace the Oil Pressure Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
3.
(G6) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C1 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (G6) Oil Pressure Signal circuit in the Switch harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage on the (G6) Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
9 - 582
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4.
(G6) OIL PRESSURE SWITCH SIGNAL CIRCUIT OPEN
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (G6) Oil Pressure Signal circuit from the Oil Pressure Switch harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (G6) Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(G6) SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between a known good ground and the (G6) Oil Pressure Signal circuit in the Switch connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (G6) Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
WK
9 - 583
6.
PCM
9 - 584
WK
P0523-ENGINE OIL PRESSURE SENSOR CIRCUIT HIGH
WK
9 - 585
P0523-ENGINE OIL PRESSURE SENSOR CIRCUIT HIGH (CONTINUED)

When Monitored: With the ignition on. Battery voltage greater than 10 volts. Set Condition: The Engine Oil pressure signal is greater than the calibrated amount. One Trip Fault. Possible Causes (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT OPEN (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT (K900) SENSOR GROUND CIRCUIT OPEN ENGINE OIL PRESSURE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Make sure that the engine oil is at the proper level. Also, check the customers oil change history to make sure that the oil is being changed at the correct intervals and that the proper oil viscosity is being used. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 586
WK
2.
Turn the ignition off. Disconnect the Engine Oil Pressure Sensor harness connector. Connect a jumper wire between the (G6) Engine Oil Pressure Signal circuit and the (K900) Sensor Ground circuit in the Engine Oil Pressure Sensor harness connector. With a scan tool, monitor the Engine Oil Pressure Sensor voltage. Ignition on, engine not running. Is the voltage below 0.5 of a volt with the jumper wire installed? Yes >> Replace the Engine Oil Pressure Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C1 and C2 PCM harness connectors. Ignition on, engine not running. Measure the voltage on the (G6) Engine Oil Pressure Signal circuit in the Engine Oil Pressure Sensor harness connector. Is there any voltage present? Yes >> Repair the short to battery voltage in the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
WK
4.
(G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT OPEN Turn the ignition off.
9 - 587
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (G6) Engine Oil Pressure Signal circuit from the Engine Oil Pressure Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (G6) Engine Oil Pressure Signal circuit and the (F855) 5-volt Supply circuit in the Engine Oil Pressure Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (F855) 5-volt Supply circuit and the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
9 - 588
WK
6.
Measure the resistance of the (K900) Sensor Ground circuit from the Engine Oil Pressure Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K900) Sensor Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
PCM
WK
P0524-ENGINE OIL PRESSURE TOO LOW
9 - 589
9 - 590
WK
P0524-ENGINE OIL PRESSURE TOO LOW (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine running. Set Condition: The engine oil pressure never reaches the calibrated specification to allow the MDS activation. Possible Causes ENGINE OIL/ENGINE MECHANICAL (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE RESISTANCE (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K900) SENSOR RETURN CIRCUIT ENGINE OIL PRESSURE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Make sure that the engine oil is at the proper level. Also, check the customers oil change history to make sure that the oil is being changed at the correct intervals and that the proper oil viscosity is being used. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 591
2.
ENGINE OIL/ENGINE MECHANICAL
NOTE: The following items must be considered before determining the cause of this DTC. Failure to do so may lead to misdiagnosis. ENGINE MECHANICAL TOLERANCES OUT OF SPECIFICATION ENGINE OIL PRESSURE OUT OF SPECIFICATION LOW ENGINE OIL OIL DIRTY OR DETERIORATED (Lack of scheduled oil changes) CORRECT VISCOSITY ENGINE OIL CONTAMINATED (i.e., coolant and/or fuel) If any of the above conditions are found, repair as necessary. Were any of the above conditions present? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
Turn the ignition off. Connect the C2 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the Engine Oil Pressure Sensor voltage. Connect a jumper wire between the (K900) Sensor Ground circuit and the (G6) Engine Oil Pressure Signal circuit. NOTE: Engine Oil Pressure voltage should change from approximately 4.5 volts to less than 0.5 of a volt. Is the voltage reading within the listed specification when the jumper wire is installed? Yes >> Remove the Engine Oil Pressure sensor and ensure the oil passage/port is free from any blockage. If OK, replace the Engine Oil Pressure Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
9 - 592
WK
4.
Turn the ignition off. Disconnect the C1 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (G6) Engine Oil Pressure Signal circuit from the Engine Oil Pressure Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the excessive resistance in the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
Measure the resistance between ground and the (G6) Engine Oil Pressure Signal circuit in the Engine Oil Pressure Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (G6) Engine Oil Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
WK
9 - 593
6.
EXCESSIVE RESISTANCE IN THE (F855) 5VOLT SUPPLY CIRCUIT
Measure the resistance of the (F855) 5-volt Supply circuit from the Engine Oil Pressure Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
No
9 - 594
WK
8.
9.
PCM
WK
P0532-A/C PRESSURE SENSOR CIRCUIT LOW
9 - 595
9 - 596
WK
P0532-A/C PRESSURE SENSOR CIRCUIT LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine running, AC is learned, and AC Clutch Relay energized. Set Condition: The A/C pressure transducer signal voltage at the PCM goes below 0.58 of a volt for 2.6 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (F891) 5-VOLT SUPPLY CIRCUIT OPEN (F891) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND A/C PRESSURE TRANSDUCER (C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND (C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (C918) SENSOR RETURN CIRCUIT FRONT CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
A/C PRESSURE TRANSDUCER VOLTAGE BELOW 0.6 OF A VOLT
NOTE: Make sure the A/C refrigerant System is properly charged per Service Information. Start the engine. With a scan tool, read the A/C Pressure Sensor voltage. Is the voltage below 0.6 of a volt? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
Turn the ignition off. Disconnect the A/C Pressure Transducer harness connector. Ignition on, engine not running. Measure the voltage on the (F891) 5-volt Supply circuit in the A/C Pressure Transducer harness connector. Is the voltage between 4.5 to 5.2 volts? Yes No >> Go To 3 >> Go To 6
WK
3.
9 - 597

A/C PRESSURE TRANSDUCER With the scan tool, monitor the A/C Pressure Transducer voltage. Is the voltage above 0.6 of a volt? Yes No >> Replace the A/C Pressure Transducer. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
(C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C1 FCM harness connector. Measure the resistance between ground and the (C18) A/C Pressure Signal circuit in the A/C Pressure Transducer harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (C18) A/C Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
(C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (C918) SENSOR RETURN CIRCUIT
Disconnect the IPM FCM harness connector. Measure the resistance between the (C18) A/C Pressure Signal circuit and the (C918) Sensor Return circuit in the A/C Pressure Transducer harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (C918) Sensor Return circuit and the (C18) A/C Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
9 - 598
WK
6.
Turn the ignition off. Disconnect the C1 FCM harness connector. Measure the resistance of the (F891) 5-volt Supply circuit from the A/C Pressure Transducer harness connector to the C1 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (F891) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
Measure the resistance between ground and the (F891) 5-volt Supply circuit in the A/C Pressure Transducer harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F891) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
WK
8.
9 - 599

NOTE: Before continuing, check the FCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform BODY VERIFICATION TEST-VER 1. >> Replace and program the Front Control Module per Service Information. Perform BODY VERIFICATION TEST-VER 1.
9 - 600
WK
P0533-A/C PRESSURE SENSOR CIRCUIT HIGH
WK
9 - 601
P0533-A/C PRESSURE SENSOR CIRCUIT HIGH (CONTINUED)

When Monitored: Engine running and the A/C Clutch Relay energized. Set Condition: The A/C pressure transducer signal at the PCM goes above 4.92 volts. One trip Fault. Three good trips to turn off the MIL. Possible Causes (C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (C18) A/C PRESSURE SIGNAL CIRCUIT OPEN (C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (F891) 5-VOLT SUPPLY CIRCUIT (C918) SENSOR RETURN CIRCUIT OPEN A/C PRESSURE TRANSDUCER FCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
A/C PRESSURE TRANSDUCER VOLTAGE ABOVE 4.9 VOLTS
NOTE: Make sure the A/C refrigerant System is properly charged per Service Information. Start the engine. With a scan tool, read the A/C Pressure Sensor voltage. Is the voltage above 4.9 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 602
WK
2.
A/C PRESSURE TRANSDUCER
Turn the ignition off. Disconnect the A/C Pressure Transducer harness connector. Connect a jumper wire between the (C18) A/C Pressure Signal circuit and the (C918) Sensor Return circuit in the Transducer harness connector. Ignition on, engine not running. With the scan tool, monitor the A/C Pressure Transducer voltage. Is the voltage below 1.0 volt with the jumper wire installed? Yes >> Replace the A/C Pressure Transducer. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C1 FCM harness connector. Ignition on, engine not running. Measure the voltage on the (C18) A/C Pressure Signal circuit in the A/C Pressure Transducer harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (C18) A/C Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
WK
4.
(C18) A/C PRESSURE SIGNAL CIRCUIT OPEN
9 - 603

Turn the ignition off. Measure the resistance of the (C18) A/C Pressure Signal circuit from the A/C Pressure Transducer harness connector to the C1 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (C18) A/C Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (F891) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (C18) A/C Pressure Signal circuit and the (F891) 5-volt Supply circuit in the A/C Pressure Transducer harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (F891) 5-volt Supply circuit and the (C18) A/C Pressure Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
9 - 604
WK
6.
(C918) SENSOR RETURN CIRCUIT OPEN
Disconnect the IPM FCM harness connector. Measure the resistance of the (C918) Sensor Return circuit from the A/C Pressure Sensor harness connector to the IPM FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (C918) Sensor Return circuit Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
NOTE: Before continuing, check the FCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform BODY VERIFICATION TEST-VER 1. >> Replace and program the Front Control Module per Service Information. Perform BODY VERIFICATION TEST - VER 1.
WK
P0562-BATTERY VOLTAGE LOW
9 - 605
9 - 606
WK
P0562-BATTERY VOLTAGE LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: The engine running. The engine speed greater than 1000 RPM. Set Condition: Battery voltage is 1 volt less than desired voltage for a set period of time. One Trip Fault. ETC light is flashing. Possible Causes RESISTANCE IN THE (A11) BATTERY POSITIVE CIRCUIT RESISTANCE IN THE GENERATOR CASE GROUND GENERATOR OPERATION (K125) GENERATOR FIELD CONTROL CIRCUIT OPEN (K125) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO GROUND (Z385) GROUND CIRCUIT OPEN PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Make sure the Battery is in good condition. Using the Midtronics Battery Tester, test the Battery before continuing. NOTE: Inspect the vehicle for after market accessories that may exceed the Generator System output. Turn the ignition off. NOTE: Make sure the generator drive belt is in good operating condition. NOTE: Inspect the fuses in the IPM. If an open fuse is found, use the wire diagram/schematic as a guide, inspect the wiring and connectors for damage. Ignition on, engine not running. With the scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 607
2.
(A11) B+ CIRCUIT HIGH RESISTANCE
WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. NOTE: Make sure all wires are clear of the engines moving parts. Measure the voltage between the (A11) B+ Terminal at the Generator and the Battery + Post. Start the engine. Is the voltage above 0.4 of a volt? Yes >> Repair the excessive resistance in the (A11) B+ circuit between the Generator and Battery. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
GENERATOR CASE GROUND HIGH RESISTANCE Ignition on, engine not running. Start the engine. Allow the engine to reach normal operating temperature. NOTE: Make sure all wires are clear of the engines moving parts. Measure the voltage between the Generator case and Battery ground post. Is the voltage above 0.1 of a volt? Yes >> Repair excessive resistance in the Generator Ground between the Generator Case and Battery ground side. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
GENERATOR OPERATION
Turn the ignition off. Disconnect the Generator Field harness connector. Using a 12-volt test light, jump it across the Generator Field harness connector. Ignition on, engine not running. With the scan tool, actuate the Gen Field Control circuit. Does the test light illuminate brightly and flash on and off? Yes >> Replace the Generator. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
9 - 608
WK
5.
(K125) GENERATOR FIELD CONTROL CIRCUIT OPEN
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K125) Gen Field Control circuit from the Generator harness connector to the appropriate terminal of the special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K125) Gen Field Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
(K125) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K125) Gen Field Control circuit in the Generator Field harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K125) Gen Field Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
WK
9 - 609
7.
Using a 12-volt test light connected to 12-volts, probe the (Z385) Ground circuit in the Generator Field harness connector. Does the test light illuminate brightly? Yes No >> Go To 8 >> Repair the open in the (Z385) Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
PCM
9 - 610
WK
P0563-BATTERY VOLTAGE HIGH
WK
P0563-BATTERY VOLTAGE HIGH (CONTINUED)
9 - 611
When Monitored: With the ignition on. Engine RPM greater than 1000 RPM. With no other charging system codes set. Set Condition: Battery voltage is 1 volt greater than desired voltage for more than 10 seconds. Battery voltage greater than 15.75 volts. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K125) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE GENERATOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Make sure the Battery is in good condition. Using the Midtronics Battery Tester, test the Battery before continuing. NOTE: Inspect the vehicle for after market accessories that may exceed the Generator System output. Turn the ignition off. NOTE: Make sure the generator drive belt is in good operating condition. NOTE: Inspect the fuses in the IPM. If a fuse is open use the wire diagram/schematic as a guide, inspect the wiring and connectors for damage. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 612
WK
P0563-BATTERY VOLTAGE HIGH (CONTINUED)
2.
GENERATOR OPERATION
Turn the ignition off. Disconnect the Generator Field harness connector. Using a 12-volt test light, jump across the Generator Field harness connector. Ignition on, engine not running. With the scan tool, actuate the Generator Field Driver. Does the test light illuminate brightly and flash on and off? Yes >> Replace the Generator. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(K125) FIELD CIRCUIT SHORTED BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K125) Gen Field Control circuit at the Generator Field harness connector. Is the voltage above 1.0 volt? Yes >> Repair the short to battery voltage in the (K125) Gen Field Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
PCM
WK
P0571-BRAKE SWITCH 1 PERFORMANCE
9 - 613
9 - 614
WK
P0571-BRAKE SWITCH 1 PERFORMANCE (CONTINUED)

Theory of Operation
The brake switch rationality checks both failure modes of the brake switch. The brake switch stuck on test checks for a high vehicle speed condition where the brake switch is unexpectedly depressed. The brake switch stuck off test checks for repeated vehicle stop maneuvers without the brake switch depressed. When Monitored: Ignition on. Set Condition: If the output of Brake Switch No.1 to the PCM looks like it is not applied, while Brake Lamp Switch Output circuit is applied the fault will mature in 60ms. Two Trip Fault. Possible Causes (B15) BRAKE SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND (B16) BRAKE SWITCH NO.2 SIGNAL CIRCUIT OPEN (B16) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND (Z904) GROUND CIRCUIT OPEN STOP LAMP SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Make sure the Stop Lamp Switch is properly adjusted before continuing. NOTE: Make sure the Stop Lamp Switch is properly wired, such as (B15) Brake Switch No.1 and (B16) Brake Switch No.2 Signal circuit are not switched at the harness connector. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 615
2.
(B15) BRAKE SWITCH NO.1 SIGNAL SHORTED TO GROUND
Turn the ignition off. Disconnect the Stop Lamp Switch harness connector. Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (B15) Brake Switch No.1 Signal circuit in the Stop Lamp Switch harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (B15) Brake Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(B16) BRAKE SWITCH NO.2 SIGNAL CIRCUIT OPEN
Disconnect the C3 PCM harness connector. Measure the resistance of the (B16) Brake Switch No.2 Signal circuit from the Stop Lamp Switch harness connector to the C1 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 4 >> Repair the open in the (B16) Brake Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 616
WK
4.
(B16) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (B16) Brake Switch No.2 Signal circuit in the Stop Lamp Switch harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (B16) Brake Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
Measure the resistance between ground and the (Z904) Ground circuit in the Stop Lamp Switch harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (Z904) Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
STOP LAMP SWITCH Measure the resistance between the (Z904) Ground circuit terminal and the (B15) Brake Switch No.1 Signal terminal in the Stop Lamp Switch. Next, measure the resistance between the (F942) Fused Ignition Switch Output circuit terminal and the (B16) Brake Switch No.2 Signal circuit terminal in the Stop Lamp Switch. Apply and release the Stop Lamp Switch while monitoring the ohmmeter. Does the resistance change from below 5.0 ohms to an open circuit for one or both of the measurements taken? Yes No >> Go To 7 >> Replace the Stop Lamp Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 617
7.
PCM
9 - 618
WK
P0572-BRAKE SWITCH 1 STUCK ON
WK
P0572-BRAKE SWITCH 1 STUCK ON (CONTINUED)
9 - 619
When Monitored: Ignition on. Set Condition: When the PCM recognizes Brake Switch No.1 is mechanically stuck in the low/on position. Two Trip Fault. Three Global Good Trips to Clear. Possible Causes (B15) BRAKE SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND (B16) BRAKE SWITCH NO.2 SIGNAL CIRCUIT OPEN STOP LAMP SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Verify battery voltage is greater than 10 volts. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
STOP LAMP SWITCH Turn the ignition off. Remove the Stop Lamp Switch and disconnect the harness connector. Measure the resistance between the (Z940) Ground circuit terminal and the (B15) Brake Switch No.1 Signal terminal in the Stop Lamp Switch. Measure the resistance between the (F942) Fused Ignition Switch Output circuit terminal and the (B16) Brake Switch No.2 Signal circuit terminal in the Stop Lamp Switch. Apply and release the Stop Lamp Switch plunger while monitoring the ohmmeter. Does the resistance change from below 5.0 ohms to an open circuit? Yes No >> Go To 3 >> Replace the Stop Lamp Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 620
WK
3.
Turn the ignition off. Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (B15) Brake Switch No.1 Signal circuit in the Stop Lamp Switch harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (B15) Brake Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
Measure the resistance of the (B16) Brake Switch No.2 Signal circuit from the Stop Lamp Switch harness connector to the C1 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (B16) Brake Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 621
5.
PCM
9 - 622
WK
P0573-BRAKE SWITCH 1 STUCK OFF
WK
P0573-BRAKE SWITCH 1 STUCK OFF (CONTINUED)
9 - 623
When Monitored: Ignition on. Set Condition: When the PCM recognizes Brake Switch No.1 is stuck in the high/off position. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (B15) BRAKE SWITCH NO.1 SIGNAL CIRCUIT OPEN (B16) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND (Z904) GROUND CIRCUIT OPEN STOP LAMP SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
STOP LAMP SWITCH Turn the ignition off. Disconnect the Stop Lamp Switch harness connector. Measure the resistance between the (Z904) Ground circuit terminal and the (B15) Brake Switch No.1 Signal circuit terminal in the Stop Lamp Switch. Apply and release the Stop Lamp Switch while monitoring the ohmmeter. Does the resistance change from below 5.0 ohms to an open circuit? Yes No >> Go To 3 >> Replace the Stop Lamp Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 624
WK
3.
Turn the ignition off. Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (B15 Brake Switch No.1 Signal circuit from the Stop Lamp Switch harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 4 >> Repair the open in the (B15) Brake Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(B16) BRAKE SWITCH NO.2 CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (B16) Brake Switch No.2 Signal circuit in the Stop Lamp Switch harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (B16) Brake Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
WK
9 - 625
5.
Measure the resistance between the (Z904) Ground circuit and ground in the Stop Lamp Switch harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (Z904) Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
PCM
9 - 626
WK
P0579-SPEED CONTROL SWITCH 1 PERFORMANCE
WK
9 - 627
P0579-SPEED CONTROL SWITCH 1 PERFORMANCE (CONTINUED)

When Monitored: With the ignition key on. Set Condition: Cruise switch voltage output is not out of range but it does not equal any of the values for any of the button positions. Possible Causes (V371) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (V371) S/C SWITCH NO.1 SIGNAL CIRCUIT OPEN (V71) S/C SWITCH NO.1 SIGNAL CIRCUIT OPEN (V397) SWITCH RETURN CIRCUIT OPEN (V937) SWITCH RETURN CIRCUIT OPEN (V371) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND (V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND (V371) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V397) SWITCH RETURN CIRCUIT (V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V937) SWITCH RETURN CIRCUIT STEERING COLUMN CONTROL MODULE SPEED CONTROL SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
SPEED CONTROL SWITCH STATUS Start the engine. With a scan tool, monitor each which function for the Speed Control Switches. Notice the voltage reading when no buttons are pressed. Press and release each Speed Control Button. - Resume/Accel - Cancel - Decel (Coast) - On/Off - Set Does each switch function change status when pressing and then depressing each switch? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
9 - 628
WK
2.
SPEED CONTROL SWITCH Turn the ignition off. Remove and disconnect the Speed Control Switches from the steering wheel per Service Information. Measure the resistance across each Speed Control Switch. Monitor the ohmmeter while pressing each function button on each switch. The following resistance specs are taken between terminals (V371) S/C Switch No.1 Signal and (V397) S/C Switch Return circuits of the Switch when holding the switch button in the following position Not pressing any switch - 20.5 kohms On/Off - 0.47 kohms Set - 5.49 kohms Coast - 2.94 kohms Cancel - 1.24 kohms Resume/Accel - 15.4 kohms Does the function on the Speed Control Switches have the correct resistance value? Yes No >> Go To 3 >> Replace the Speed Control Switch that had the incorrect resistance value. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
(V371) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the C3 PCM harness connector. Disconnect the C3 Steering Column Control Module harness connector. Ignition on, engine not running. Measure the voltage on the (V371) S/C Switch No.1 Signal circuit in the S/C Switch harness connectors. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (V371) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
9 - 629

(V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Disconnect the C1 Steering Column Control Module harness connector per Service Information. Ignition on, engine not running. Measure the voltage on the (V71) S/C Switch No.1 Signal circuit in the C1 SCCM harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (V71) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
STEERING COLUMN CONTROL MODULE Turn the ignition off. Measure the resistance of the (V371), (V71) S/C Switch No.1 Signal circuit between the C1 and C3 SCCM connections. Measure the resistance of the (V397), (V937) Switch Return circuit between the C1 and C3 SCCM connections. Is the resistance above 5.0 ohms for either reading? Yes No >> Replace the Steering Column Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
9 - 630
WK
6.
(V371) S/C SWITCH NO.1 SIGNAL CIRCUIT OPEN
NOTE: The measurement must be taken from both Speed Control Switch harness connectors. Measure the resistance of the (V371) S/C Switch No.1 Signal circuit from the Speed Control Switches to the C3 SCCM harness connector. Is the resistance below 5.0 ohms for each measurement? Yes No >> Go To 7 >> Repair the open in the (V371) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (V71) S/C Switch No.1 Signal circuit from the C1 SCCM harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms for both measurements? Yes No >> Go To 8 >> Repair the open in the (V71) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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8.
(V397) SWITCH RETURN CIRCUIT OPEN
9 - 631

NOTE: The measurement must be taken from both Speed Control Switch harness connectors. Measure the resistance of the (V397) Switch Return circuit from the S/C Switch harness connectors to the C3 SCCM harness connector. Is the resistance below 5.0 ohms for each measurement? Yes No >> Go To 9 >> Repair the open in the (V397) Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
Measure the resistance of the (V937) Switch Return circuit from the C1 SCCM harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms for both measurements? Yes No >> Go To 10 >> Repair the open in the (V937) Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 632
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10.
(V71) S/C NO.1 SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (V71) S/C Switch No.1 Signal circuit in the C1 SCCM harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V71) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
11.
Measure the resistance between ground and the (V371) S/C Switch No.1 Signal circuit in the S/C Switch harness connectors. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V371) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 12
No
WK
12.
9 - 633

(V371) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V397) S/C SWITCH RETURN CIRCUIT Measure the resistance between the (V371) S/C Switch No.1 Signal circuit and the (V397) S/C Switch Return circuit in the S/C Switch harness connectors. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (V371) S/C Switch No.1 Signal circuit and the (V397) Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 13
No
13.
(V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V937) S/C SWITCH RETURN CIRCUIT
Measure the resistance between the (V71) S/C Switch No.1 Signal circuit and the (V937) S/C Switch Return circuit in the C1 SCCM harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (V71) S/C Switch No.1 Signal circuit and the (V937) Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 14
No
9 - 634
WK
14.
SPEED CONTROL SWITCH VOLTAGE VALUES Allow the engine to idle. With a scan tool, monitor the S/C Switch voltage readings. SWITCH POSITION NO SWITCHES PRESSED ON/OFF PRESSED RES/ACCEL PRESSED SET PRESSED COAST PRESSED CANCEL PRESSED SWITCH No.1 VOLTAGE VALUE 4.31 to 4.78 volts 0.59 to 1.13 volts 3.88 to 4.17 volts 3.16 to 3.56 volts 2.57 to 2.94 volts 1.59 to 1.99 volts SWITCH No.2 VOLATGE VALUE 4.31 to 4.78 volts 3.53 to 3.92 volts 2.04 to 2.47 volts 1.17 to 1.56 volts 0.77 to 1.09 volts 2.84 to 3.25 volts
Take these same voltage measurements with a voltmeter by back probing the (V371) S/C Switch No.1 Signal circuit and the (V372) S/C Switch No.2 Signal circuit at the switches. Compare the voltage readings on the voltmeter to what the scan tool displayed. Are the voltage readings out of the listed specification and is there less than a 0.2 of a volt difference between the voltmeter switch values and the scan tool switch value? Yes No >> Replace the Speed Control Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 15 PCM
15.
WK
9 - 635
P0580-SPEED CONTROL SWITCH 1 CIRCUIT LOW
9 - 636
WK
P0580-SPEED CONTROL SWITCH 1 CIRCUIT LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition key on. Set Condition: Speed control switch input No.1 is below the minimum acceptable voltage at the PCM. One trip fault. Possible Causes (V371) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V397) S/C SWITCH RETURN (V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V937) S/C SWITCH RETURN (V371) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND (V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND STEERING COLUMN CONTROL MODULE SPEED CONTROL ON/OFF SWITCH SPEED CONTROL RESUME/ACCEL SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
SPEED CONTROL SWITCH VOLTAGE LOW
NOTE: Do not press any of the Speed Control Switch buttons. Ignition on, engine not running. With a scan tool, read the Speed Control voltage. Is the Speed Control voltage below 1.0 volt? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
9 - 637

SPEED CONTROL SWITCHES Turn the ignition off. Remove and disconnect the Speed Control Switches from the steering wheel per Service Information. Measure the resistance across each Speed Control Switch. Monitor the ohmmeter while pressing each function button on each switch. The following resistance specs are taken between terminals (V371) S/C Switch No.1 Signal and (V397) S/C Switch Return circuits of the Switch when holding the switch button in the following positions. Not pressing any switch - 20.5 kohms On/Off - 0.47 kohms Set - 5.49 kohms Coast - 2.94 kohms Cancel - 1.24 kohms Resume/Accel - 15.4 kohms Does the function on the Speed Control Switches have the correct resistance value? Yes No >> Go To 3 >> Replace the Speed Control Switch that had the incorrect resistance value. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
SPEED CONTROL ON/OFF SWITCH Connect the Resume/Accel Switch. Ignition on, engine not running. With the scan tool, monitor the Speed Control Switch voltage. Disconnect the Speed Control On/Off Switch harness connector. Did the voltage change to above 4.8 volts? Yes No >> Replace the Speed Control On/Off Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
SPEED CONTROL RESUME/ACCEL SWITCH With the scan tool, monitor the Speed Control Switch voltage. Disconnect the Speed Control Resume/Accel Switch harness connector per Service Information. Did the voltage change to above 4.8 volts? Yes No >> Replace the Speed Control Resume/Accel Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
9 - 638
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5.
STEERING COLUMN CONTROL MODULE Turn the ignition off. Disconnect the C1 SCCM harness connector per Service Information. Ignition on, engine not running. With the scan tool, read the S/C Switch voltage. Did the S/C Switch volts change to 5.0 volts? Yes No >> Replace the Clockspring. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
6.
Turn the ignition off. Disconnect the C3 SCCM harness connector. Disconnect the C3 PCM harness connector. Measure the resistance between the (V397) S/C Switch Return circuit and the (V371) S/C Switch No.1 Signal circuit at the S/C Switch harness connectors. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (V371) S/C Switch No.1 Signal circuit and the (V397) S/C Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
No
WK
8.
9 - 639

(V371) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (V371) S/C Switch No.1 Signal circuit in the S/C Switch harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V371) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
9.
No
9 - 640
WK
10.
Take these same voltage measurements with a voltmeter by back probing the (V371) S/C Switch No.1 Signal circuit at the switches. Compare the voltage readings on the voltmeter to what the scan tool displayed. Are the voltage readings out of the listed specification and is there less than a 0.2 of a volt difference between the voltmeter switch values and the scan tool switch value? Yes No >> Replace the Speed Control Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11 PCM
11.
WK
9 - 641
P0581-SPEED CONTROL SWITCH 1 CIRCUIT HIGH
9 - 642
WK
P0581-SPEED CONTROL SWITCH 1 CIRCUIT HIGH (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition key on. Set Condition: Speed control switch input above the maximum acceptable voltage at the PCM. One trip fault. Possible Causes (V371) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (V371) S/C SWITCH NO.1 SIGNAL CIRCUIT OPEN (V71) S/C SWITCH NO.1 SIGNAL CIRCUIT OPEN (V397) SWITCH RETURN CIRCUIT OPEN (V937) SWITCH RETURN CIRCUIT OPEN SCCM SPEED CONTROL SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
SPEED CONTROL SWITCH VOLTAGE HIGH
NOTE: Do not press any of the Speed Control Switch buttons. Ignition on, engine not running. With a scan tool, read the Speed Control voltage. Is the Speed Control voltage above 4.8 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
9 - 643

SPEED CONTROL SWITCHES Turn the ignition off. Remove and disconnect the Speed Control Switches from the steering wheel. Measure the resistance across each Speed Control Switch. Monitor the ohmmeter while pressing each function button on each switch. The following resistance specs are taken between terminals (V371) S/C Switch No.1 Signal and (V397) S/C Switch Return circuits of the Switch when holding the switch button in the following position Not pressing any switch - 20.5 kohms On/Off - 0.47 kohms Set - 5.49 kohms Coast - 2.94 kohms Cancel - 1.24 kohms Resume/Accel - 15.4 kohms Does the function on the Speed Control Switches have the correct resistance value? Yes No >> Go To 3 >> Replace the Speed Control Switch that had the incorrect resistance value. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
STEERING COLUMN CONTROL MODULE Disconnect the C1 and C3 SCCM harness connector per Service Information. Measure the resistance of the (V397) Switch Return circuit between the C1 and C3 SCCM harness connectors. Measure the resistance of the (V371) S/C Switch No.1 Signal circuit between the C1 and C3 SCCM harness connectors. Was the resistance above 5.0 ohms for either circuit? Yes No >> Replace the Steering Colum Control Module. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
Connect the SCCM harness connectors per Service Information. Disconnect the C3 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (V371) S/C Switch No.1 Signal circuit in the Speed Control harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (V371) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
9 - 644
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5.
NOTE: The measurement must be taken from both Speed Control Switch harness connectors. Turn the ignition off. Disconnect the C3 SCCM harness connector. Measure the resistance of the (V371) S/C Switch No.1 Signal circuit from the S/C Switch harness connectors to the C3 SCCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (V371) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
Disconnect the C1 SCCM harness connector CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (V71) S/C Switch No.1 Signal circuit from the C1 SCCM harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms for both measurements? Yes No >> Go To 7 >> Repair the open in the (V71) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
9 - 645

NOTE: The measurement must be taken from both Speed Control Switch harness connectors. Measure the resistance of the (V397) Switch Return circuit from the S/C Switch harness connector to the C3 SCCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 8 >> Repair the open in the (V397) Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
9 - 646
WK
9.
Take these same voltage measurements with a voltmeter by back probing the (V371) S/C Switch No.1 Signal circuit at the switches. Compare the voltage readings on the voltmeter to what the scan tool displayed. Are the voltage readings out of the listed specification and is there less than a 0.2 of a volt difference between the voltmeter switch values and the scan tool switch value? Yes No >> Replace the Speed Control Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10 PCM
10.
WK
9 - 647
P0586-SPEED CONTROL VACUUM CONTROL CIRCUIT
9 - 648
WK
P0586-SPEED CONTROL VACUUM CONTROL CIRCUIT (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and battery voltage greater than 10 volts. Set Condition: An open or shorted condition detected in the Speed control vacuum solenoid control circuit. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (V32) S/C SUPPLY CIRCUIT OPEN (V32) S/C SUPPLY SHORT TO GROUND (V36) S/C VACUUM SOL CONTROL CIRCUIT SHORTED TO GROUND (V36) S/C VACUUM SOL CONTROL CIRCUIT OPEN (Z384) GROUND CIRCUIT OPEN SPEED CONTROL VACUUM SOLENOID PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
SPEED CONTROL VACUUM CONTROL Ignition on, engine not running. With the scan tool, read DTCs and record the related Freeze Frame data. With the scan tool, actuate the Speed Control Vacuum Solenoid and note operation. Does the Speed Control Vacuum Solenoid actuate properly? Yes No >> Refer to the INTERMITTENT CONDITION symptom in the Driveability category. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
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2.
(V30) S/C BRAKE SWITCH OUTPUT CIRCUIT
9 - 649

Turn the ignition off. Disconnect the S/C Servo harness connector. Ignition on, engine not running. Using the scan tool, actuate the S/C Vacuum Solenoid. Using a test light connected to ground, probe the (V30) S/C Brake Switch Output circuit in the S/C Servo harness connector. Does the test light illuminate brightly and flash on and off? Yes No >> Go To 5 >> Go To 3
3.
(V32) S/C SUPPLY CIRCUIT
Turn the ignition off. Connect the S/C Servo harness connector. Disconnect the Stop Lamp Switch harness connector. Ignition on, engine not running. Using the scan tool, actuate the S/C Vacuum Solenoid. Using a test light connected to ground, probe the (V32) S/C Supply circuit in the Stop Lamp Switch harness connector. Does the test light illuminate brightly? Yes No >> Go To 4 >> Go To 8
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4.
(Z384) S/C GROUND CIRCUIT OPEN
Turn the ignition off. Disconnect the S/C Servo harness connector. Measure the resistance of the (Z384) S/C Ground circuit at the S/C Servo harness connector to ground. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (Z384) S/C Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
SPEED CONTROL VACUUM SOLENOID
Ignition on, engine not running. With the scan tool, actuate the Speed Control Vacuum Solenoid. Using a 12-volt test light connected to battery voltage, probe the (V36) S/C Vacuum Control circuit. Does the test light illuminate brightly and flash on and off? Yes >> Replace the Speed Control Servo. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
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6.
(V36) S/C VACUUM SOL CONTROL CIRCUIT OPEN Turn the ignition off. Disconnect the C3 PCM harness connector.
9 - 651
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (V36) S/C Vacuum Sol Control circuit from the Speed Control Servo harness connector to the appropriate terminal of special tool # 8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open/high resistance in the (V36) S/C Vacuum Sol Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
(V36) SPEED CONTROL VACUUM SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (V36) S/C Vacuum Solenoid Control circuit at the Speed Control Servo harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V36) S/C Vacuum Sol Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
9 - 652
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8.
(V32) S/C SUPPLY OPEN
Turn the ignition off. Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (V32) S/C Supply circuit from the Stop Lamp Switch harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open/high resistance in the (V32) S/C Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
(V32) S/C SUPPLY CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (V32) S/C Supply circuit at the Speed Control Servo harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V32) S/C Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
WK
10.
PCM
9 - 653

NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Were there any problems found? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 654
WK
P0585-SPEED CONTROL SWITCH 1/2 CORRELATION
WK
9 - 655
P0585-SPEED CONTROL SWITCH 1/2 CORRELATION (CONTINUED)

When Monitored: Ignition on. Set Condition: Cruise Switch inputs are not coherent with each other. Example: PCM is reading Switch No.1 as Accel and Switch No.2 as Coast at the same time. One trip fault. Possible Causes S/C SWITCH SIGNAL CIRCUITS SHORTED TO BATTERY VOLTAGE RESISTANCE IN THE S/C SWITCH SIGNAL CIRCUITS RESISTANCE IN THE (V397/V937) SWITCH RETURN CIRCUIT S/C SWITCH SIGNAL CIRCUITS SHORTED TO THE (V397/V937) SWITCH RETURN CIRCUIT (V371/V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V372/V72) S/C SWITCH NO.2 SIGNAL CIRCUIT S/C SWITCH SIGNAL CIRCUITS SHORTED TO GROUND STEERING COLUMN CONTROL MODULE SPEED CONTROL ON/OFF SWITCH SPEED CONTROL RESUME/ACCEL SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. NOTE: This DTC may be the result of pressing two Speed Control Switch buttons simultaneously for more than 450 msec. Ask the customer if it is possible that two buttons were pressed at the same time before this DTC set. If this is the case, no repair is necessary. Is the DTC active a this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
SPEED CONTROL ON/OFF SWITCH With the scan tool, monitor the Speed Control Switch voltage. Disconnect the Speed Control On/Off Switch harness connector. Did the voltage change to above 4.8 volts? Yes No >> Replace the Speed Control On/Off Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
9 - 656
WK
3.
SPEED CONTROL RESUME/ACCEL SWITCH With the scan tool, monitor the Speed Control Switch voltage. Disconnect the Speed Control Resume/Accel Switch harness connector. Did the voltage change to above 4.8 volts? Yes No >> Replace the Speed Control Resume/Accel Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
SPEED CONTROL SWITCHES Turn the ignition off. Remove and disconnect the Speed Control Switches from the steering wheel per Service Information. Measure the resistance across each Speed Control Switch. Monitor the ohmmeter while pressing each function button on each switch. The following resistance specs are taken between terminals (V372) S/C Switch No.2 Signal and (V397) S/C Switch Return circuits of the Switch when holding the switch button in the following position. Not pressing any switch - 20.5 kohms On/Off - 8.87 kohms Set - 0.825 kohms Coast - 0.47 kohms Cancel - 3.92 kohms Resume/Accel - 1.87 kohms The following resistance specs are taken between terminals (V371) S/C Switch No.1 Signal and (V397) S/C Switch Return circuits of the Switch when holding the switch button in the following position Not pressing any switch - 20.5 kohms On/Off - 0.47 kohms Set - 5.49 kohms Coast - 2.94 kohms Cancel - 1.24 kohms Resume/Accel - 15.4 kohms Does the function on the Speed Control Switches have the correct resistance value? Yes No >> Go To 5 >> Replace the Speed Control Switch that had the incorrect resistance value. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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5.
9 - 657

S/C SWITCH SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Disconnect the C3 PCM harness connector. Measure the voltage on the (V371) and (V372) S/C Switch Signal circuits at both Speed Control harness connectors. Is the voltage above 5.0 volts? Yes >> Repair the short to battery voltage in the (V371) or (V372) S/C Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
STEERING COLUMN CONTROL MODULE Turn the ignition off. Disconnect the C1 and C3 SCCM harness connectors per Service Information. Measure the resistance of the (V371/V71) and (V372/V72) S/C Switch Signal circuits between the C1 and C3 SCCM connectors. Measure the resistance of the (V397/V937) Switch Return circuit between the C1 and C3 SCCM harness connectors. Is the resistance above 5.0 ohms for any one of the measurements? Yes No >> Replace the SCCM per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
NOTE: Connect the Steering Column Control Module harness connectors per Service Information before continuing.
9 - 658
WK
7.
S/C SWITCH SIGNAL CIRCUIT OPEN
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (V371/V71) and (V372/V72) S/C Switch Signal circuits from both Speed Control harness connectors to the appropriate terminals of special tool #8815. Is the resistance below 5.0 ohms for each measurement? Yes No >> Go To 8 >> Repair the excessive resistance in the (V371/V71) or (V372/V72) S/C Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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8.
(V397/V937) SWITCH RETURN CIRCUIT OPEN
9 - 659

NOTE: The measurement must be taken from both Speed Control Switch harness connectors. Measure the resistance of the (V397/V937) Switch Return circuit from both Speed Control harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms for both measurements? Yes No >> Go To 9 >> Repair the excessive resistance in the (V397/V937) Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 660
WK
9.
S/C SWITCH SIGNAL CIRCUITS SHORTED TO THE (V397/V937) SWITCH RETURN CIRCUIT
Measure the resistance between the (V397) Switch Return circuit and both of the (V371) and (V372) S/C Switch Signal circuits in the S/C Switch harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (V397/V937) Switch Return circuit and the (V371/V71) or (V372/V72) S/C Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
WK
10.
9 - 661

(V371/V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V372/V72) S/C SWITCH NO.2 SIGNAL CIRCUIT
Measure the resistance between the (V371/V71) S/C Switch No.1 Signal circuit and the (V372/72) S/C Switch No.2 Signal circuit at both Speed Control harness connectors. Is the resistance below 100 ohms for each circuit? Yes >> Repair the short between the (V372/V72) S/C Switch No.2 Signal circuit and the (V371) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
11.
S/C SWITCH SIGNAL CIRCUITS SHORTED TO GROUND
Measure the resistance between ground and the (V371/V71) and (V372/V72) S/C Switch Signal circuits at both S/C Switch harness connectors. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V371/V71) or (V372/ V72) S/C Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 12
No
9 - 662
WK
12.
Take these same voltage measurements with a voltmeter by back probing the (V371) S/C Switch No.1 Signal circuit and the (V372) S/C Switch No.2 Signal circuit at the switches. Compare the voltage readings on the voltmeter to what the scan tool displayed. Are the voltage readings out of the listed specification and is there less than a 0.2 of a volt difference between the voltmeter switch values and the scan tool switch values? Yes No >> Replace the Speed Control Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 13 PCM
13.
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9 - 663
P0586-SPEED CONTROL VENT CONTROL CIRCUIT

When Monitored: Ignition on and battery voltage greater than 10 volts. Set Condition: An open or shorted condition detected in the Speed control vent solenoid control circuit. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (V32) S/C SUPPLY CIRCUIT OPEN (V32) S/C SUPPLY SHORT TO GROUND (V35) S/C VENT SOL CONTROL CIRCUIT SHORTED TO GROUND (V35) S/C VENT SOL CONTROL CIRCUIT OPEN (Z384) GROUND CIRCUIT OPEN SPEED CONTROL VENT SOLENOID PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
SPEED CONTROL VENT CONTROL Ignition on, engine not running. With the scan tool, read DTCs and record the related Freeze Frame data. With the scan tool, actuate the Speed Control Vent Solenoid and note operation. Does the Speed Control Vacuum Solenoid actuate properly? Yes No >> Refer to the INTERMITTENT CONDITION symptom in the Driveability category. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
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WK
P0586-SPEED CONTROL VENT CONTROL CIRCUIT (CONTINUED)
2.
(V30) S/C BRAKE SWITCH OUTPUT CIRCUIT
Turn the ignition off. Disconnect the S/C Servo harness connector. Ignition on, engine not running. Using the scan tool, actuate the S/C Vent Solenoid. Using a test light connected to ground, probe the (V30) S/C Brake Switch Output circuit in the S/C Servo harness connector. Does the test light illuminate brightly and flash on and off? Yes No >> Go To 5 >> Go To 3
3.
Turn the ignition off. Connect the S/C Servo harness connector. Disconnect the Stop Lamp Switch harness connector. Ignition on, engine not running. Using the scan tool, actuate the S/C Vent Solenoid. Using a test light connected to ground, probe the (V32) S/C Supply circuit in the Stop Lamp Switch harness connector. Does the test light illuminate brightly? Yes No >> Go To 4 >> Go To 8
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4.
(Z384) S/C GROUND CIRCUIT OPEN
9 - 665

Turn the ignition off. Disconnect the S/C Servo harness connector. Measure the resistance of the (Z384) S/C Ground circuit at the S/C Servo harness connector to ground. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (Z384) S/C Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
SPEED CONTROL VENT SOLENOID
Ignition on, engine not running. With the scan tool, actuate the Speed Control Vent Solenoid. Using a 12-volt test light connected to battery voltage, probe the (V36) S/C Vent Control circuit. Does the test light illuminate brightly and flash on and off? Yes >> Replace the Speed Control Servo. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
9 - 666
WK
6.
(V35) S/C VENT CONTROL CIRCUIT OPEN
Turn the ignition off. Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (V35) S/C Vent Sol Control circuit from the Speed Control Servo harness connector to the appropriate terminal of special tool # 8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open/high resistance in the (V35) S/C Vent Sol Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
(V35) SPEED CONTROL VENT SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (V35) S/C Vent Solenoid Control circuit at the Speed Control Servo harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V35) S/C Vent Sol Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
WK
8.
(V32) S/C SUPPLY OPEN Turn the ignition off. Disconnect the C3 PCM harness connector.
9 - 667
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (V32) S/C Supply circuit from the Stop Lamp Switch harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open/high resistance in the (V32) S/C Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
Measure the resistance between ground and the (V32) S/C Supply circuit at the Speed Control Servo harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V32) S/C Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
9 - 668
WK
10.
PCM
NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Were there any problems found? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 669
P0591-SPEED CONTROL SWITCH 2 PERFORMANCE
9 - 670
WK

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition key on. Set Condition: Cruise switch voltage output is not out of range but it does not equal any of the values for any of the button positions. Possible Causes (V372) S/C SWITCH NO.2 SIGNAL CIRCUIT OPEN (V72) S/C SWITCH NO.2 SIGNAL CIRCUIT OPEN (V372) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (V72) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (V397) SWITCH RETURN CIRCUIT OPEN (V937) SWITCH RETURN CIRCUIT OPEN (V372) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND (V72) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND (V372) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO THE (V397) SWITCH RETURN CIRCUIT (V72) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO THE (V937) SWITCH RETURN CIRCUIT SPEED CONTROL SWITCH SCCM PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
SPEED CONTROL SWITCH STATUS Start the engine. With a scan tool, monitor each which function for the Speed Control Switches. Press and release each Speed Control Button. - Resume/Accel - Cancel - Decel (Coast) - On/Off - Set Does each switch function change status when pressing and then depressing each switch? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
WK
2.
9 - 671

SPEED CONTROL SWITCHES Turn the ignition off. Remove the Speed Control Switches from the steering wheel. Measure the resistance across each Speed Control Switch. Monitor the ohmmeter while pressing each function button on each switch. The following resistance specs are taken between terminals (V372) S/C Switch No.2 Signal and (V397) S/C Switch Return circuits of the Switch when holding the switch button in the following position. Not pressing any switch - 20.5 kohms On/Off - 8.87 kohms Set - 0.825 kohms Coast - 0.47 kohms Cancel - 3.92 kohms Resume/Accel - 1.87 kohms The following resistance specs are taken between terminals (V371) S/C Switch No.1 Signal and (V397) S/C Switch Return circuits of the Switch when holding the switch button in the following position Not pressing any switch - 20.5 kohms On/Off - 0.47 kohms Set - 5.49 kohms Coast - 2.94 kohms Cancel - 1.24 kohms Resume/Accel - 15.4 kohms Does the function on the Speed Control Switches have the correct resistance value? Yes No >> Go To 3 >> Replace the Speed Control Switch that had the incorrect resistance value. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
Disconnect the C3 PCM harness connector. Disconnect the C3 Steering Column Control Module harness connector. Ignition on, engine not running. Measure the voltage of the (V372) S/C Switch No.2 Signal circuit in the S/C Switch harness connectors. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (V372) S/C Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
9 - 672
WK
4.
Disconnect the C1 Steering Column Control Module harness connector per Service Information. Ignition on, engine not running. Measure the voltage on the (V72) S/C Switch No.2 Signal circuit in the C1 SCCM harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (V72) S/C Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
STEERING COLUMN CONTROL MODULE Turn the ignition off. Measure the resistance of the (V372) S/C Switch No.2 Signal circuit between the C1 and C3 SCCM connections. Measure the resistance of the (V397) Switch Return circuit between the C1 and C3 SCCM connections. Is the resistance above 5.0 ohms? Yes No >> Replace the Steering Column Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
WK
6.
9 - 673

NOTE: The measurement must be taken from both Speed Control Switch harness connectors. Measure the resistance of the (V372) S/C Switch No.2 Signal circuit from both Speed Control harness connectors to the C3 SCCM harness connector. Is the resistance below 5.0 ohms for both measurements? Yes No >> Go To 7 >> Repair the open in the (V372) S/C Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
9 - 674
WK
8.
Measure the resistance of the (V397) Switch Return circuit from the S/C Switch harness connectors to the C3 SCCM harness connector. Is the resistance below 5.0 ohms for both measurements? Yes No >> Go To 9 >> Repair the open in the (V397) Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
(V937) SWITCH RETURN OPEN
Measure the resistance of the (V397) Switch Return circuit from the C1 SCCMl harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms for both measurement? Yes No >> Go To 10 >> Repair the open in the (V937) Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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10.

(V372) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
9 - 675

Measure the resistance between ground and the (V372) S/C Switch No.2 Signal circuit in the Speed Control harness connectors. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V372) S/C Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
11.
No
9 - 676
WK
12.
(V372) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO THE (V397) SWITCH RETURN CIRCUIT
Measure the resistance between the (V372) S/C Switch No.2 Signal circuit and the (V397) Switch Return circuit in the Speed Control harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (V372) S/C Switch No.2 Signal circuit and the (V397) Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 13
No
13.
No
WK
14.
SPEED CONTROL SWITCH VOLTAGE VALUES Allow the engine to idle. With a scan tool, monitor the S/C Switch voltage readings. SWITCH POSITION NO SWITCHES PRESSED ON/OFF PRESSED RES/ACCEL PRESSED SET PRESSED COAST PRESSED CANCEL PRESSED
9 - 677
SWITCH No.1 VOLTAGE VALUE 4.31 to 4.78 volts 0.59 to 1.13 volts 3.88 to 4.17 volts 3.16 to 3.56 volts 2.57 to 2.94 volts 1.59 to 1.99 volts
SWITCH No.2 VOLATGE VALUE 4.31 to 4.78 volts 3.53 to 3.92 volts 2.04 to 2.47 volts 1.17 to 1.56 volts 0.77 to 1.09 volts 2.84 to 3.25 volts
15.
9 - 678
WK
P0592-SPEED CONTROL SWITCH 2 CIRCUIT LOW
WK
9 - 679

When Monitored: With the ignition key on. Set Condition: Speed control switch input No.2 is below the minimum acceptable voltage at the PCM. One trip fault. Possible Causes (V372) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND (V72) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND (V372) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO THE (V397) SWITCH RETURN CIRCUIT (V72) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO THE (V937) SWITCH RETURN CIRCUIT SCCM SPEED CONTROL RESUME/ACCEL SWITCH SPEED CONTROL ON/OFF SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
SPEED CONTROL SWITCH VOLTAGE LOW
NOTE: Do not press any of the Speed Control Switch buttons. Ignition on, engine not running. With a scan tool, read the Speed Control voltage. Is the Speed Control voltage below 1.0 volt? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
9 - 680
WK
3.
4.
STEERING COLUMN CONTROL MODULE Turn the ignition off. Disconnect the C1 Steering Column Control Module harness connector (instrument panel wiring side) per Service Information. Ignition on, engine not running. With the scan tool, read the S/C Switch voltage. Did the S/C Switch volts change to 5.0 volts? Yes No >> Replace the Steering Column Control Module. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
5.
(V372) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
Turn the ignition off. Connect the C3 Steering Column Control Module harness connectors per Service Information. Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (V372) S/C Switch No.2 Signal circuit in the S/C Switch harness connectors. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V372) S/C Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
WK
6.
9 - 681

(V72) S/C NO.2 SWITCH SIGNAL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (V72) S/C Switch No.2 Signal circuit in the C1 SCCM harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V72) S/C Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
(V372) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO THE (V397) SWITCH RETURN CIRCUIT
Measure the resistance between the (V397) Switch Return circuit and the (V372) S/C Switch No.2 Signal circuit in the S/C Switch harness connectors. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (V372) S/C Switch No.2 Signal circuit and the (V397) Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
9 - 682
WK
8.
No
9.
SPEED CONTROL SWITCH VOLTAGE VALUES Allow the engine to idle. With a scan tool, monitor the S/C Switch voltage readings. SWITCH POSITION NO SWITCHES PRESSED ON/OFF PRESSED RES/ACCEL PRESSED SET PRESSED COAST PRESSED CANCEL PRESSED SWITCH No.1 VOLTAGE VALUE 4.31 to 4.78 volts 0.59 to1.13 volts 3.88 to 4.17 volts 3.16 to 3.56 volts 2.57 to 2.94 volts 1.59 to 1.99 volts SWITCH No.2 VOLATGE VALUE 4.31 to 4.78 volts 3.53 to 3.92 volts 2.04 to 2.47 volts 1.17 to 1.56 volts 0.77 to 1.09 volts 2.84 to 3.25 volts
Take these same voltage measurements with a voltmeter by back probing the (V372) S/C Switch No.2 Signal circuit at the switches. Compare the voltage readings on the voltmeter to what the scan tool displayed. Are the voltage readings out of the listed specification and is there less than a 0.2 of a volt difference between the voltmeter switch values and the scan tool switch values? Yes No >> Replace the Speed Control Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
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10.
PCM
9 - 683

9 - 684
WK
P0593-SPEED CONTROL SWITCH 2 CIRCUIT HIGH
WK
9 - 685

When Monitored: With the ignition key on. Set Condition: Speed Control Switch No.2 input above the maximum acceptable voltage at the PCM. One trip fault. Possible Causes (V372) S/C SIGNAL NO.2 CIRCUIT SHORTED TO VOLTAGE (V72) S/C SIGNAL NO.2 CIRCUIT SHORTED TO VOLTAGE (V372) S/C SWITCH NO.2 SIGNAL CIRCUIT OPEN (V72) S/C SWITCH NO.2 SIGNAL CIRCUIT OPEN (V397) SWITCH RETURN CIRCUIT OPEN (V937) SWITCH RETURN CIRCUIT OPEN STEERING COLUMN CONTROL MODULE SPEED CONTROL SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
SPEED CONTROL SWITCH VOLTAGE HIGH
NOTE: Do not press any of the Speed Control Switch buttons. Ignition on, engine not running. With a scan tool, read the Speed Control voltage. Is the Speed Control voltage above 4.8 volts? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 686
WK
2.
SPEED CONTROL SWITCHES Disconnect and remove the Speed Control Switches from the steering wheel. Measure the resistance across each Speed Control Switch. Monitor the ohmmeter while pressing each function button on each switch. The following resistance specs are taken between terminals (V372) S/C Switch No.2 Signal and (V397) S/C Switch Return circuits of the Switch when holding the switch button in the following position. Not pressing any switch - 20.5 kohms On/Off - 8.87 kohms Set - 0.825 kohms Coast - 0.47 kohms Cancel - 3.92 kohms Resume/Accel - 1.87 kohms Does the function on the Speed Control Switches have the correct resistance value? Yes No >> Go To 3 >> Replace the Speed Control Switch that had the incorrect resistance value. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
STEERING COLUMN CONTROL MODULE Disconnect the C1 and C3 Steering Column Control Module harness connectors per Service Information. Measure the resistance of the (V397) Switch Return circuit between the C1 and C3 SCCM connections. Measure the resistance of the (V372) S/C Switch No.2 Signal circuit between the C1 and C3 SCCM connections. Was the resistance above 5.0 ohms for either circuit? Yes No >> Replace the Steering Column Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
(V372) SIGNAL NO.2 CIRCUIT SHORTED TO BATTERY VOLTAGE
Measure the voltage on the (V372) S/C Signal No.2 circuit in the S/C Switch harness connector. Ignition on, engine not running. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (V372) S/C Signal No.2 circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
WK
5.
9 - 687

(V72) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C3 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (V72) S/C Switch No.2 Signal circuit in the C1 SCCM harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (V72) S/C Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
Turn the ignition off. Measure the resistance of the (V372) S/C Switch No.2 Signal circuit from the both Switch harness connectors to the C3 SCCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (V372) S/C Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 688
WK
7.
8.
Measure the resistance of the (V397) Switch Return circuit from the both Switch harness connectors to the C3 SCCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (V397) Switch Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9.
9 - 689

10.
PCM
9 - 690
WK
P0594-SPEED CONTROL SERVO POWER RELAY CIRCUIT
WK
9 - 691
P0594-SPEED CONTROL SERVO POWER RELAY CIRCUIT (CONTINUED)

When Monitored: With the ignition key on. The speed control switched on. Set Condition: The speed control power supply circuit is either open or shorted to ground for more than 2.6 seconds. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (V32) S/C SUPPLY CIRCUIT OPEN (V32) S/C SUPPLY CIRCUIT SHORTED TO GROUND (V30) S/C BRAKE SWITCH OUTPUT CIRCUIT OPEN (V30) S/C BRAKE SWITCH OUTPUT CIRCUIT SHORTED TO GROUND STOP LAMP SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: If this code is setting on a vehicle that doesnt have a S/C Servo, flash the correct code into the PCM or the wrong PCM may have previously been installed. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 692
WK
2.
Turn the ignition off. Disconnect the Stop Lamp Switch harness connector. Ignition on, engine not running. (It may be necessary to start the engine.) Using a 12-volt test light connected to ground, probe the (V32) S/C Supply circuit in the Switch harness connector while holding the Cruise Switch in the ON position. Does the test light illuminate brightly? Yes No >> Go To 3 >> Go To 7
3.
STOP LAMP SWITCH Disconnect and remove the Stop Lamp Switch. Measure the resistance across the (V32) S/C Supply circuit terminal and the (V30) S/C Brake Switch Output circuit terminal in the Stop Lamp Switch. Push the Plunger of the Switch in and let it out. Does the resistance change from below 5.0 ohms to an open circuit? Yes No >> Go To 4 >> Replace the Stop Lamp Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(V30) S/C BRAKE SWITCH OUTPUT
Turn the ignition off. Connect the Stop Lamp Switch harness connector and install the Switch. Disconnect the Speed Control Servo harness connector. Ignition on, engine not running. NOTE: It is necessary to PRESS and HOLD the Speed Control Switch in the ON position while checking for voltage. Using a 12-volt test light connected to ground, probe the (V30) S/C Brake Switch Output circuit in the Servo Harness connector. Does the test light illuminate brightly? Yes >> Replace the S/C Servo. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
WK
5.
(V30) S/C BRAKE SWITCH OUTPUT CIRCUIT OPEN
9 - 693

Turn the ignition off. Disconnect the Brake Lamp Switch harness connector. Measure the resistance of the (V30) S/C Brake Switch Output circuit from the Stop Lamp Switch harness connector to the S/C Servo harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the excessive resistance in the (V30) S/C Brake Switch Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
(V30) S/C BRAKE SWITCH OUTPUT CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (V30) S/C Brake Switch Output circuit in the Speed Control Servo harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V30) S/C Brake Switch Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
9 - 694
WK
7.
(V32) S/C SUPPLY CIRCUIT OPEN
Turn the ignition off. Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (V32) S/C Supply circuit from the Stop Lamp Switch harness connector to the appropriate terminal of special tool #8815. Is the resistance above 5.0 ohms? Yes >> Repair the open in the (V32) S/C Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
Measure the resistance between ground and the (V32) S/C Supply circuit in the Stop Lamp Switch harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V32) S/C Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
WK
9.
PCM
9 - 695

9 - 696
WK
P0600-SERIAL COMMUNICATION LINK

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Set Condition: Internal Bus communication failure between processors. One Trip Fault. Three Global Good Trips to Clear. Possible Causes PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PCM
NOTE: Diagnose any CMP or CKP Sensor faults before continuing. Check for intermittent loose CMP or CKP connections. The Powertrain Control Module is reporting internal errors, view repair to continue. Repair Replace and program the Powertrain Control Module per Service Information. Perform (NGC) POWERTRAIN VERIFICATION TEST VER - 1. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - DIAGNOSIS AND TESTING)
WK
9 - 697
P0601-INTERNAL MEMORY CHECKSUM INVALID

When Monitored: With the ignition on. Set Condition: Internal checksum for software failed, does not match calculated value. One Trip Fault, Three Good Trips to clear. Possible Causes PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PCM
NOTE: Diagnose any CMP or CKP Sensor faults before continuing. Check for intermittent loose CMP or CKP connections. The Powertrain Control Module is reporting internal errors, view repair to continue. Repair Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 698
WK
P0606-INTERNAL ECM PROCESSOR

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Engine running. Set Condition: When the PCM recognizes an internal failure to communicate with the ECM or the CMP and CKP Sensor count periods are too short. One trip fault. ETC light is flashing. Possible Causes PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PCM
NOTE: Diagnose any CMP or CKP Sensor faults before continuing. Check for intermittent loose CMP or CKP connections. The Powertrain Control Module is reporting internal errors, view repair to continue. Repair Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
P060B-ETC A/D GROUND PERFORMANCE
9 - 699
When Monitored: When the Throttle Motor is powered. Set Condition: When A2D reading does not return to ground within a set period of time of test activation, this fault sets. The test typically runs a couple of times per second, and is the reason why APP2 signal spikes to ground a couple of times per second in normal running. Reprogramming the module may not always fix this fault. ETC lamp will flash. Possible Causes PCM NEEDS TO BE PROGRAMMED PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PROGRAM THE POWERTRAIN CONTROL MODULE Verify the PCM is at the latest calibration (flash level). NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause this DTC to set. NOTE: Diagnose any other DTCs that may have set with the P060B. Flash the Powertrain Control Module per Service Information if any updates are available. Start the engine. Allow the engine to reach normal operating temperature. Operate the accelerator pedal. (do not exceed 3500 rpm) With a scan tool, read DTCs. Does this DTC reset by itself? Yes No >> Replace and reprogram the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
9 - 700
WK
P060D-ETC LEVEL 2 APP PERFORMANCE

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Throttle motor is powered and no matured faults related to APP Sensors. Set Condition: When secondary software determines that APPS 1 and APPS 2 signals do not match for a period of time. ETC lamp will flash Possible Causes PCM NEEDS TO BE PROGRAMMED PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PROGRAM THE POWERTRAIN CONTROL MODULE Verify the PCM is at the latest calibration (flash level). NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause this DTC to set. Flash the Powertrain Control Module per Service Information if any updates are available. Start the engine. Allow the engine to reach normal operating temperature. Operate the accelerator pedal. (do not exceed 3500 rpm) With a scan tool, read DTCs. NOTE: Diagnose any other DTCs that may have set with the P060D. Does this DTC reset by itself? Yes No >> Replace and reprogram the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
WK
P060E-ETC LEVEL 2 TPS PERFORMANCE
9 - 701
When Monitored: Throttle motor is powered and no matured faults related to TP Sensors. Set Condition: When secondary software determines that TPS 1 and TPS 2 signals do not match for a period of time. ETC lamp will flash. Possible Causes PCM NEEDS TO BE PROGRAMMED PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PROGRAM THE POWERTRAIN CONTROL MODULE Verify the PCM is at the latest calibration (flash level). NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause this DTC to set. Flash the Powertrain Control Module per Service Information if any updates are available. Start the engine. Allow the engine to reach normal operating temperature. Operate the accelerator pedal. (do not exceed 3500 rpm) With a scan tool, read DTCs. NOTE: Diagnose any other DTCs that may have set with the P060E. Does this DTC reset by itself? Yes No >> Replace and reprogram the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
9 - 702
WK
P060F-ETC LEVEL 2 ECT PERFORMANCE

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Throttle motor is powered and no matured faults related to the Engine Coolant Temp Sensor. Set Condition: When secondary software determines that the Coolant Temperature is implausible for a period of time. ETC lamp will flash. Possible Causes PCM NEEDS TO BE PROGRAMMED PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PROGRAM THE POWERTRAIN CONTROL MODULE
NOTE: Diagnose any Engine Coolant Temperature Sensor DTCs before continuing. Verify the PCM is at the latest calibration (flash level). NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause this DTC to set. Flash the Powertrain Control Module per Service Information if any updates are available. Start the engine. Allow the engine to reach normal operating temperature. Operate the accelerator pedal. (do not exceed 3500 rpm) With a scan tool, read DTCs. NOTE: Diagnose any other DTCs that may have set with the P060F. Does this DTC reset by itself? Yes No >> Replace and reprogram the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
WK
9 - 703
P061A-ETC LEVEL 2 TORQUE PERFORMANCE

When Monitored: Throttle motor is powered. Set Condition: When secondary software determines that the customer requested output is not being achieved by the engine for a period of time. ETC lamp will flash. Possible Causes PCM NEEDS TO BE PROGRAMMED PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
NOTE: Check the engine for air/vacuum leaks and diagnose any Fuel System Lean/Rich as well as MAP Sensor DTCs before continuing. Verify the PCM is at the latest calibration (flash level). NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause this DTC to set. Flash the Powertrain Control Module per Service Information if any updates are available. Start the engine. Allow the engine to reach normal operating temperature. Operate the accelerator pedal. (do not exceed 3500 rpm) With a scan tool, read DTCS. NOTE: Diagnose any other DTCs that may have set with the P061A. Does this DTC reset by itself? Yes No >> Replace and reprogram the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
9 - 704
WK
P061C-ETC LEVEL 2 RPM PERFORMANCE

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Throttle motor is powered and no camshaft or crankshaft electrical signal related DTCs are set. Set Condition: When secondary software determines that the engine speed is implausible for a period of time. ETC lamp will flash. Possible Causes PCM NEEDS TO BE PROGRAMMED PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
NOTE: Diagnose any Camshaft Position and Crankshaft Position Sensor DTCs before continuing. Verify the PCM is at the latest calibration (flash level). NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause this DTC to set. Flash the Powertrain Control Module per Service Information if any updates are available. Start the engine. Allow the engine to reach normal operating temperature. Operate the accelerator pedal. (do not exceed 3500 rpm) With a scan tool, read DTCs. NOTE: Diagnose any other DTCs that may have set with the P061C. Does this DTC reset by itself? Yes No >> Replace and reprogram the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
WK
P0622-GENERATOR FIELD CONTROL CIRCUIT
9 - 705
9 - 706
WK
P0622-GENERATOR FIELD CONTROL CIRCUIT (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Engine running. Set Condition: When the PCM tries to regulate the generator field with no result during monitoring. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (K125) GEN FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE (K125) GEN FIELD CONTROL CIRCUIT OPEN (K125) GEN FIELD CONTROL CIRCUIT SHORTED TO GROUND (Z385) GROUND CIRCUIT OPEN GENERATOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
GENERATOR OPERATION
Turn the ignition off. Disconnect the Generator Field harness connector. Using a 12-volt test light, jump it across the Generator Field harness connector. Ignition on, engine not running. With the scan tool, actuate the Generator Field Control circuit. Does the test light illuminate brightly and flash on and off? Yes >> Replace the Generator. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
WK
3.
9 - 707

(K125) GEN FIELD CIRCUIT SHORTED BATTERY VOLTAGE Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K125) Gen Field Control circuit in the Generator Field harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K125) Gen Field Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K125) GEN FIELD CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K125) Gen Field Control circuit from the Generator Field harness connector to appropriate terminal of the special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K125) Gen Field Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 708
WK
5.
(K125) GEN FIELD CIRCUIT SHORTED TO GROUND
No
6.
Using a 12-volt test light connected to battery voltage, probe the (Z385) Ground circuit in the Gen Field harness connector. Does the test light illuminate brightly? Yes No >> Go To 7 >> Repair the open in the (Z385) Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
PCM
WK
P0627-FUEL PUMP RELAY CIRCUIT
9 - 709
9 - 710
WK
P0627-FUEL PUMP RELAY CIRCUIT (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on. Battery voltage greater than 10.4 volts and the ASD sense switch is on. Set Condition: Actual Fuel Pump Relay state is not equal to desired state. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (A916) FUSED B+ CIRCUIT (F942) FUSED IGNITION SWITCH OUTPUT CIRCUIT (K31) FUEL PUMP RELAY CONTROL CIRCUIT (K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO GROUND FUEL PUMP RELAY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
FUEL PUMP RELAY OPERATION Ignition on, engine not running. With a scan tool, actuate the Fuel Pump Relay. Is the Fuel Pump Relay operating? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
2.
FUEL PUMP RELAY Turn the ignition off. Remove the Fuel Pump Relay from the IPM. Measure the resistance of the Fuel Pump Relay Coil. Is the resistance between 70 to 90 ohms? Yes No >> Go To 3 >> Replace the Fuel Pump Relay. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 711
3.
(A916) FUSED B+ CIRCUIT Ignition on, engine not running. Using a 12-volt test light connected to ground, probe the (A916) Fused B+ circuit. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the open or short to ground in the (A916) Fused B+ circuit. Inspect the related fuse and repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(F942) FUSED IGNITION SWITCH OUTPUT CIRCUIT Ignition on, engine not running. Using a 12-volt test light connected to ground, probe the (F942) Fused Ignition Switch Output circuit. Does the test light illuminate brightly? Yes No >> Go To 5 >> Repair the open or short to ground in the (F942) Fused Ignition Switch Output circuit. Inspect the related fuse and repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(K31) CONTROL CIRCUIT OPEN Turn the ignition off. Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K31) Fuel Pump Relay Control circuit from the IPM to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K31) Fuel Pump Relay Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
(K31) CONTROL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (K31) Fuel Pump Relay Control circuit in the IPM. Is the resistance below 100 ohms? Yes No >> Repair the short to ground in the (K31) Fuel Pump Relay Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
9 - 712
WK
7.
PCM
WK
P062C-ETC LEVEL 2 MPH PERFORMANCE
9 - 713
When Monitored: Throttle motor is powered and no vehicle speed related DTCs have matured. Set Condition: When secondary software determines that the vehicle speed is implausible for a period of time. ETC lamp will flash. Possible Causes PCM NEEDS TO BE PROGRAMMED PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PROGRAM THE POWERTRAIN CONTROL MODULE Verify the PCM is at the latest calibration (flash level). NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause this DTC to set. Flash the Powertrain Control Module per Service Information if any updates are available. Start the engine. Allow the engine to reach normal operating temperature. Operate the accelerator pedal. (do not exceed 3500 rpm) With a scan tool, read DTCs. NOTE: Diagnose any other DTCs that may have set with the P062C. Does this DTC reset by itself? Yes No >> Replace and reprogram the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
9 - 714
WK
P0630-VIN NOT PROGRAMMED IN PCM

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: At initialization. Set Condition: The VIN has not been programmed into the PCM. One Trip Fault. Three good trips to turn off the MIL. Possible Causes PROGRAMMING VIN INTO PCM PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PROGRAMMING VIN INTO THE PCM Ignition on, engine not running. Using the scan tool, program VIN into the PCM. Start the engine. NOTE: If the engine will not start, crank the engine over for 15 seconds. Crank at least 2 times with the ignition switch returning to the off position each time. Allow the engine to reach normal operating temperature. With the scan tool, read DTCs. Does the DTC reset? Yes No >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> The VIN has been successfully programmed into the PCM. Test is complete. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 715
P0632-ODOMETER NOT PROGRAMMED IN PCM

When Monitored: Ignition on. Set Condition: Odometer is not programed into the PCM. One Trip Fault. Three good trips to turn off the MIL. Possible Causes PROGRAMMING MILEAGE INTO THE PCM PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PROGRAMMING MILEAGE INTO THE PCM Ignition on, engine not running. With the scan tool, erase DTCs. Using a scan tool, program the mileage into the PCM. Start the engine. Allow the engine to reach normal operating temperature. With a scan tool, read DTCs. Does the DTC reset? Yes No >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> The mileage has been successfully programmed into the PCM. Test is complete. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 716
WK
P0633-SKIM KEY NOT PROGRAMMED IN PCM

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: The SKIM Key information has not been programmed into the PCM. One Trip Fault. Three good trips to turn off the MIL. Possible Causes PROGRAMMING SKIM KEY INTO THE PCM PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PROGRAMMING SKIM KEY INTO THE PCM Ignition on, engine not running. With a scan tool, erase DTCs. Using the scan tool, program the SKIM Key information into the PCM. Start the engine. NOTE: If the engine will not start, crank the engine over for 15 seconds. Crank at least 2 times with the ignition switch returning to the off position each time. Allow the engine to reach normal operating temperature. With the scan tool, read DTCs. Does the DTC reset? Yes No >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> The SKIM KEY information has been successfully programmed into the PCM. Test is complete. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 717
P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW
9 - 718
WK
P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: When the PCM recognizes the Primary 5-volt Supply circuit voltage is too low. One Trip Fault. ETC light is flashing. Possible Causes (F855) PRIMARY 5-VOLT SUPPLY SHORTED TO GROUND SENSOR SHORTED TO GROUND 5-VOLT SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs. NOTE: Improperly installed aftermarket accessories can cause this DTC to set. Check for wiring added by customer. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
2.
9 - 719

(F855) PRIMARY 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND Turn the ignition off. Disconnect the C2 PCM harness connector. Disconnect all the Sensors that share the (F855) Primary 5-volt Supply circuit. Measure the resistance between ground and the (F855) Primary 5-volt Supply circuit in the CKP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) Primary 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
5-VOLT SENSOR
Turn the ignition off. Reconnect all the previously disconnected Sensors except for the CKP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F855) Primary 5-volt Supply circuit in the CKP Sensor harness connector. Is the voltage below 4.5 volts? Yes No >> Go To 4 >> Replace the CKP Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 720
WK
4.
5-VOLT SENSOR SHORTED TO GROUND
Measure the voltage on the (F855) Primary 5-volt Supply circuit at the CKP Sensor harness connector. CAUTION: You must Turn the Ignition OFF when disconnecting any of the Sensor harness connectors and Turn the Ignition On to check the voltage readings. While monitoring the voltage, disconnect each Sensor harness connector that shares the (F855) Primary 5-volt Supply circuit, one at a time. NOTE: Reconnect all the Sensors and clear all trouble codes before continuing. Does the voltage increase above 4.5 volts when disconnecting any of the remaining Sensors? Yes >> Replace the Sensor that causes the (F855) Primary 5-volt Supply circuit voltage to increase when disconnected. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
PCM
WK
9 - 721
P0643-PRIMARY 5-VOLT SUPPLY CIRCUIT HIGH
9 - 722
WK
P0643-PRIMARY 5-VOLT SUPPLY CIRCUIT HIGH (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: When the PCM recognizes the Primary 5-volt Supply circuit voltage is too high. One Trip Fault. ETC light is flashing. Possible Causes (F855) PRIMARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
(F855) PRIMARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Disconnect all the Sensors that share the (F855) Primary 5-volt Supply circuit. NOTE: Improperly installed aftermarket accessories can cause this DTC to set. Check for wiring added by customer. Ignition on, engine not running. Measure the voltage on the (F855) Primary 5-volt Supply circuit at the CKP Sensor harness connector. Is the voltage above 5.2 volts? Yes >> Repair the short to battery voltage in the (F855) Primary 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
WK
3.
PCM
9 - 723
P0643-PRIMARY 5-VOLT SUPPLY CIRCUIT HIGH (CONTINUED)

9 - 724
WK
P0645-A/C CLUTCH RELAY CIRCUIT
WK
P0645-A/C CLUTCH RELAY CIRCUIT (CONTINUED)
9 - 725
When Monitored: With the ignition on. Battery voltage greater than 10 volts. A/C Switch on. Set Condition: An open or shorted condition is detected in the A/C clutch relay control circuit. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (F942) FUSED IGNITION SWITCH OUTPUT CIRCUIT (A917) FUSED B+ CIRCUIT (C13) A/C CLUTCH RELAY CONTROL CIRCUIT OPEN (C13) A/C CLUTCH RELAY CONTROL CIRCUIT SHORTED TO GROUND A/C CLUTCH RELAY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
A/C CLUTCH RELAY OPERATION Ignition on, engine not running. With a scan tool, actuate the A/C Clutch Relay. Is the A/C Clutch Relay operating? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
2.
A/C CLUTCH RELAY RESISTANCE Turn the ignition off. Remove the A/C Clutch Relay from the IPM. Measure the resistance of the A/C Clutch Relay Coil. Is the resistance between 60 to 80 ohms? Yes No >> Go To 3 >> Replace the A/C Clutch Relay. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 726
WK
3.
(F942) FUSED IGNITION SWITCH OUTPUT CIRCUIT Ignition on, engine not running. Using a 12-volt test light connected to ground, probe the (F942) Fused Ignition Switch Output circuit in the connection. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the open or short to ground in the (F942) Fused Ignition Switch Output circuit. Check and replace any open fuses. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(A917) FUSED B+ CIRCUIT Using a 12-volt test light connected to ground, probe the (A917) Fused B+ circuit in the connection. Does the test light illuminate brightly? Yes No >> Go To 5 >> Repair the open or short to ground in the (A917) Fused B+ circuit. Check and replace any open fuses. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(C13) A/C CLUTCH RELAY CONTROL CIRCUIT OPEN Turn the ignition off. Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (C13) A/C Clutch Relay Control circuit from the relay connection to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (C13) A/C Clutch Relay Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
(C13) A/C CLUTCH RELAY CONTROL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (C13) A/C Clutch Relay Control circuit at the IPM. Is the resistance below 5.0 ohms? Yes No >> Repair the short to ground in the (C13) A/C Relay Clutch Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
WK
9 - 727
7.
PCM
9 - 728
WK
P0652-SENSOR REFERENCE VOLTAGE 2 CIRCUIT LOW
WK
9 - 729

When Monitored: Ignition on. Set Condition: When the PCM recognizes the Auxiliary 5-volt Supply circuit voltage is too low. One Trip Fault. ETC light is flashing. Possible Causes (F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO GROUND SENSOR SHORTED TO GROUND CAM POSITION SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs. NOTE: Improperly installed aftermarket accessories can cause this DTC to set. Check for wiring added by customer. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
(F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO GROUND
Turn the ignition off. Disconnect the C1 PCM harness connector. Disconnect all the Sensors that share the (F856) Auxiliary 5-volt Supply circuit. Measure the resistance between ground and the (F856) Auxiliary 5-volt Supply circuit in the CMP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F856) Auxiliary 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
9 - 730
WK
3.
CMP SENSOR
Turn the ignition off. Reconnect all the previously disconnected Sensors except for the CMP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F856) Auxiliary 5-volt Supply circuit in the CMP Sensor harness connector. Is the voltage below 4.5 volts? Yes No >> Go To 4 >> Replace the Cam Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
5-VOLT SENSOR SHORTED TO GROUND
Measure the voltage on the (F856) Auxiliary 5-volt Supply circuit at the CMP Sensor harness connector. CAUTION: You must Turn the Ignition OFF when disconnecting any of the Sensor harness connectors and Turn the Ignition On to check the voltage readings. While monitoring the voltage, disconnect each Sensor harness connector that shares the (F856) Auxiliary 5-volt Supply circuit, one at a time. Does the voltage increase above 4.5 volts when disconnecting any of the Sensor harness connectors? Yes >> Replace the Sensor that causes the (F856) Auxiliary 5-volt Supply circuit voltage to increase when disconnected. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
PCM
WK
9 - 731
P0653-SENSOR REFERENCE VOLTAGE 2 CIRCUIT HIGH
9 - 732
WK
P0653-SENSOR REFERENCE VOLTAGE 2 CIRCUIT HIGH (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: When the PCM recognizes the Auxiliary 5-volt Supply circuit voltage is too high. One Trip Fault. ETC light is flashing. Possible Causes (F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
(F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C1 PCM harness connector. Disconnect all the Sensors that share the (F856) Auxiliary 5-volt Supply circuit. NOTE: Improperly installed aftermarket accessories can cause this DTC to set. Check for wiring added by customer. Ignition on, engine not running. Measure the voltage on the (F856) Auxiliary 5-volt Supply circuit at the CMP Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (F856) Auxiliary 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
WK
3.
PCM
9 - 733
P0653-SENSOR REFERENCE VOLTAGE 2 CIRCUIT HIGH (CONTINUED)

9 - 734
WK
P0685-AUTO SHUTDOWN RELAY CONTROL CIRCUIT
WK
9 - 735
P0685-AUTO SHUTDOWN RELAY CONTROL CIRCUIT (CONTINUED)

When Monitored: With ignition on. Battery voltage above 10 volts. Set Condition: The actual ASD state is not equal to the desired ASD state. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (A924) FUSED B+ CIRCUITS (K342) ASD RELAY CONTROL CIRCUIT OPEN (K342) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND ASD RELAY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ASD RELAY OPERATION Ignition on, engine not running. With a scan tool, actuate the ASD Relay. Is the ASD Relay operating? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
2.
(A924) FUSED B+ CIRCUITS Turn the ignition off. Remove the ASD Relay from the IPM. Using a 12-volt test light connected to ground, probe the (A924) Fused B+ circuits in the IPM. Does the test light illuminate brightly? Yes No >> Go To 3 >> Repair the open or short to ground in the (A924) Fused B+ circuits. Inspect and replace any open fuses. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
ASD RELAY Measure the resistance of the ASD Relay Coil. Is the resistance between 60 to 80 ohms? Yes No >> Go To 4 >> Replace the ASD Relay. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 736
WK
P0685-AUTO SHUTDOWN RELAY CONTROL CIRCUIT (CONTINUED)
4.
(K342) ASD RELAY CONTROL CIRCUIT OPEN Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K342) ASD Relay Control circuit from the IPM to the appropriate terminals of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K342) ASD Relay Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(K342) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (K342) ASD Relay Control circuit in the IPM. Is the resistance below 100 ohms? Yes No >> Repair the short to ground in the (K342) ASD Relay Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
6.
PCM
WK
9 - 737
P0688-AUTO SHUTDOWN RELAY SENSE CIRCUIT LOW
9 - 738
WK
P0688-AUTO SHUTDOWN RELAY SENSE CIRCUIT LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With ignition key on. Battery voltage greater than 10 volts. Set Condition: No voltage sensed at the PCM when the ASD relay is energized. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (A924) FUSED B+ CIRCUITS (K342) ASD RELAY OUTPUT CIRCUIT OPEN ASD RELAY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
VERIFY ASD DTC
NOTE: Diagnose P0685 - Auto Shutdown Relay Control Circuit first if it set along with this DTC. With a scan tool, erase the DTC. Attempt to start the engine. If the engine will not start, crank the engine for at least 15 seconds. It may be necessary to repeat several times. Does the DTC reset? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
ENGINE OPERATION Attempt to start the engine. Does the engine start? Yes No >> Go To 3 >> Go To 4
WK
3.
(K342) ASD RELAY OUTPUT CIRCUIT OPEN Turn the ignition off. Remove the ASD Relay. Disconnect the C3 PCM harness connector.
9 - 739
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K342) ASD Relay Output circuit from the Relay connection to the appropriate terminals of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K342) ASD Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
ASD RELAY Turn the ignition off. Install a substitute relay in place of the ASD Relay. Ignition on, engine not running. With a scan tool, erase DTCs. Attempt to start the engine. With a scan tool, read DTCs. Does the DTC reset? Yes No >> Go To 5 >> Replace the ASD Relay. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(A924) FUSED B+ CIRCUITS Turn the ignition off. Using a 12-volt test light connected to ground, probe the (A924) Fused B+ circuits at the Relay connection. Does the test light illuminate brightly? Yes No >> Go To 6 >> Repair the open or short to ground in the (A924) Fused B+ circuits. Inspect the related fuse and repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 740
WK
6.
(K342/F42) ASD RELAY OUTPUT CIRCUIT OPEN Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K342/F42) ASD Relay Output circuit from the Relay connection to the appropriate terminals of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K342/F42) ASD Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
PCM
WK
9 - 741
P0691-COOLING FAN 1 RELAY CONTROL CIRCUIT LOW
9 - 742
WK
P0691-COOLING FAN 1 RELAY CONTROL CIRCUIT LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on with the Cooling fan No.1 Relay actuated. Set Condition: The FCM recognizes and open or short to ground in the Cooling Fan Relay No.1 Control circuit. Possible Causes (A16) FUSED B+ CIRCUIT (N201) LOW SPEED FAN RELALY CONTROL CIRCUIT OPEN (N201) LOW SPEED FAN RELALY CONTROL CIRCUIT SHORTED TO GROUND LOW SPEED RADIATOR FAN RELAY FCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
(A16) FUSED B+ CIRCUITS Turn the ignition off. Remove the Low Speed Radiator Fan Relay. Using a 12-volt test light connected to ground, probe the (A16) Fused B+ circuits. Is the voltage above 11.0 volts? Yes No >> Go To 3 >> Repair the open or short to ground in the (A16) Fused B+ circuits. Inspect the related fuse and repair as necessary. Perform BODY VERIFICATION TEST-VER 1.
3.
LOW SPEED RADIATOR FAN RELAY RESISTANCE Measure the resistance of the Low Speed Radiator Fan Relay Coil. Is the resistance between 60 to 80 ohms? Yes No >> Go To 4 >> Replace the Low Speed Radiator Fan Relay. Perform BODY VERIFICATION TEST-VER 1.
WK
4.
9 - 743

(N201) COOLING FAN NO.1 CONTROL CIRCUIT OPEN Disconnect the IPM FCM 49 way harness connector. Measure the resistance of the (N201) Cooling Fan No.1 Relay Control circuit from the Relay to the IPM FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (N201) Cooing Fan No.1 Relay Control circuit. Perform BODY VERIFICATION TEST-VER 1.
5.
(N201) COOLING FAN NO.1 CONTROL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (N201) Cooling Fan No.1 Relay Control circuit at the Relay connection. Is the resistance below 100 ohms? Yes No >> Repair the short to ground in the (N201) Cooling Fan No.1 Relay Control circuit. Perform BODY VERIFICATION TEST-VER 1. >> Go To 6
6.
9 - 744
WK
P0692-COOLING FAN 1 RELAY CONTROL CIRCUIT HIGH
WK
9 - 745
P0692-COOLING FAN 1 RELAY CONTROL CIRCUIT HIGH (CONTINUED)

When Monitored: Ignition on with the Cooling Fan No.1 Relay powered on. Set Condition: The FCM detects the Cooling Fan No.1 Relay voltage above the acceptable voltage at the FCM. The circuit is continuously monitored. Possible Causes (N201) COOLING FAN NO.1 RELAY CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE LOW SPEED RADIATOR FAN RELAY FRONT CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
(N201) COOLING FAN NO.1 RELAY CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Remove the Low Speed Radiator Fan Relay. Disconnect the IPM FCM 49 way harness connector. Ignition on, engine not running. Measure the voltage on the (N201) Cooling Fan No.1 Relay Control Circuit at the Relay terminal. Is the voltage above 0 volts? Yes No >> Repair the short to battery voltage in the (N201) Cooling Fan No.1 Relay Control circuit. Perform BODY VERIFICATION TEST-VER 1. >> Go To 3
3.
LOW SPEED RADIATOR FAN RELAY RESISTANCE Measure the resistance of the Low Speed Radiator Fan Relay Coil. Is the resistance between 60 to 80 ohms? Yes No >> Go To 4 >> Replace the Low Speed Radiator Fan Relay. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 746
WK
4.
WK
9 - 747
P0693-COOLING FAN 2 RELAY CONTROL CIRCUIT LOW
9 - 748
WK

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and the High Speed Radiator Fan Relay is powered on. Set Condition: The FCM detects and open or short in the Cooling Fan No.2 Relay Control circuit. The circuit is continuously monitored. Possible Causes (A16) FUSED B+ CIRCUITS (N112) COOOLING FAN NO.2 RELAY CONTROL CIRCUIT OPEN (N112) COOOLING FAN NO.2 RELAY CONTROL CIRCUIT SHORTED TO GROUND HIGH SPEED RADIATOR FAN RELAY FRONT CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
HIGH SPEED RADIATOR FAN RELAY OPERATION Ignition on, engine not running. With a scan tool, actuate the High Speed Radiator Fan Relay. Is the Cooling Fan Relay operating? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
2.
(A16) FUSED B+ CIRCUITS Turn the ignition off. Remove the High Speed Radiator Fan Relay. Using a 12-volt test light connected to ground, probe the (A16) Fused B+ circuits in the Relay connection. Is the voltage above 11.0 volts? Yes No >> Go To 3 >> Repair the open or short to ground in the (A16) Fused B+ circuits. Inspect the related fuse and repair as necessary. Perform BODY VERIFICATION TEST-VER 1.
WK
3.
9 - 749

HIGH SPEED RADIATOR FAN RELAY RESISTANCE Measure the resistance of the High Speed Radiator Fan Relay Coil. Is the resistance between 60 to 80 ohms? Yes No >> Go To 4 >> Replace the Relay. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(N112) COOLING FAN NO.2 CONTROL CIRCUIT OPEN Disconnect the IPM FCM 49 way harness connector. Measure the resistance of the (N112) Cooling Fan No.2 Relay Control circuit from the Relay connection to the IPM FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (N112) Cooling Fan No.2 Relay Control circuit. Perform BODY VERIFICATION TEST-VER 1.
5.
(N112) COOLING FAN NO.2 CONTROL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (N112) Cooling Fan No.2 Relay Control circuit at the Relay connection. Is the resistance below 100 ohms? Yes No >> Repair the short to ground in the (N112) Cooling Fan No.2 Relay Control circuit. Perform BODY VERIFICATION TEST-VER 1. >> Go To 6
6.
NOTE: Before continuing, check the FCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform BODY VERIFICATION TEST-VER 1. >> Replace the Front Control Module per Service Information. Perform BODY VERIFICATION TEST-VER 1.
9 - 750
WK
P0694-COOLING FAN 2 RELAY CONTROL CIRCUIT HIGH
WK
9 - 751

When Monitored: Ignition on with the Cooling Fan No.2 Relay powered on. Set Condition: The FCM detects the Cooling Fan No.2 Relay voltage above the acceptable voltage at the FCM. The circuit is continuously monitored. Possible Causes (N112) COOLING FAN NO.2 RELAY CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE HIGH SPEED RADIATOR FAN RELAY FRONT CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
LOW SPEED RADIATOR FAN RELAY OPERATION Ignition on, engine not running. With a scan tool, actuate the High Speed Radiator Fan Relay. Is the Cooling Fan Relay operating? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
2.
(N112) COOLING FAN NO.2 RELAY CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Remove the High Speed Radiator Fan Relay. Disconnect the IPM FCM 49 way harness connector. Ignition on, engine not running. Measure the voltage on the (N112) Cooling Fan No.2 Relay Control Circuit at the Relay terminal. Is the voltage above 0 volts? Yes No >> Repair the short to battery voltage in the (N112) Cooling Fan No.2 Relay Control circuit. Perform BODY VERIFICATION TEST-VER 1. >> Go To 3
3.
HIGH SPEED RADIATOR FAN RELAY RESISTANCE Measure the resistance of the High Speed Radiator Fan Relay Coil. Is the resistance between 60 to 80 ohms? Yes No >> Go To 4 >> Replace the High Speed Radiator Fan Relay. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 752
WK
4.
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9 - 753
P0700-TRANSMISSION CONTROL SYSTEM (MIL REQUEST)

When Monitored: Ignition on and battery voltage greater than 10 volts. Set Condition: An active DTC is stored in the TCM. One Trip Fault. Three good trips to turn off the MIL. Possible Causes DTC PRESENT IN THE TRANSMISSION CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
DTC PRESENT IN EATX CONTROLLER This is an informational DTC letting you know that a DTC(s) is stored in the Transmission Control Module. Erase this DTC from the PCM after all Transmission DTC(s) have been repaired. Using a scan tool, read the Transmission Controller DTC and refer to the Transmission Category and perform the appropriate symptom. PCM Diagnostic Information complete. Continue Test Complete.
9 - 754
WK
P0703-BRAKE SWITCH 2 PERFORMANCE
WK
9 - 755
When Monitored: Ignition on. Set Condition: When the PCM recognizes Brake Switch No.2 voltage is not equal to the applied value at the PCM when Brake Switch No.1 is applied. This could be a normal condition. If this condition is seen repeatedly by the PCM the fault is set. Cruise will not work for the rest of the key cycle. Possible Causes (F942) FUSED IGNITION SWITCH OUTPUT CIRCUIT (B16) BRAKE SWITCH NO.2 SIGNAL CIRCUIT OPEN (B16) BRAKE SWITCH NO.2 SIGNAL CIRCUITSHORTED TO BATTERY VOLTAGE (B16) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND (B15) BRAKE SWITCH NO.1 SIGNAL CIRCUIT OPEN STOP LAMP SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Make sure the Stop Lamp Switch is adjusted properly before continuing. NOTE: Make sure the Stop Lamp Switch is properly wired, such as (B15) Brake Switch No.1 and (B16) Brake Switch No.2 Signal circuit are not switched at the harness connector. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 756
WK
2.
(F942) FUSED IGNITION SWITCH CIRCUIT
Turn the ignition off. Disconnect the Stop Lamp Switch harness connector. Using a 12-volt test light connected to ground, probe the (F942) Fused Ignition Switch Output circuit in the Stop Lamp Switch harness connector. Does the test light illuminate brightly? Yes No >> Go To 3 >> Repair the open or short to ground in the (F942) Fused Ignition Switch Output circuit. Inspect the related fuse and repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
STOP LAMP SWITCH Turn the ignition off. Measure the resistance between the (F942) Fused Ignition Switch Output circuit terminal and the (B16) Brake Switch No.2 Signal circuit terminal in the Stop Lamp Switch. Measure the resistance between the (Z904) Ground circuit terminal and the (B15) Brake Switch No.1 Signal terminal in the Stop Lamp Switch. Apply and release the Stop Lamp Switch while monitoring the ohmmeter. Does the resistance change from below 5.0 ohms to open circuit for each circuit check? Yes No >> Go To 4 >> Replace the Stop Lamp Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(B16) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the C3 PCM harness connector. Measure the voltage on the (B16) Brake Switch No.2 Signal circuit in the Stop Lamp Switch harness connector. Ignition on, engine not running. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (B16) Brake Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
WK
9 - 757
5.
Turn the ignition off. Measure the resistance of the (B16) Brake Switch No.2 Signal circuit from the Stop Lamp Switch harness connector to the C1 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (B16) Brake Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
Measure the resistance between ground and the (B16) Brake Switch No.2 Signal circuit in the Stop Lamp Switch harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short to ground in the (B16) Brake Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
9 - 758
WK
7.
Measure the resistance of the (B15) Brake Switch No.1 Signal circuit from the Stop Lamp Switch harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 8 >> Repair the open in the (B15) Brake Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
PCM
WK
9 - 759
P0850-PARK/NEUTRAL SWITCH PERFORMANCE
9 - 760
WK
P0850-PARK/NEUTRAL SWITCH PERFORMANCE (CONTINUED)

Theory of Operation
The Park Neutral switch rationality test is enabled only for vehicles equipped with a 4/5 speed automatic transmission. This diagnostic checks if the park/neutral switch is incorrectly stuck in the neutral position during driving conditions by comparing Vehicle Speed, Engine Speed, Throttle Position, and Pressure Ratio to the fail thresholds and by looking at the state of the Park/Neutral Switch. The stuck in drive condition is not explicitly checked as the starter relay does not energize and therefore render the vehicle inoperable. When Monitored: Continuously with the transmission in Park, Neutral, or Drive and NOT in Limp-in mode. Set Condition: This code will set if the PCM detects an incorrect Park/Neutral switch state for a given mode of vehicle operation. One trip fault. Three good trips to turn off the MIL. Possible Causes TRS (T41) SENSE (P/N SENSE) CIRCUIT OPEN TRS (T41) SENSE (P/N SENSE) CIRCUIT SHORTED TO GROUND TRANSMISSION RANGE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
P/N & D/R NOT IN CORRECT POSITION
NOTE: Check the TCM for DTCs, if P0706 is set in the TCM diagnose the TCM code before continuing. Ignition on, engine not running. With the scan tool, read the Park/Neutral Position Switch input state. While moving the gear selector through all gear positions (Park to 1 and back to Park), monitor the scan tool display. Did the scan tool display show P/N and D/R in the correct gear positions? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
WK
2.
TRS (T41) SENSE (P/N SENSE) CIRCUIT OPEN Turn the ignition off. Disconnect the C3 PCM harness connector. Disconnect the Transmission Range Sensor harness connector.
9 - 761
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the TRS (T41) Sense (P/N Sense) circuit from the TRS harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 3 >> Repair the open in the TRS (T41) Sense (P/N Sense) circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
TRS (T41) SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the TRS (T41) Sense (P/N Sense) circuit at the TRS harness connector. Is the resistance above 100k ohms? Yes No >> Go To 4 >> Repair the short to ground in the TRS (T41) Sense (P/N Sense) circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 762
WK
4.
TRANSMISSION RANGE SENSOR
Measure the resistance between ground and the (T41) TRS Sense (P/N Sense) circuit while moving the gear selector through each gear in the TRS connector. NOTE: The circuit is grounded in Park and Neutral and open in the other positions. Did the resistance change from above 100 kohms (open) to below 10.0 ohms (grounded)? Yes No >> Go To 5 >> Replace the Transmission Range Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
PCM
WK
9 - 763
P1115-GENERAL TEMPERATURE RATIONALITY
9 - 764
WK
P1115-GENERAL TEMPERATURE RATIONALITY (CONTINUED)

Theory of Operation
The General Temperature Rationality looks at the outputs of the three temperature sensors and compare them under cold start conditions. Following a start to run delay time, the outputs of the ambient, engine coolant, and intake air temperature sensors will be compared. If two sensors agree but not the third, the third sensor is declared as irrational. If all three sensors are irrational the General Temperature Sensor Rationality is failed. When Monitored: Ignition on and battery voltage greater than 10 volts. Set Condition: Ambient Air, Engine Coolant, and Intake Air Temp sensor inputs are compared under cold start conditions. After start up the temp readings are monitored. If two of the three readings agree and the third doesnt, a DTC is stored. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EXCESSIVE RESISTANCE IN THE SENSOR SIGNAL CIRCUIT EXCESSIVE RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT TEMPERATURE SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read the DTCs. NOTE: All ECT, Intake Air, and Ambient Air Temperature Sensor codes must be diagnosed and repaired before continuing. NOTE: In cold weather, this DTC could be set by a high powered block heater and no repair would be required. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
TEMPERATURE SENSOR CIRCUIT With a scan tool, read the ECT, Ambient Air Temp, and Intake Air Temp Sensor temp values. Start the engine. Allow the engine to reach normal operating temperature while monitoring the three Sensor temperature values. Is the temperature for each of the Sensors increasing properly? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
WK
3.
9 - 765

TEMPERATURE SENSOR Ignition on, engine not running. Disconnect the suspected faulty sensor. Connect a jumper wire between the Sensor Signal circuit and the (K900) Sensor ground circuit. With the scan tool, read the voltage of the suspected Sensor. Did the voltage reading start at 4.8 to 5.0 volts and decrease to 0 volts when the jumper wire was installed? Yes No >> Replace the Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
EXCESSIVE RESISTANCE IN THE TEMPERATURE SENSOR SIGNAL CIRCUIT
Turn the ignition off. Disconnect the PCM harness connectors. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the Sensor Signal circuit from the Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance above 5.0 ohms. Yes >> Repair the excessive resistance in the Temperature Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
Measure the resistance of the (K900) Sensor ground circuit from the Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance above 5.0 ohms. Yes >> Repair the excessive resistance in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
9 - 766
WK
6.
PCM
WK
9 - 767
P1411CYLINDER 1 REACTIVATION CONTROL PERFORMANCE
9 - 768
WK
P1411CYLINDER 1 REACTIVATION CONTROL PERFORMANCE (CONTINUED)

Theory of Operation
When all criteria has been met, power is supplied to each MDS Solenoid when the engine is making a transition from 8 cylinder mode to 4 cylinder mode. By actuating the solenoid, oil pressure is raised to the pair of lifters that coincide with each particular solenoid. The oil pressure pushes in the locking pins that allows the lifter to collapse, decoupling the valves and camshaft. When Monitored: Transition from 8 to 4 cylinder mode. Set Condition: The MDS fails to active and take place for cylinder 1. Possible Causes (K451) MDS SOLENOID NO.1 CONTROL SHORT TO GROUND (K451) MDS SOLENOID NO.1 CONTROL OPEN (Z42) GROUND CIRCUIT OPEN INSUFFICENT OIL PRESSURE ACTING ON THE LIFTER LOCKING PINS OIL PASSAGES RESTRICTED LIFTER MDS SOLENOID NO.1 PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
WK
2.
MDS SOLENOID NO.1
9 - 769

Turn the ignition off. Gain access to the MDS Solenoid No.1. Disconnect the MDS Solenoid No.1 harness connector. Ignition on, engine not running. Turn off all accessories. Using a 12-volt test light connected to the (Z42) Ground circuit, probe the (K451) MDS Solenoid No.1 Control circuit. With a scan tool, actuate the MDS Solenoid 1. Does the 12-volt test light flash on and off? Yes No >> Go To 7 >> Go To 3
3.
Turn the ignition off. Using a 12-volt test light connected to the 12-volts, probe the (Z42) Ground circuit in the MDS Solenoid No.1 harness connector. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the open in the (Z42) Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 770
WK
4.
(K451) MDS SOLENOID NO.1 CONTROL CIRCUIT SHORTED TO GROUND
Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (K451) MDS Solenoid No.1Control circuit in the MDS Solenoid No.1 harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K451) MDS Solenoid No.1 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
(K451) MDS SOLENOID NO.1 CONTROL CIRCUIT OPEN
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K451) MDS Solenoid No.1 Control circuit from the MDS Solenoid No.1 harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (K451) MDS Solenoid No.1 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
6.
PCM
9 - 771

7.
MDS SOLENOID 1
Turn the ignition off. Remove the Intake Manifold per Service Information. Reconnect the Solenoid connector. Turn the ignition on. With the scan tool actuate the MDS Solenoid 1. Can you feel and hear the Solenoid Actuating? Yes No >> Go To 8 >> Remove the Solenoid and check for any debris that may be blocking the oil passages to the Solenoid. If the passages are clogged, clean the passages and replace the MDS Solenoid 1. If the passages are not clogged with debris, replace the MDS Solenoid 1. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
OIL PASSAGES RESTRICTED Turn the ignition off. Remove both Solenoids on Bank 1 of the engine block. Remove the Bank 1 Cylinder Head per Service Information. Remove the Lifters from the left engine bank. Inspect the oil passages to the Solenoids and from the Solenoids to the lifters. Are the passages blocked? Yes >> Clean the oil passages as necessary. If the entire engine is restricted disassembly of the entire engine block may be necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace both sets of lifters if no other possible causes remain. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
9 - 772
WK
WK
9 - 773

Theory of Operation
Diagnostic Test
1.
9 - 774
WK
2.
MDS SOLENOID NO.4
3.
WK
4.
9 - 775

(K452) MDS SOLENOID NO.4 CONTROL CIRCUIT SHORTED TO GROUND Turn the ignition off. Disconnect the C1 PCM harness connector. Measure the resistance between ground and the (K452) MDS Solenoid No.4 Control circuit in the MDS Solenoid No.4 harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K452) MDS Solenoid No.4 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
9 - 776
WK
6.
PCM
7.
MDS SOLENOID 4
Turn the ignition off. Remove the Intake Manifold per Service Information. Reconnect the Solenoid harness connector. Turn the ignition on. With the scan tool actuate the MDS Solenoid 4. Can you feel and hear the Solenoid Actuating? Yes No >> Go To 8 >> Remove the Solenoid and check for any debris that may be blocking the oil passages to the Solenoid. If the passages are clogged, clean the passages and replace the MDS Solenoid 4. If the passages are not clogged with debris, replace the MDS Solenoid 4. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
OIL PASSAGES RESTRICTED Turn the ignition off. Remove both Solenoids on Bank 2 of the engine block. Remove the Bank 2 Cylinder Head per Service Information. Remove the Lifters from the right engine bank. Inspect the oil passages to the Solenoids and from the Solenoids to the lifters. Are the passages blocked? Yes >> Clean the oil passages as necessary. If the entire engine is restricted disassembly of the entire engine block may be necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace both sets of lifters if no other possible causes remain. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
WK
9 - 777
9 - 778
WK

Theory of Operation
Diagnostic Test
1.
WK
2.
MDS SOLENOID NO.6
9 - 779

3.
9 - 780
WK
4.
Disconnect the C2 PCM harness connector. Turn the ignition off. Measure the resistance between ground and the (K453) MDS Solenoid No.6 Control circuit in the MDS Solenoid No.6 harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K453) MDS Solenoid No.6 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
WK
6.
PCM
9 - 781

7.
MDS SOLENOID 6
Turn the ignition off. Remove the Intake Manifold per Service Information. Reconnect the Solenoid connector. Turn the ignition on. With the scan tool actuate the MDS Solenoid 6. Can you feel and hear the Solenoid Actuating? Yes No >> Go To 8 >> Remove the Solenoid and check for any debris that may be blocking the oil passages to the Solenoid. If the passages are clogged, clean the passages and replace the MDS Solenoid 6. If the passages are not clogged with debris, replace the MDS Solenoid 6. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
OIL PASSAGES RESTRICTED Turn the ignition off. Remove both Solenoids on Bank 2 of the engine block. Remove the Bank 2 Cylinder Head per Service Information. Remove the Lifters from the right engine bank. Inspect the oil passages to the Solenoids and from the Solenoids to the lifters. Are the passages blocked? Yes >> Clean the oil passages as necessary. If the entire engine is restricted disassembly of the entire engine block may be necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace both sets of lifters if no other possible causes remain. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
9 - 782
WK
WK
9 - 783

Theory of Operation
Diagnostic Test
1.
9 - 784
WK
2.
MDS SOLENOID NO.7
3.
WK
4.
9 - 785

(K454) MDS SOLENOID NO.7 CONTROL CIRCUIT SHORTED TO GROUND Turn the ignition off. Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (K454) MDS Solenoid No.7 Control circuit in the MDS Solenoid No.7 harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K454) MDS Solenoid No.7 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
9 - 786
WK
6.
PCM
7.
MDS SOLENOID 7
Turn the ignition off. Remove the Intake Manifold per Service Information. Reconnect the Solenoid harness connector. Turn the ignition on. With the scan tool actuate the MDS Solenoid 7. Can you feel and hear the Solenoid Actuating? Yes No >> Go To 8 >> Remove the Solenoid and check for any debris that may be blocking the oil passages to the Solenoid. If the passages are clogged, clean the passages and replace the MDS Solenoid 7. If the passages are not clogged with debris, replace the MDS Solenoid 7. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
No
WK
9 - 787
P1501-VEHICLE SPEED SENSOR 1/2 CORRELATION - DRIVE WHEELS
9 - 788
WK
P1501-VEHICLE SPEED SENSOR 1/2 CORRELATION - DRIVE WHEELS (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and vehicle moving. Cruise is learned and customer is trying to use the Cruise. Set Condition: The PCM recognizes rear wheel speed is greater than front wheel speed. Possible Causes ACTIVE BUS OR COMMUNICATION DTCS TIRE CIRCUMFERENCE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. NOTE: Check for any Bus Communication DTCs. If no Bus Communication DTCs are set, check for active DTCs stored in the Ant-Lock Brake Module. Any Bus Communication DTCs or VSS DTCs in the Ant-Lock Brake Module must be properly diagnosed before continuing. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
VISUAL INSPECTION
WK
3.
PCM
9 - 789
P1501-VEHICLE SPEED SENSOR 1/2 CORRELATION - DRIVE WHEELS (CONTINUED)

9 - 790
WK
P1502-VEHICLE SPEED SENSOR 1/2 CORRELATION - NON DRIVE WHEELS
WK
9 - 791
P1502-VEHICLE SPEED SENSOR 1/2 CORRELATION - NON DRIVE WHEELS (CONTINUED)

When Monitored: Ignition on and vehicle moving. Brake pedal must not be applied. Set Condition: The PCM recognizes front axle speed is greater than rear axle speed. Possible Causes ACTIVE BUS OR COMMUNICATION DTCS TIRE CIRCUMFERENCE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. NOTE: Check for any Bus Communication DTCs. If no Bus Communication DTCs are set, check for active DTCs stored in the Ant-Lock Brake Module. Any Bus Communication DTCs or VSS DTCs in the Ant-Lock Brake Module must be properly diagnosed before continuing. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
VISUAL INSPECTION
9 - 792
WK
P1502-VEHICLE SPEED SENSOR 1/2 CORRELATION - NON DRIVE WHEELS (CONTINUED)
3.
PCM
WK
P1572-BRAKE PEDAL STUCK ON
9 - 793
9 - 794
WK
P1572-BRAKE PEDAL STUCK ON (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. In plant mode only. Set Condition: PCM recognizes the Brake Pedal could not electrically indicate the applied (On) position with both switch inputs. One trip fault. Possible Causes (B15) BRAKE SWITCH NO.1 SIGNAL CIRCUIT OPEN (B16) BRAKE SWITCH NO.2 SIGANL CIRCUIT OPEN STOP LAMP SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Make sure the Stop Lamp Switch is adjusted properly before continuing. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
STOP LAMP SWITCH OPERATION Turn the ignition off. Disconnect the Stop Lamp Switch harness connector. Measure the resistance between the (Z904) Ground circuit terminal and the (B15) Brake Switch No.1 Signal terminal in the Stop Lamp Switch. Apply and release the Stop Lamp Switch while monitoring the ohmmeter. Does the resistance change from below 5.0 ohms to open circuit when pressing and releasing the brake pedal switch? Yes No >> Go To 3 >> Replace the Stop Lamp Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 795
3.
STOP LAMP SWITCH OPERATION Measure the resistance between the (F942) Fused Igniton Switch terminal and the (B16) Brake Switch No.2 Signal circuit terminal in the Stop Lamp Switch. Apply and release the Stop Lamp Switch while monitoring the ohmmeter. Does the resistance change from below 5.0 ohms to open circuit when pressing and releasing the Stop Lamp switch? Yes No >> Go To 4 >> Replace the Stop Lamp Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (B15) Brake Switch No.1 Signal circuit from the Stop Lamp Switch harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (B15) Brake Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 796
WK
5.
Measure the resistance of the (B16) Brake Switch No.2 Signal circuit from the Stop Lamp Switch harness connector to the C1 FCM harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (B16) Brake Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
PCM
WK
P1573-BRAKE PEDAL STUCK OFF
9 - 797
9 - 798
WK
P1573-BRAKE PEDAL STUCK OFF (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on, In plant mode passed the Applied test. Set Condition: PCM recognizes the Brake Pedal could not electronically indicate the released (Off) position with both switches. If P1572 sets, P1573 will also set. One trip fault. Possible Causes (B16) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (B15) BRAKE SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND STOP LAMP SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Make sure the Stop Lamp Switch is adjusted properly before continuing. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
STOP LAMP SWITCH OPERATION Turn the ignition off. Disconnect the Stop Lamp Switch harness connectors. Measure the resistance between the (Z904) Ground circuit terminal and the (B15) Brake Switch No.1 Signal terminal in the Stop Lamp Switch. Apply and release the Stop Lamp Switch while monitoring the ohmmeter. Does the resistance change from below 5.0 ohms to an open circuit when pressing and releasing the brake switch? Yes No >> Go To 3 >> Replace the Stop Lamp Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 799
3.
STOP LAMP SWITCH OPERATION Measure the resistance between the (F942) Fused Ignition Switch circuit terminal and the (B16) Brake Switch No.2 Signal circuit terminal in the Stop Lamp Switch. Apply and release the Stop Lamp Switch while monitoring the ohmmeter. Does the resistance change from below 5.0 ohms to an open circuit when pressing and releasing the Stop Lamp switch? Yes No >> Go To 4 >> Replace the Stop Lamp Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(B16) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the C3 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (B16) Brake Switch No.2 Signal circuit in the Stop Lamp Switch harness connector. Is the voltage above 1.0 volt? Yes >> Repair the short to battery voltage in the (B16) Brake Switch No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
Turn the ignition off. Measure the resistance between ground and the (B15) Brake Switch No.1 Signal circuit in the Stop Lamp Switch harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (B15) Brake Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
9 - 800
WK
6.
PCM
WK
9 - 801
P1593-SPEED CONTROL SWITCH 1 STUCK (5.7L)
9 - 802
WK
P1593-SPEED CONTROL SWITCH 1 STUCK (5.7L) (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: Cruise Switch inputs are not coherent with each other. Example: PCM is reading Switch No.1 as Accel and Switch No.2 as Coast at the same time. One trip fault. Possible Causes S/C SWITCH SIGNAL CIRCUITS SHORTED TO BATTERY VOLTAGE RESISTANCE IN THE S/C SWITCH SIGNAL CIRCUITS RESISTANCE IN THE (V397/V937) SWITCH RETURN CIRCUIT S/C SWITCH SIGNAL CIRCUITS SHORTED TO THE (V397/V937) SWITCH RETURN CIRCUIT (V371/V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V372/V72) S/C SWITCH NO.2 SIGNAL CIRCUIT S/C SWITCH SIGNAL CIRCUITS SHORTED TO GROUND STEERING COLUMN CONTROL MODULE SPEED CONTROL ON/OFF SWITCH SPEED CONTROL RESUME/ACCEL SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
WK
3.
9 - 803

4.
9 - 804
WK
5.
S/C SWITCH SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the C3 PCM harness connector. Measure the voltage on the (V371) and (V372) S/C Switch Signal circuits at both Speed Control harness connectors. Is the voltage above 5.0 volts? Yes >> Repair the short to battery voltage in the (V371) or (V372) S/C Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
STEERING COLUMN CONTROL MODULE Turn the ignition off. Disconnect the C1 and C3 SCCM harness connectors per Service Information. Measure the resistance of the (V371/V71) and (V372/V72) S/C Switch Signal circuits between the C1 and C3 SCCM connectors. Measure the resistance of the (V397/V937) Switch Return circuit between the C1 and C3 SCCM connectors. Is the resistance above 5.0 ohms? Yes No >> Replace the SCCM per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
>> Go To 7 NOTE: Connect the Steering Column Control Module harness connectors per Service Information before continuing.
WK
7.
9 - 805

CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (V371/V71) and (V372/V72) S/C Switch Signal circuits from both Speed Control harness connectors to the appropriate terminals of special tool #8815. Is the resistance below 5.0 ohms for each measurement? Yes No >> Go To 8 >> Repair the excessive resistance in the (V371/V71) or (V372/V72) S/C Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 806
WK
8.
WK
9.
9 - 807

S/C SWITCH SIGNAL CIRCUITS SHORTED TO THE (V397/V937) SWITCH RETURN CIRCUIT Measure the resistance between the (V397) Switch Return circuit and both of the (V371) and (V372) S/C Switch Signal circuits in the Speed Control harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (V397/V937) Switch Return circuit and the (V371/V71) or (V372/V72) S/C Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
10.
(V371/V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V372/V72) S/C SWITCH NO.2 SIGNAL CIRCUIT Measure the resistance between the (V371/V71) S/C Switch No.1 Signal circuit and the (V372/72) S/C Switch No.2 Signal circuit at both Speed Control harness connectors. Is the resistance below 100 ohms for each circuit? Yes >> Repair the short between the (V372/V72) S/C Switch No.2 Signal circuit and the (V371) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
9 - 808
WK
11.
S/C SWITCH SIGNAL CIRCUITS SHORTED TO GROUND
Measure the resistance between ground and the (V371/V71) and (V372/V72) S/C Switch Signal circuits at both Switch harness connectors. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V371/V71) or (V372/ V72) S/C Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 12
No
WK
12.
SPEED CONTROL SWITCH VOLTAGE VALUES Allow the engine to idle. With a scan tool, monitor the S/C Switch voltage readings. SWITCH POSITION NO SWITCHES PRESSED ON/OFF PRESSED RES/ACCEL PRESSED SET PRESSED COAST PRESSED CANCEL PRESSED
9 - 809
SWITCH No.1 VOLTAGE VALUE 4.31 to 4.78 volts 0.59 to 1.13 volts 3.88 to 4.17 volts 3.16 to 3.56 volts 2.57 to 2.94 volts 1.59 to 1.99 volts
SWITCH No.2 VOLATGE VALUE 4.31 to 4.78 volts 3.53 to 3.92 volts 2.04 to 2.47 volts 1.17 to 1.56 volts 0.77 to 1.09 volts 2.84 to 3.25 volts
13.
9 - 810
WK
P1593-SPEED CONTROL SWITCH 1 STUCK (3.7L, 4.7L)
WK
For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: Cruise Switch input is not coherent. One trip fault.
9 - 811
P1593-SPEED CONTROL SWITCH 1 STUCK (3.7L, 4.7L) (CONTINUED)

Possible Causes S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE RESISTANCE IN THE (V371/V71)S/C SWITCH NO.1 SIGNAL CIRCUIT RESISTANCE IN THE (V397/V937) SWITCH RETURN CIRCUIT S/C SWITCH SIGNAL CIRCUITS SHORTED TO THE (V397/V937) SWITCH RETURN CIRCUIT S/C SWITCH SIGNAL CIRCUITS SHORTED TO GROUND STEERING COLUMN CONTROL MODULE SPEED CONTROL ON/OFF SWITCH SPEED CONTROL RESUME/ACCEL SWITCH PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
9 - 812
WK
3.
4.
WK
5.
9 - 813

S/C SWITCH SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE Disconnect the C3 PCM harness connector. Measure the voltage on the (V371/V71) S/C Switch Signal circuit at both Speed Control harness connectors. Is the voltage above 5.0 volts? Yes >> Repair the short to battery voltage in the (V371/V71) S/C Switch Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
STEERING COLUMN CONTROL MODULE Turn the ignition off. Disconnect the C1 and C3 SCCM harness connectors per Service Information. Measure the resistance of the (V371/V71) S/C Switch Signal circuit between the C1 and C3 SCCM connections. Measure the resistance of the (V397/V937) Switch Return circuit between the C1 and C3 SCCM connections. Is the resistance above 5.0 ohms? Yes No >> Replace the SCCM per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
>> Go To 7 NOTE: Connect the Steering Column Control Module harness connectors per Service Information before continuing.
9 - 814
WK
7.
NOTE: The measurement must be taken from both Speed Control Switch harness connectors. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (V371/V71) S/C Switch No.1 Signal circuits from both Speed Control harness connectors to the appropriate terminals of special tool #8815. Is the resistance below 5.0 ohms for each measurement? Yes No >> Go To 8 >> Repair the excessive resistance in the (V371/V71) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
WK
9.
9 - 815

S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V397/V937) SWITCH RETURN CIRCUIT Measure the resistance between the (V397/V937) Switch Return circuits and the (V371/V71)S/C Switch No.1 Signal circuits in the S/C Switch harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (V397/V937) Switch Return circuit and the (V371/V71) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
10.
(V371), (V71) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (V371/V71) S/C Switch No.1 Signal circuit at both Switch harness connectors. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (V371/V71) S/C Switch No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 11
No
9 - 816
WK
11.
SPEED CONTROL SWITCH VOLTAGE VALUES Allow the engine to idle. With a scan tool, monitor the S/C Switch voltage readings. SWITCH POSITION NO SWITCHES PRESSED ON/OFF PRESSED RES/ACCEL PRESSED SET PRESSED COAST PRESSED CANCEL PRESSED SWITCH No.1 VOLTAGE VALUE 4.31 to 4.78 volts 0.59 to 1.13 volts 3.88 to 4.17 volts 3.16 to 3.56 volts 2.57 to 2.94 volts 1.59 to 1.99 volts
Take these same voltage measurements with a voltmeter by back probing the (V371) S/C Switch No.1 Signal circuit at the switches. Compare the voltage readings on the voltmeter to what the scan tool displayed. Are the voltage readings out of the listed specification and is there less than a 0.2 of a volt difference between the voltmeter switch values and the scan tool switch values? Yes No >> Replace the Speed Control Switch. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 12 PCM
12.
WK
P1602PCM NOT PROGRAMMED
For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and battery voltage greater than 10 volts. Set Condition: The PCM has not been programmed.
9 - 817
Possible Causes PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PCM PROGRAMMED Ignition on, engine not running. With a scan tool, erase DTCs. With a scan tool program the PCM. Start the engine. Allow the engine to reach normal operating temperature. With a scan tool, read DTCs. Does the DTC reset? Yes No >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> The PCM has been successfully programmed. Test is complete. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 818
WK
P1603-PCM INTERNAL DUAL-PORT RAM COMMUNICATION FAILURE

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and battery voltage greater than 10 volts. Set Condition: Internal PCM failure detected. One Trip Fault. Three good trips to turn off the MIL. Possible Causes PCM FUSED IGNITION SWITCH CIRCUIT PCM INTERNAL Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
PCM IGNITION CIRCUITS
Turn the ignition off. Disconnect the C1 PCM harness connector. Ignition on, engine not running. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. With a 12-volt test light connected to ground and with special tool #8815 installed, probe the (F202) and (F924) Fused Ignition Switch circuits. Perform the above check with the Ignition key in the off lock position, Ignition on, engine not running position, and during cranking. Wiggle the related wire harness while probing the special tool with the test light to try to interrupt the circuit. Does the test light illuminate brightly? Yes No >> Go To 2 >> Repair the open or excessive resistance in the (F202) and (F924) Fused Ignition Switch (Off, Run, Start) circuits. Inspect the related fuse, if the fuse is open check the circuits for a short to ground. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
2.
PCM The Powertrain Control Module is reporting internal errors.
9 - 819
P1603-PCM INTERNAL DUAL-PORT RAM COMMUNICATION FAILURE (CONTINUED)
9 - 820
WK
P1604-PCM INTERNAL DUAL-PORT RAM READ/WRITE INTEGRITY FAILURE

Diagnostic Test
1.
Turn the ignition off. Disconnect the C1 PCM harness connector. Ignition on, engine not running. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. With a 12-volt test light connected to ground and with special tool #8815 installed, probe the (F202) and (F924) Fused Ignition Switch circuits. Perform the above check with the Ignition key in the off lock position, Ignition on, engine not running position, and during cranking. Wiggle the related wire harness while probing the special tool with the test light to try to interrupt the circuit. Does the test light illuminate brightly? Yes No >> Go To 2 >> Repair the open or excessive resistance in the (F202) and (F924) Fused Ignition Switch (Off, Run, Start) circuits. Inspect the related fuse, if the fuse is open check the circuits for a short to ground. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
2.
PCM The Powertrain Control Module is reporting internal errors.
9 - 821
P1604-PCM INTERNAL DUAL-PORT RAM READ/WRITE INTEGRITY FAILURE (CONTINUED)
9 - 822
WK
P1607-PCM INTERNAL SHUTDOWN TIMER RATIONALITY

Diagnostic Test
1.
Turn the ignition off. Disconnect the C1 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. With a 12-volt test light connected to ground and with special tool #8815 installed, probe the (F202) and (F924) Fused Ignition Switch circuits. Perform the above check with the Ignition key in the off lock position, Ignition on, engine not running position, and during cranking. Wiggle the related wire harness while probing the special tool with the test light to try to interrupt the circuit. Does the test light illuminate brightly? Yes No >> Go To 2 >> Repair the open or excessive resistance in the (F202) and (F924) Fused Ignition Switch (Off, Run, Start) circuits. Inspect the related fuse, if the fuse is open check the circuits for a short to ground. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
PCM The Powertrain Control Module is reporting internal errors. NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 823
P1618-SENSOR REFERENCE VOLTAGE 1 CIRCUIT ERRATIC
9 - 824
WK
P1618-SENSOR REFERENCE VOLTAGE 1 CIRCUIT ERRATIC (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: When the PCM recognizes the Primary 5-volt Supply circuit voltage is varying too much too quickly. One Trip Fault. ETC light is flashing. Possible Causes (F855) PRIMARY 5-VOLT SUPPLY SHORTED TO GROUND (F855) PRIMARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE (F855) PRIMARY 5-VOLT SUPPLY CIRCUIT OPEN 5-VOLT SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
WK
2.
9 - 825

(F855) PRIMARY 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND Turn the ignition off. Disconnect the C2 PCM harness connector. Disconnect all the Sensors that share the (F855) Primary 5-volt Supply circuit. NOTE: This code can be caused by the improper installation of after market accessories that may be causing excessive noise on the (F855) 5-volt Supply circuit. Measure the resistance between ground and the (F855) Primary 5-volt Supply circuit in the CKP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) Primary 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
SENSOR SHORTED TO GROUND
Connect the C2 PCM harness connector and all the previously disconnected Sensor except for the CKP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F855) Primary 5-volt Supply circuit at the Throttle Body harness connector. CAUTION: You must Turn the Ignition Off when disconnecting any of the Sensor harness connectors and Turn the Ignition On to check the voltage readings. While monitoring the voltage, disconnect each Sensor harness connector that shares the (F855) Primary 5-volt Supply circuit, one at a time. Does the voltage increase above 4.5 volts when disconnecting any of the Sensor harness connectors? Yes >> Replace the Sensor that causes the (F855) Primary 5-volt Supply circuit voltage to increase when disconnected. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
9 - 826
WK
4.
5-VOLT SENSOR
Turn the ignition off. Connect all the previously disconnected Sensors except for the CKP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F855) Primary 5-volt Supply circuit at the CKP Sensor harness connector. Is the voltage between 4.8 and 5.2 volts? Yes >> Replace the Crank Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
(F855) PRIMARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Disconnect all the Sensors that share the (F855) Primary 5-volt Supply circuit. Ignition on, engine not running. Measure the voltage on the (F855) Primary 5-volt Supply circuit in the CKP Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (F855) Primary 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
WK
6.
(F855) PRIMARY 5-VOLT SUPPLY CIRCUIT OPEN
9 - 827

Turn the ignition off. Reconnect all the sensors that were disconnected in the previous step except for the CKP Sensor harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance in the (F855) Primary 5-volt Supply circuit from the Sensor harness connector to the appropriate terminal of special tool #8815. It may be necessary to perform this test from every sensor that uses the (F855) Primary 5-volt Supply circuit. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (F855) Primary 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
PCM
9 - 828
WK
P1628-SENSOR REFERENCE VOLTAGE 2 CIRCUIT ERRATIC
WK
9 - 829

When Monitored: Ignition on. Set Condition: When the PCM recognizes the Auxiliary 5-volt Supply circuit voltage is varying too much to quickly. One Trip Fault. ETC light is flashing. Possible Causes (F856) AUXILIARY 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (F856) AUXILIARY 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE (F856) AUXILIARY 5-VOLT SUPPLY CIRCUIT OPEN 5-VOLT SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
(F856) AUXILIARY 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C1 PCM harness connector. Disconnect all the Sensors that share the (F856) Auxiliary 5-volt Supply circuit. NOTE: This code can be caused by the improper installation of after market accessories that may be causing excessive noise on the (F856) 5-volt Supply circuit. Measure the resistance between ground and the (F856) Auxiliary 5-volt Supply circuit at the CMP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F856) Auxiliary 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
9 - 830
WK
3.
SENSOR SHORTED TO GROUND
Connect the C1 PCM harness connector and all the previously disconnected Sensor except for the CMP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F856) Auxiliary 5-volt Supply circuit in the CMP Sensor harness connector. CAUTION: You must Turn the Ignition OFF when disconnecting any of the Sensor harness connectors and Turn the Ignition On to check the voltage readings. While monitoring the voltage, disconnect each Sensor harness connector that shares the (F856) Auxiliary 5-volt Supply circuit, one at a time. Does the voltage increase above 4.5 volts when disconnecting any of the Sensor harness connectors? Yes >> Replace the Sensor that causes the (F856) Auxiliary 5-volt Supply circuit voltage to increase when disconnected. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
5-VOLT SENSOR
Turn the ignition off. Connect all the previously disconnected Sensors except for the CMP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F856) Auxiliary 5-volt Supply circuit in the CMP Sensor harness connector. Is the voltage below 4.5 volts? Yes No >> Go To 5 >> Replace the Cam Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
5.
9 - 831

(F856) AUXILIARY 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE Turn the ignition off. Disconnect the C1 PCM harness connector. Disconnect all the Sensors that share the (F856) Auxiliary 5-volt Supply circuit. Ignition on, engine not running. Measure the voltage on the (F856) Auxiliary 5-volt Supply circuit at the CMP Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (F856) Auxiliary 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
(F856) AUXILIARY 5-VOLT SUPPLY CIRCUIT OPEN
Turn the ignition off. Reconnect all the sensors that were disconnected in the previous step except the CMP Sensor harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance in the (F856) Auxiliary 5-volt Supply circuit from the Sensor harness connector to the appropriate terminal of special tool #8815. It may be necessary to perform this test from every sensor that uses the (F856) Auxiliary 5-volt Supply circuit. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (F856) Auxiliary 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 832
WK
7.
PCM
WK
9 - 833
P1646-HYDRAULIC COOLING FAN CONTROL CIRCUIT LOW
9 - 834
WK
P1646-HYDRAULIC COOLING FAN CONTROL CIRCUIT LOW (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and engine running. Set Condition: An open or shorted condition in the Hydraulic Fan Solenoid Control circuit is detected by the Front Control Module. Possible Causes (A916) FUSED B+ CIRCUIT (K173) HYDRAULID RADIATOR FAN SOLENOID CONTROL CIRCUIT OPEN (K173) HYDRAULID RADIATOR FAN SOLENOID CONTROL CIRCUIT SHORTED GROUND INTEGRATED POWER MODULE FRONT CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding (Refer to 9 - ENGINE DIAGNOSIS AND TESTING) .
Diagnostic Test
1.
HYRDRAULIC COOLING FAN OPERATION Ignition on, engine not running. Using the scan tool, perform the Hydraulic Fan Solenoid Test. Does the Hydraulic Cooling Fan operate properly? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. >> Go To 2
2.
(A916) FUSED B+ CIRCUIT CHECK
Turn the ignition off. Disconnect the Hydraulic Cooling Fan Module harness connector. Using a 12-volt test light connected to ground, probe the (A916) Fused B+ circuit in the Hydraulic Cooling Fan Module harness connector. Does the test light illuminate brightly? Yes No >> Go To 3 >> Repair the open or short to ground in the (A916) Fused B+ circuit Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
3.
9 - 835

(K173) HYDRAULIC RADIATOR FAN SOLENOID CONTROL CIRCUIT OPEN BETWEEN THE FAN AND IPM C2 HARNESS CONNECTOR
Disconnect the IPM C2 40 way connector. Measure the resistance of the (K173) Hydraulic Radiator Fan Solenoid control circuit from Fan Module harness connector to the IPM C2 40 way harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 4 >> Repair the excessive resistance in the (K173) Hydraulic Radiator Fan Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(K173) HYDRAULIC RADIATOR FAN SOLENOID CONTROL CIRCUIT SHORTED TO GROUND BETWEEN THE FAN AND IPM C2 HARNESS CONNECTOR
Measure the resistance between ground and the (K173) Hydraulic Radiator Fan Solenoid Control circuit in the Fan Module harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K173) Hydraulic Radiator Fan Solenoid Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
9 - 836
WK
5.
(K173) HYDRAULIC RADIATOR FAN SOLENOID CONTROL CIRCUIT OPEN BETWEEN THE FAN AND IPM FCM 49 WAY HARNESS CONNECTOR
Connect the IPM C2 40 way connector. Disconnect the IPM FCM 49 way harness connector. Measure the resistance of the (K173) Hydraulic Radiator Fan Solenoid control circuit from Fan Module harness connector to the IPM FCM 49 way harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the excessive resistance in the (K173) Hydraulic Radiator Fan Solenoid Control circuit in the IPM. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
(K173) HYDRAULIC RADIATOR FAN SOLENOID CONTROL CIRCUIT SHORTED TO GROUND BETWEEN THE FAN AND IPM FCM 49 WAY HARNESS CONNECTOR
Measure the resistance between ground and the (K173) Hydraulic Radiator Fan Solenoid Control circuit in the Fan Module harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K173) Hydraulic Radiator Fan Solenoid Control circuit in the IPM. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
WK
9 - 837
P1647-HYDRAULIC COOLING FAN CONTROL CIRCUIT HIGH
9 - 838
WK
P1647-HYDRAULIC COOLING FAN CONTROL CIRCUIT HIGH (CONTINUED)

For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and engine running. Set Condition: An open or shorted condition in the Hydraulic Fan Solenoid Control circuit is detected by the Front Control Module. Possible Causes (Z823) GROUND CIRCUIT OPEN (K173) HYDRAULID RADIATOR FAN SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE INTEGRATED POWER MODULE FRONT CONTROL MODULE Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding (Refer to 9 - ENGINE DIAGNOSIS AND TESTING) .
Diagnostic Test
1.
HYRDRAULIC COOLING FAN OPERATION Ignition on, engine not running. Using the scan tool, perform the Hydraulic Fan Solenoid Test. Does the Hydraulic Cooling Fan operate properly? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. >> Go To 2
2.
(Z823) GROUND CIRCUIT CHECK
Turn the ignition off. Disconnect the Hydraulic Cooling Fan Module harness connector. Using a 12-volt test light connected to B+, probe the (Z823) Ground circuit in the Hydraulic Cooling Fan Module harness connector. Does the test light illuminate brightly? Yes No >> Go To 3 >> Repair the open in the (Z823) Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
9 - 839

(K173) HYDRAULIC RADIATOR FAN SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE BETWEEN THE FAN AND IPM FCM 49 WAY HARNESS CONNECTOR
Disconnect the IPM FCM 49 way connector. Ignition on, engine not running. Measure the voltage on the (K173) Hydraulic Radiator Fan Solenoid control circuit at the Hydraulic Fan Module harness connector. Is the voltage above 0 volts? Yes No >> Go To 4 >> Go To 5 Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
(K173) HYDRAULIC RADIATOR FAN SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE IN THE IPM
Turn the ignition off. Disconnect the C2 IPM 40 way harness connector. Ignition on, engine not running. Measure the voltage on the (K173) Hydraulic Radiator Fan Solenoid control circuit at the Hydraulic Fan Module harness connector. Is the voltage above 0 volts? Yes >> Repair the short to voltage in the (K173) Hydraulic Radiator Fan Solenoid control circuit between the Hydraulic Cooling Fan Module harness connector and the C2 IPM harness connector. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the Integrated Power Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
9 - 840
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5.
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9 - 841
P1696-EEPROM MEMORY WRITE DENIED/INVALID

When Monitored: Continuously with the ignition on. Set Condition: An attempt to program/write to the internal EEPROM failed, Also checks at power down. One Trip Fault. Three good trips to turn off the MIL. Possible Causes PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
SCAN TOOL DISPLAYS A WRITE FAILURE With a scan tool, perform the SRI Memory Test. Does scan tool display Write Failure? Yes No >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
2.
SCAN TOOL DISPLAYS A WRITE REFUSED With the a scan tool, perform the SRI Memory Test. Does the scan tool display Write Refused? Yes No >> Go To 3 >> Go To 4
3.
PCM REFUSED 2ND TEST With a scan tool, perform the SRI Memory Test a third time. NOTE: Retest the SRI Memory two more times. Does the scan tool display Write Refused again? Yes No >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
4.
SCAN TOOL DISPLAYS SRI MILEAGE INVALID With a scan tool, perform the SRI Memory Test. Does the scan tool display SRI Mileage Invalid? Yes No >> Update the mileage and retest the SRI Memory. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
9 - 842
WK
P1696-EEPROM MEMORY WRITE DENIED/INVALID (CONTINUED)
5.
COMPARE SRI MILEAGE WITH ODOMETER Compare the SRI Mileage stored with the Instrument Panel Odometer. Is the mileage within the specified range displayed on the scan tool? Yes No >> Test Complete. >> Update the mileage and retest the SRI Memory. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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P1697-EMR (SRI) MILEAGE NOT STORED
9 - 843
When Monitored: Continuously with the ignition on. Set Condition: An attempt to program/write to the internal EEPROM failed, Also checks at powerdown. One Trip Fault. Three good trips to turn off the MIL. Possible Causes PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
SCAN TOOL DISPLAYS A WRITE FAILURE With a scan tool, perform the SRI Memory Test. Does scan tool display Write Failure? Yes No >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
2.
SCAN TOOL DISPLAYS A WRITE REFUSED With the a scan tool, perform the SRI Memory Test. Does the scan tool display Write Refused? Yes No >> Go To 3 >> Go To 4
3.
PCM REFUSED 2ND TEST With a scan tool, perform the SRI Memory Test a third time. NOTE: Retest the SRI Memory two more times. Does the scan tool display Write Refused again? Yes No >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
4.
SCAN TOOL DISPLAYS SRI MILEAGE INVALID With a scan tool, perform the SRI Memory Test. Does the scan tool display SRI Mileage Invalid? Yes No >> Update the mileage and retest the SRI Memory. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
9 - 844
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P1697-EMR (SRI) MILEAGE NOT STORED (CONTINUED)
5.
COMPARE SRI MILEAGE WITH ODOMETER Compare the SRI Mileage stored with the Instrument Panel Odometer. Is the mileage within the specified range displayed on the scan tool? Yes No >> Test Complete. >> Update the mileage and retest the SRI Memory. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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9 - 845
P2072-ELECTRONIC THROTTLE CONTROL SYSTEM - ICE BLOCKAGE

For the Engine circuit diagram (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
When Monitored: Ignition on. Set Condition: The PCM recognizes the Throttle plate is stuck during extremely cold Ambient Temperature operation. The throttle plate goes through a de-icing procedure. If the throttle blade still doesnt move this fault sets. The MIL will not illuminate. The vehicle will be in Limp home condition, limiting rpm and vehicle speed. Possible Causes THROTTLE PLATE FROZEN
Diagnostic Test
1.
THROTTLE BODY INSPECTION Ignition on, engine not running. With a scan tool, read DTCs and record the related Freeze Frame data. NOTE: This DTC sets in extreme cold Ambient Temperatures with the throttle plate stuck by the time the vehicle gets to the dealership the condition may be corrected. NOTE: Diagnose any other DTCs that may also be set before continuing. Turn the ignition off. Remove the Air Cleaner Assembly from the Throttle Body. Check for any signs of a foreign material (ice or dirt) on the Throttle Plate or in the bore causing the Throttle Plate to stick. Is the throttle blade still stuck because it is frozen? Yes No >> Allow the Throttle Body to thaw naturally in a room temperature climate. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
9 - 846
WK
P2074-MAP/TPS CORRELLATION - HIGH AIRFLOW/VACUUM LEAK DETECTED
WK
9 - 847
P2074-MAP/TPS CORRELLATION - HIGH AIRFLOW/VACUUM LEAK DETECTED (CONTINUED)

Theory of Operation
This DTC sets when an unexpected high intake manifold air flow condition exists that can lead to increased engine speed and puts the NGC into a High Air flow Protection limiting mode. The High Air flow Protection feature includes RPM limits for when a Throttle and/or MAP sensor limp-in fault is present. When Monitored: During all drive modes Set Condition: If vacuum drops below 1.5 Hg with engine RPM greater than 2000 RPM and closed throttle. One Trip Fault. Three good trips to turn off the MIL. Possible Causes VACUUM LEAK RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT (K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K22) TP SENSOR NO.1 SIGNAL CIRCUIT (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT MAP SENSOR THROTTLE POSITION SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Diagnose any TP Sensor or MAP Sensor component DTCs before continuing. NOTE: If the P0501 - No Vehicle Speed Signal is set long with this DTC, refer to the P0501 diagnostics before continuing. NOTE: The throttle plate and linkage should be free from binding and carbon build up. NOTE: Make sure the throttle plate is at the idle position. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 848
WK
2.
VACUUM LEAK
NOTE: This code is enabled on engines with a plastic intake manifold and is intended to shut down the engine if a large crack occurs. NOTE: A large vacuum leak is most likely the cause of this DTC. Inspect the Intake Manifold for leaks and cracks. Inspect the Power Brake Booster for any vacuum leaks. Inspect the PCV system for proper operation and vacuum leaks. Inspect the throttle plate to see if it is bent and will close entirely, if it is bent it may need to be replaced. Inspect the MAP Sensor for proper installation. Verify the engine is free from any mechanical failures. Were any vacuum leaks found? Yes No >> Repair the vacuum leak as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
MAP SENSOR OPERATION Start the engine. With a scan tool, monitor the MAP Sensor voltage. Snap the throttle. Does the MAP Sensor voltage vary from below 2.0 volts at idle to above 3.5 volts at wide open throttle? Yes No >> Go To 4 >> Go To 11
4.
TP SENSOR OPERATION Ignition on, engine not running. With a scan tool, monitor the TP Sensor voltage while slowly pressing the throttle pedal from closed to wide open throttle. Does voltage start at approximately 0.8 of a volt and go above 3.5 volts with a smooth transition? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
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5.
Turn the ignition off. Disconnect the TP Sensor harness connector. Disconnect the C2 PCM harness connector.
9 - 849

CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F855) 5-volt Supply circuit from the TP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
Measure the resistance between ground and (F855) 5-volt Supply circuit in the TP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
9 - 850
WK
7.
Connect the C2 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the TP Sensor voltage. Connect a jumper wire between the (K22) TP Sensor No.1 Signal circuit and the (K900) Sensor ground circuit in the Sensor harness connector. Does the TP Sensor voltage change from approximately 4.9 volts to below 0.5 of a volt with the jumper wire installed? Yes >> Replace the Throttle Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
EXCESSIVE RESISTANCE IN THE (K22) TP NO.1 SIGNAL CIRCUIT
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K22) TP Sensor No.1 Signal circuit from the TP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the excessive resistance in the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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9.
9 - 851

(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND Measure the resistance between ground and the (K22) TP Sensor No.1 Signal circuit in the TP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
10.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K900) Sensor ground circuit from the TP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 17 >> Repair the excessive resistance in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 852
WK
11.
Turn the ignition off. Disconnect the MAP Sensor harness connector. Disconnect the C1 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F856) 5-volt Supply circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 12 >> Repair the excessive resistance in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
12.
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13.
MAP SENSOR
9 - 853

Turn the ignition off. Connect the C1 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the MAP Sensor voltage. Connect a jumper wire between the (K1) MAP Signal circuit and the (K900) Sensor ground circuit. Does the scan tool display MAP voltage from approximately 4.9 volts to below 0.5 of a volt with the jumper wire installed? Yes >> Replace the MAP Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 14
No
14.
EXCESSIVE RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K1) MAP Signal circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 15 >> Repair the excessive resistance in the (K1) MAP Signal circuit Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 854
WK
15.
No
16.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K900) Sensor ground circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 17 >> Repair the excessive resistance in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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17.
PCM
9 - 855

9 - 856
WK
P2096-DOWNSTREAM FUEL TRIM SYSTEM 1 LEAN
WK
9 - 857
P2096-DOWNSTREAM FUEL TRIM SYSTEM 1 LEAN (CONTINUED)

When Monitored: With the engine running in closed loop mode, the ambient/battery temperature above (-7 20 altitude C) F, below 8500 ft. Set Condition: If the PCM multiplies short term compensation by long term adaptive as well as a purge fuel multiplier and the result is below a certain value for 30 seconds over two trips, a freeze frame is stored, the MIL illuminates and a trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EXHAUST LEAK ENGINE MECHANICAL 1/2 O2 SENSOR (K141) O2 SENSOR 1/2 SIGNAL CIRCUIT (K299) O2 1/2 HEATER CONTROL CIRCUIT (K904) O2 RETURN DOWNSTREAM CIRCUIT FUEL CONTAMINATION Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Check the vehicle repair history. If the 1/2 O2 Sensor has been replaced make sure that the O2 sensor was properly installed and meets OEM specification. NOTE: Check for contaminants that may have damaged the O2 Sensor: contaminated fuel, unapproved silicone, oil and coolant. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 858
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2.
EXHAUST LEAK Turn the ignition off. WARNING: To avoid personal injury from the exhaust system being hot, allow the exhaust to cool down to a safe temperature before performing a physical inspection. Failure to follow these instructions can result in personal injury or death. Visually and Physically inspect the exhaust system for holes, cracks, and blockage in the exhaust system. Is the exhaust system is good condition? Yes No >> Go To 3 >> Repair or Replace as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
ENGINE MECHANICAL Check for any of the following conditions/mechanical problems. AIR INDUCTION SYSTEM - must be free from leaks ENGINE VACUUM - must be at least 13 inches in neutral ENGINE VALVE TIMING - must be within specifications ENGINE COMPRESSION - must be within specifications ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks ENGINE PCV SYSTEM - must flow freely TORQUE CONVERTER STALL SPEED - must be within specifications POWER BRAKE BOOSTER - no internal vacuum leaks FUEL - must be free of contamination FUEL INJECTOR - plugged or restricted injector; control wire not connected to correct injector Are there any engine mechanical problems? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
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4.
O2 SENSOR
9 - 859

Ignition on, engine not running. Disconnect the 1/2 O2 Sensor harness connector. With the scan tool, monitor the 1/2 O2 Sensor voltage. The O2 Sensor voltage should read 5.0 volts on the scan tool with the connector disconnected. Using a jumper wire, jump the (K141) O2 Sensor 1/2 Signal circuit to the (K904) O2 Return Downstream circuit in the O2 Sensor harness connector. NOTE: The voltage should drop from 5.0 volts to 2.5 volts with the jumper wire in place. Did the O2 Sensor volts change from 5.0 volts to 2.5 volts? Yes >> Replace the O2 Sensor Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
9 - 860
WK
5.
Remove the jump wire. Ignition on, engine not running. With the scan tool, monitor the 1/2 O2 Sensor voltage. Is the voltage above 4.8 volts? Yes No >> Go To 6 >> Check the (K141) O2 Sensor 1/2 Signal circuit for an open or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
9 - 861

(K299) O2 SENSOR 1/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND Turn the ignition off. Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (K299) O2 Sensor 1/2 Heater Control circuit from the O2 Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short to ground in the (K299) O2 Sensor 1/2 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
9 - 862
WK
7.
Measure the voltage on the (K904) O2 Return Downstream circuit in the O2 Sensor harness connector. Is the voltage at 2.5 volts? Yes >> Check the fuel system for contaminants. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Check the (K904) O2 Return Downstream circuit for a short to ground, open, or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
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9 - 863
P2097-DOWNSTREAM FUEL TRIM SYSTEM 1 RICH
9 - 864
WK
P2097-DOWNSTREAM FUEL TRIM SYSTEM 1 RICH (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the engine running in closed loop mode, the ambient/battery temperature above (-7 20 altitude below ) F, 8500 ft. Set Condition: If the PCM multiplies short term compensation by long term adaptive as well as a purge fuel multiplier and the result is below a certain value for 30 seconds over two trips, a freeze frame is stored, the MIL illuminates and a trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EXHAUST LEAK ENGINE MECHANICAL 1/2 O2 SENSOR (K141) O2 SENSOR 1/2 SIGNAL CIRCUIT (K299) O2 HEATER 1/2 CONTROL CIRCUIT (K904) O2 RETURN DOWNSTREAM CIRCUIT FUEL CONTAMINATION Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Check the vehicle repair history. If the 1/2 O2 has been replaced make sure that the O2 sensor was properly installed and meets OEM specification. NOTE: Check for contaminants that may have damaged the O2 Sensor: contaminated fuel, unapproved silicone, oil and coolant. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
EXHAUST LEAK Turn the ignition off.
9 - 865
WARNING: To avoid personal injury from the exhaust system being hot, allow the exhaust to cool down to a safe temperature before performing a physical inspection. Failure to follow these instructions can result in personal injury or death. Visually and Physically inspect the exhaust system for holes, cracks and blockage in the exhaust system. Is the exhaust system is good condition? Yes No >> Go To 3 >> Repair or Replace as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
ENGINE MECHANICAL Check for any of the following conditions/mechanical problems AIR INDUCTION SYSTEM - must be free from leaks. ENGINE VACUUM - must be at least 13 inches in neutral ENGINE VALVE TIMING - must be within specifications ENGINE COMPRESSION - must be within specifications ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks ENGINE PCV SYSTEM - must flow freely TORQUE CONVERTER STALL SPEED - must be within specifications POWER BRAKE BOOSTER - no internal vacuum leaks FUEL - must be free of contamination FUEL INJECTOR - plugged or restricted injector; control wire not connected to correct injector Are there any engine mechanical problems? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
9 - 866
WK
4.
O2 SENSOR
No
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5.
(K141) O2 SENSOR 1/2 SIGNAL CIRCUIT Remove the jump wire. Ignition on, engine not running. With the scan tool, monitor the 1/2 O2 Sensor voltage. Is the voltage above 4.8 volts? Yes No >> Go To 6
9 - 867
>> Check the (K141) O2 Sensor 1/2 Signal circuit for an open or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 868
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6.
(K299) O2 SENSOR 1/2 HEATER CONTROL CIRCUIT OPEN
Turn the ignition off. Disconnect the C3 PCM harness connector. Measure the resistance of the (K299) O2 Sensor 1/2 Heater Control circuit from the O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K299) O2 Sensor 1/2 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
9 - 869

No
9 - 870
WK
P2098-DOWNSTREAM FUEL TRIM SYSTEM 2 LEAN
WK
9 - 871

When Monitored: With the engine running in closed loop mode, the ambient/battery temperature above (-7 20 altitude C) F, below 8500 ft and fuel level greater than 15%. Set Condition: If the PCM multiplies short term compensation by long term adaptive and a certain percentage is exceeded for two trips, a freeze frame is stored, the MIL illuminates and a trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EXHAUST LEAK ENGINE MECHANICAL 2/2 O2 SENSOR (K243) O2 2/2 SIGNAL CIRCUIT (K399) O2 HEATER 2/2 CONTROL CIRCUIT (K904) O2 RETURN DOWNSTREAM CIRCUIT FUEL CONTAMINATION Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
9 - 872
WK
2.
EXHAUST LEAK Turn the ignition off. WARNING: To avoid personal injury from the exhaust system being hot, allow the exhaust to cool down to a safe temperature before performing a physical inspection. Failure to follow these instructions can result in personal injury or death. Visually and Physically inspect the exhaust system for holes, cracks and blockage in the exhaust system. Is the exhaust system is good condition? Yes No >> Go To 3 >> Repair or Replace as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
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4.
O2 SENSOR
9 - 873

No
9 - 874
WK
5.
Remove the jump wire. Ignition on, engine not running. With the scan tool, monitor the O2 Sensor voltage. Is the voltage above 4.8 volts? Yes No >> Go To 6 >> Check the (K243) O2 Sensor 2/2 Signal circuit for a open or short to voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
9 - 875

(K399) O2 SENSOR 2/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND Turn the ignition off. Disconnect the C3 PCM harness connector. Measure the resistance between ground and the (K399) O2 Sensor 2/2 Heater Control circuit in the O2 Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short to ground in the (K399) O2 Sensor 2/2 Heater Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
9 - 876
WK
7.
No
WK
9 - 877
P2099-DOWNSTREAM FUEL TRIM SYSTEM 2 RICH
9 - 878
WK

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the engine running in closed loop mode, the ambient/battery temperature above (-7 20 altitude C) F, below 8500 ft. Set Condition: If the PCM multiplies short term compensation by long term adaptive as well as a purge fuel multiplier and the result is below a certain value for 30 seconds over two trips, a freeze frame is stored, the MIL illuminates and a trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL. Possible Causes EXHAUST LEAK ENGINE MECHANICAL 2/2 O2 SENSOR (K342) O2 SENSOR 2/2 SIGNAL CIRCUIT (K399) O2 SENSOR 2/2 HEATER CONTROL CIRCUIT (K904) O2 RETURN DOWNSTREAM CIRCUIT FUEL CONTAMINATION Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
WK
2.
EXHAUST LEAK Turn the ignition off.
9 - 879
WARNING: To avoid personal injury from the exhaust system being hot, allow the exhaust to cool down to a safe temperature before performing a physical inspection. Failure to follow these instructions can result in personal injury or death. Visually and Physically inspect the exhaust system for holes, cracks and blockage in the exhaust system. Is the exhaust system is good condition? Yes No >> Go To 3 >> Repair or Replace as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
9 - 880
WK
4.
O2 SENSOR
Ignition on, engine not running. Disconnect the 2/2 O2 Sensor harness connector. With the scan tool, monitor the 2/2 O2 Sensor voltage. The O2 Sensor voltage should read 5.0 volts on the scan tool with the connector disconnected. Using a jumper wire, jump the (K243) O2 Signal 2/2 circuit to the (K904) O2 Return Downstream circuit in the O2 Sensor harness connector. NOTE: The voltage should drop from 5.0 volts to 2.5 volts with the jumper wire in place. Did the O2 Sensor volts change from 5.0 volts to 2.5 volts? Yes >> Replace the O2 Sensor Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
(K243) O2 SENSOR 2/2 SIGNAL CIRCUIT Remove the jump wire. Ignition on, engine not running. With the scan tool, monitor the 2/2 O2 Sensor voltage. Is the voltage above 4.8 volts? Yes
9 - 881
>> Check the (K243) O2 Sensor 2/2 Signal circuit for an open or short to battery voltage. Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and program the Powertrain Control Module per Service Information. >> Go To 6 Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
9 - 882
WK
6.
(K399) O2 SENSOR 2/2 HEATER CONTROL CIRCUIT OPEN
Turn the ignition off. Disconnect the C3 PCM harness connector. Measure the resistance of the (K399) O2 Sensor 2/2 Heater Control circuit from the O2 Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes >> Go To 7 Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Repair the open in the (K399) O2 Sensor 2/2 Heater Control circuit.
No
WK
7.
9 - 883

No
9 - 884
WK
P2100-ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT
WK
9 - 885
P2100-ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT (CONTINUED)

When Monitored: With the ignition on and the ETC Motor is not in Limp Home mode. Set Condition: When the PCM detects an internal error or a short between the ETC Motor- and ETC Motor + circuits in the ETC Motor Driver. One trip fault. ETC light is flashing. Possible Causes THROTTLE PLATE / BORE INSPECTION (K124) ETC POSITIVE CIRCUIT SHORTED TO BATTERY VOLTAGE (K126) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY VOLTAGE (K124) ETC POSITIVE CIRCUIT SHORTED TO THE (K126) ETC NEGATIVE CIRCUIT (K124) ETC POSITIVE CIRCUIT OPEN (K124) ETC POSITIVE CIRCUIT SHORTED TO GROUND (K126) ETC NEGATIVE CIRCUIT OPEN (K126) ETC NEGATIVE CIRCUIT SHORTED TO GROUND LOW BATTERY VOLTAGE ETC MOTOR/THROTTLE BODY PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. NOTE: If the P2100 is intermittent, it is possible that the controller is overheating in extreme hot temperatures, and this is considered a normal protection operation. No repair is necessary. NOTE: Low battery voltage can also cause excessive current draw, in very hot and very cold ambient temperatures. Make sure the battery can pass a load test before continuing. With a scan tool, read DTCs. Look closely at the temperatures at which this DTC set. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 886
WK
2.
THROTTLE PLATE INSPECTION Turn the ignition off. Remove the Air Cleaner Assembly from the Throttle Body. Check for any signs of a foreign material (ice or dirt) on the Throttle Plate or in the bore causing the Throttle Plate to stick. Were any signs of foreign material or scoring of the throttle plate or bore found? Yes >> Remove the debris if possible or replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
(K124) ETC POSITIVE CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the Throttle Body harness connector. Disconnect the C2 PCM harness connector. Ignition on, engine not running. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform the diagnostics. With a 12-volt test light connected to ground, probe the (K124) ETC Positive circuit at the appropriate terminal of special tool #8815. Does the test light illuminate brightly? Yes >> Repair the short to battery voltage on the (K124) ETC Positive circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K126) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY VOLTAGE Using a 12-volt test light connected to ground, probe the (K126) ETC Negative circuit at the appropriate terminal of special tool #8815. Does the test light illuminate brightly? Yes >> Repair the short to battery voltage in the (K126) ETC Negative circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
9 - 887

(K124) ETC POSITIVE CIRCUIT SHORTED TO THE (K126) ETC NEGATIVE CIRCUIT Measure the resistance between the (K124) ETC Positive circuit and the (K126) ETC Negative circuit at the appropriate terminals of special tool #8815. Is the resistance below 100 ohms? Yes >> Repair the short to between the (K124) ETC Positive circuit and the (K126) ETC Negative circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
(K124) ETC POSITIVE CIRCUIT OPEN
Turn the ignition off. Measure the resistance of the (K124) ETC Positive circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K124) ETC Positive circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 888
WK
7.
(K124) ETC POSITIVE CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K124) ETC Positive circuit between the appropriate terminals of special tool #8815. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K124) ETC Positive circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
(K126) ETC NEGATIVE CIRCUIT OPEN
Measure the resistance of the (K126) ETC Negative circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (K126) ETC Negative circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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9.
(K126) ETC NEGATIVE CIRCUIT SHORTED TO GROUND
9 - 889

Measure the resistance between ground and the (K126) ETC Negative circuit using the appropriate terminal of special tool #8815. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K126) ETC Negative circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
10.
ETC MOTOR
NOTE: Take the following measurement using special tool #8815 to avoid possible damage to the Throttle Body harness connector. Measure the resistance of the ETC Motor between the (K124) ETC Positive circuit and the (K126) ETC Negative circuit at the appropriate terminals of special tool #8815. Is the resistance between 2.5 and 25 ohms at closed throttle? Yes No >> Go To 11 >> Replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
11.
PCM
9 - 890
WK
P2101-ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the vehicle running, ETC Motor not in Limp Home mode, and the TPS adaptation is complete. Set Condition: The PCM recognizes too large of an error between the actual position of the Throttle Plate and the Set Point position. One trip fault and the code will set within 5 seconds. Three good trips to turn off the MIL ETC light is flashing. Possible Causes THROTTLE BODY ASSEMBLY LOW BATTERY VOLTAGE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. NOTE: Before continuing visually inspect the throttle blade and bore for any obstructions. Icing of the throttle body may have caused this code to set. NOTE: Low battery voltage can also cause excessive current draw, in very hot and very cold ambient temperature. Make sure the battery can pass a load test before continuing. NOTE: Diagnose any 5-Volt Supply, Battery, and TP Sensor DTCs before continuing. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
THROTTLE PLATE INSPECTION Turn the ignition off. Remove the Air Cleaner Assembly from the Throttle Body. Check for any signs of a foreign material (ice or dirt) on the Throttle Plate or in the bore causing the Throttle Plate to stick. Manually open and close the throttle plate using your hands. Does the Throttle Plate move? Yes No >> Go To 3 >> Remove the debris if possible or replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
9 - 891
P2101-ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE (CONTINUED)

THROTTLE POSITION WITHIN 2 DEGREES OF DESIRED THROTTLE POSITION Start the engine. Allow the engine to reach normal operating temperature. With a scan tool, monitor the Actual Throttle Position and Desired Throttle Position. Compare the Actual Throttle Position and the Set Point Throttle Position. Is the Actual Throttle Position within 2 degrees of the Desired Throttle Position? Yes No >> Go To 4 >> Replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
ETC OPERATION Ignition on, engine not running. With a scan tool, actuate the Electronic Throttle Control Motor. NOTE: It may be necessary to use a mirror to see the throttle blade. Observe the throttle blade. NOTE: Make sure the motion of the throttle blade is smooth and that it opens and closes. Did the ETC motor operate properly? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 892
WK
P2106-ELECTRONIC THROTTLE CONTROL SYSTEM - FORCED LIMITED POWER

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: This DTC sets for OBDII MIL illumination purposes. This DTC will always have associated DTCs indicating a system failure. Engine speed is being limited and/or throttle motor is power free. Possible Causes OTHER DTCS RELATED TO ETC HAVE SET Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs. NOTE: This is only an informational DTC. This code should set along with other DTCs. The other DTC(s) may be in history or active at the same the P2106 sets. All other DTCs must be properly diagnosed before continuing. The RPM or power are limited when P2106 sets for safety reasons because other ETC related DTCs have set. After repairing the DTC(s), did the P2106 return? Yes No >> Check the PCM power and ground circuits if they are OK, replace and program the Powertrain Control Module per Service Information. >> Test Complete.
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9 - 893
P2107-ELECTRONIC THROTTLE CONTROL MODULE PROCESSOR

When Monitored: Ignition on. Set Condition: Internal PCM failure. Module will attempt to reset, so you will be able to hear the throttle relearning. If the condition is continuous, the vehicle may not be driveable. One trip fault. ETC light is flashing. Possible Causes POWERTRAIN CONTROL MODULE NEEDS TO BE REPROGRAMMED Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING) .
Diagnostic Test
1.
REPROGRAM THE POWERTRAIN CONTROL MODULE Check for any related TSBs. Verify the PCM is at the latest calibration (flash level). NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause this DTC to set. Flash the Powertrain Control Module per Service Information if any updates are available. Start the engine. Allow the engine to reach normal operating temperature. Operate the accelerator pedal. (do not exceed 3500 rpm) Test drive the vehicle for 10 miles on a flat road surface. Does this DTC reset? Yes No >> Replace and reprogram the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
9 - 894
WK
P2108-ELECTRONIC THROTTLE CONTROL MODULE PERFORMANCE

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: Internal PCM failure. Customer may experience an extended cranking condition with limited driving and a rough idle. One trip fault and the code will set within 5 seconds. ETC light is flashing. Possible Causes POWERTRAIN CONTROL MODULE NEEDS TO BE REPROGRAMMED Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
REPROGRAM THE POWERTRAIN CONTROL MODULE Check for any related TSBs. Verify the PCM is at the latest calibration (flash level). NOTE: Inspect the Intake Manifold components for vacuum leaks, repair as necessary NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause this DTC to set. NOTE: Diagnose any other DTCs that may have set with the P2108. Flash the Powertrain Control Module per Service Information if any updates are available. Start the engine. Allow the engine to reach normal operating temperature. Operate the accelerator pedal. (do not exceed 3500 rpm) Test drive the vehicle for 10 miles on a flat road surface. Does this DTC reset by itself? Yes No >> Replace and reprogram the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
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9 - 895
P2110-ELECTRONIC THROTTLE CONTROL - FORCED LIMITED RPM
9 - 896
WK
P2110-ELECTRONIC THROTTLE CONTROL - FORCED LIMITED RPM (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and ETC motor is working. Set Condition: When the PCM requests to limit engine speed if PWM is too high for 20.5 seconds and before P2118 sets. One trip fault and the code will set within 5 seconds. ETC light is illuminated. Possible Causes THROTTLE PLATE STUCK (K124) ETC POSITIVE CIRCUIT OPEN (K126) ETC NEGATIVE CIRCUIT OPEN (K124) ETC POSITIVE CIRCUIT SHORTED TO GROUND (K126) ETC NEGATIVE CIRCUIT SHORTED TO GROUND ETC MOTOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. Ignition on, engine not running. With a scan tool read DTCs. In the Freeze Frame data, look at the temperature at which the fault occurred. If it occurred in extreme cold temperatures, Icing of the throttle body may have caused this code to set. NOTE: Diagnose any TP Sensor faults, 5-Volt Supply faults, and Battery Voltage High or Low DTCs before continuing. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
9 - 897

THROTTLE PLATE STUCK Turn the ignition off. Remove the Air Cleaner Assembly from the Throttle Body. Check for any signs of a foreign material (ice or dirt) causing the Throttle to stick. Manually open and close the throttle plate using your hands. Does the Throttle Plate move? Yes No >> Go To 3 >> Remove the debris if possible or replace the Throttle Body Assembly if signs of physical damage are present. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
Turn the ignition off. Disconnect the Throttle Body harness connector. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K124) ETC Positive circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 4 >> Repair the open in the (K124) ETC Positive circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 898
WK
4.
5.
Measure the resistance between a known good ground and the (K124) ETC Positive circuit at the appropriate terminal of special tool #8815. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K124) ETC Positive circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
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6.
9 - 899

Measure the resistance between a known good ground and the (K126) ETC Negative circuit at the appropriate terminal of special tool #8815. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K126) ETC Negative circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
ETC MOTOR
8.
PCM
9 - 900
WK
P2111-ELECTRONIC THROTTLE CONTROL - UNABLE TO CLOSE
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9 - 901
P2111-ELECTRONIC THROTTLE CONTROL - UNABLE TO CLOSE (CONTINUED)

When Monitored: Ignition on and battery voltage greater than 10 volts. Set Condition: Just after key on, the throttle is opened and closed to test the system. If the TP Sensor does not return to Limp Home Position at the end of this test, this DTC will set. One trip fault and the code will set within 5 seconds. ETC light is flashing. Possible Causes THROTTLE PLATE STUCK ABOVE LIMP HOME POSITION TP SENSOR NO.1 AND TP SENSOR NO.2 BOTH READ 2.5 VOLTS (K124) ETC POSITIVE CIRCUIT SHORTED TO BATTERY VOLTAGE (K124) ETC POSITIVE CIRCUIT OPEN (K126) ETC NEGATIVE CIRCUIT OPEN (K124) ETC POSITIVE CIRCUIT SHORTED TO GROUND (K126) ETC NEGATIVE CIRCUIT SHORTED TO GROUND PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Maximum engine speed could be reduced while this fault is active, it just depends where the throttle gets stuck. Ignition on, engine not running. NOTE: The PCM tests the ETC Motor by opening and closing the Throttle Plate before starting the engine. If during this test the Throttle plate does not return to the closed position this DTC sets. With a scan tool read DTCs. NOTE: Diagnose any TP Sensor or 5-Volt Supply DTCs before continuing. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 902
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2.
THROTTLE PLATE STUCK OPEN Turn the ignition off. NOTE: The PCM tests the ETC Motor by opening and closing the Throttle Plate before starting the engine. If during this test the Throttle plate does not return to the closed position this DTC sets. Remove the Air Cleaner Assembly from the Throttle Body. Check for any signs of a foreign material causing the Throttle to remain open. Using a scan tool actuate the ETC Motor. Does the Throttle Plate move? Yes No >> Go To 3 >> Remove the debris if possible or replace the Throttle Body Assembly if signs of physical damage are present. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and perform the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
TP SENSOR NO.1 AND TP SENSOR NO.2 BOTH EQUAL 2.5 VOLTS With a scan tool, perform the Throttle Follower test while reading both TP Sensor voltage readings. Are both TP Sensor readings stuck at 2.5 volts? Yes >> Check the TP Sensor Signal circuits for excessive resistance, being shorted to each other, or shorted to the Sensor Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
Turn the ignition off. Disconnect the Throttle Body harness connector. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform the diagnostics. Ignition on, engine not running. With a 12-volt test light connected to ground, probe the (K124) ETC Positive circuit at the appropriate terminal of special tool #8815. Does the test light illuminate brightly? Yes >> Repair the short to battery voltage on the (K124) ETC Positive circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
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5.
9 - 903

6.
9 - 904
WK
7.
No
8.
No
9.
PCM
WK
9 - 905
P2112-ELECTRONIC THROTTLE CONTROL - UNABLE TO OPEN
9 - 906
WK
P2112-ELECTRONIC THROTTLE CONTROL - UNABLE TO OPEN (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and battery voltage greater than 10 volts. Set Condition: Just after key on, the throttle is opened and closed to test the system. If the TP Sensor does not return to Limp Home Position at the end of this test, this DTC will set. One trip fault and the code will set within 5 seconds. ETC light is flashing. Possible Causes THROTTLE PLATE STUCK AT OR BELOW LIMP HOME POSITION (K126) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY VOLTAGE (K124) ETC POSITIVE CIRCUIT OPEN (K126) ETC NEGATIVE CIRCUIT OPEN (K124) ETC POSITIVE CIRCUIT SHORTED TO GROUND (K126) ETC NEGATIVE CIRCUIT SHORTED TO GROUND PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. NOTE: The PCM tests the ETC Motor by opening and closing the Throttle Plate before starting the engine. If during this test the Throttle plate does not return to the closed position this DTC sets. With a scan tool read DTCs. NOTE: Diagnose any TP Sensor, Battery Voltage, and 5-Volt Supply DTCs before continuing. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
THROTTLE PLATE STUCK OPEN Turn the ignition off.
9 - 907
NOTE: The PCM tests the ETC Motor by opening and closing the Throttle Plate before starting the engine. If during this test the Throttle plate does not open this DTC sets. Remove the Air Cleaner Assembly from the Throttle Body. Check for any signs of a foreign material causing the Throttle to remain open. Using a scan tool actuate the ETC Motor. Does the Throttle Plate move? Yes No >> Go To 3 >> Remove the debris if possible or replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
(K126) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the Throttle Body harness connector. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Ignition on, engine not running. With a 12-volt test light connected to ground, probe the (K126) ETC Negative circuit at the appropriate terminal of special tool #8815. Does the test light illuminate brightly? Yes >> Repair the short to battery voltage on the (K126) ETC Negative circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
9 - 908
WK
4.
5.
WK
6.
9 - 909

No
7.
No
8.
PCM
9 - 910
WK
P2115-ACCELERATOR PEDAL POSITION SENSOR 1 MINIMUM STOP PERFORMANCE

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. During in plant mode the APP Sensors need to be checked to make sure that idle and full pedal travel can be reached on both sensors. The test for P2115 is only enabled once test for P2166 has passed. Set Condition: APPS No.1 has failed to achieve the required minimum value during In Plant testing. One trip fault and the code will set within 5 seconds. Engine will only idle. Possible Causes IN PLANT TEST FAILURE APPS RELEARN Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
IN PLANT TEST FAILURE Ignition on, engine not running. NOTE: This DTC is set when the APP Sensors are learned in plant but do not reach the Minimum or Maximum voltage range. With a scan tool read DTCs. With the scan tool, erase DTCs. Start the engine. With the scan tool, read DTCs. NOTE: Diagnose any APPS out of Range and 5-Volt Supply DTCs before continuing. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
APPS RELEARN With a scan tool select the ETC RELEARN function. Next, erase DTCs. Start the engine. Does the DTC return? Yes >> Replace the APPS Assembly per Service Information. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
No
WK
9 - 911
P2116-ACCELERATOR PEDAL POSITION SENSOR 2 MINIMUM STOP PERFORMANCE

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. During in plant mode the APP Sensors need to be checked to make sure that idle and full pedal travel can be reached on both sensors. The test for P2116 is only enabled once test for P2167 has passed. Set Condition: APPS No.2 has failed to achieve the required minimum value during In Plant testing. One trip fault and the code will be stored within 5 seconds. Engine will only idle. Possible Causes IN PLANT TEST FAILURE APPS RELEARN Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
IN PLANT TEST FAILURE Ignition on, engine not running. NOTE: This DTC is set when the APP Sensors are learned in plant but do not reach the Minimum or Maximum voltage range. With a scan tool read DTCs and record the related Freeze Frame data. With a scan tool, erase DTCs. Start the engine. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
No
9 - 912
WK
P2118-ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT
WK
9 - 913

When Monitored: With the ignition on and the ETC Motor is not in Limp Home mode. Set Condition: When the PCM detects an internal error or a short between the ETC Motor- and ETC Motor + circuits in the ETC Motor Driver. One trip fault. ETC light is flashing. Possible Causes THROTTLE PLATE / BORE INSPECTION (K124) ETC POSITIVE CIRCUIT SHORTED TO BATTERY VOLTAGE (K126) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY VOLTAGE (K124) ETC POSITIVE CIRCUIT SHORTED TO THE (K126) ETC NEGATIVE CIRCUIT (K124) ETC POSITIVE CIRCUIT OPEN (K124) ETC POSITIVE CIRCUIT SHORTED TO GROUND (K126) ETC NEGATIVE CIRCUIT OPEN (K126) ETC NEGATIVE CIRCUIT SHORTED TO GROUND ETC MOTOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. Ignition on, engine not running. NOTE: If the P2118 is intermittent, it is possible that the controller is overheating in extreme hot temperatures, and this is considered a normal protection operation. No repair is necessary. With a scan tool, read DTCs. Look closely at the temperatures at which this DTC set. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 914
WK
2.
THROTTLE PLATE INSPECTION Turn the ignition off. Remove the Air Cleaner Assembly from the Throttle Body. Check for any signs of a foreign material (ice or dirt) on the Throttle Plate or in the bore causing the Throttle Plate to stick. Were any signs of foreign material or scoring of the throttle plate or bore found? Yes >> Remove the debris if possible or replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
Turn the ignition off. Disconnect the Throttle Body harness connector. Disconnect the C2 PCM harness connector. Ignition on, engine not running. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. With a 12-volt test light connected to ground, probe the (K124) ETC Positive circuit at the appropriate terminal of special tool #8815. Does the test light illuminate brightly? Yes >> Repair the short to battery voltage on the (K124) ETC Positive circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
WK
4.
9 - 915

(K126) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY VOLTAGE Using a 12-volt test light connected to ground, probe the (K126) ETC Negative circuit at the appropriate terminal of special tool #8815. Does the test light illuminate brightly? Yes >> Repair the short to battery voltage in the (K126) ETC Negative circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
(K124) ETC POSITIVE CIRCUIT SHORTED TO THE (K126) ETC NEGATIVE CIRCUIT
Measure the resistance between the (K124) ETC Positive circuit and the (K126) ETC Negative circuit at the appropriate terminals of special tool #8815. Is the resistance below 100 ohms? Yes >> Repair the short to between the (K124) ETC Positive circuit and the (K126) ETC Negative circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
9 - 916
WK
6.
7.
Measure the resistance between ground and the (K124) ETC Positive circuit between the appropriate terminals of special tool #8815. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K124) ETC Positive circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
WK
8.
9 - 917

9.
Measure the resistance between ground and the (K126) ETC Negative circuit between the appropriate terminals of special tool #8815. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K126) ETC Negative circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
9 - 918
WK
10.
ETC MOTOR
11.
PCM
WK
9 - 919
P2122-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT LOW
9 - 920
WK
P2122-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT LOW (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on and no other APPS No.1 DTCs present. Set Condition: When the APP Sensor No.1 voltage is too low. Engine will additionally idle if the brake pedal is pressed or has failed. Acceleration rate and Engine output are limited. One trip fault and the code will set within 5 seconds. ETC light is flashing. Possible Causes (F855) 5-VOLT SUPPLY CIRCUIT OPEN (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K23) APP SENSOR NO.1 SIGNAL CIRCUIT OPEN (K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND (K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K167) APP SENSOR NO.1 RETURN CIRCUIT (K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K400) APP SENSOR NO.2 RETURN CIRCUIT APP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
APP SENSOR BELOW 0.25 OF A VOLT
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. Ignition on, engine not running. With a scan tool, read the APP Sensor No.1 voltage. Is the voltage below 0.25 of a volt? Yes No >> Go To 2 >> Go To 11
WK
2.
9 - 921

Turn the ignition off. Disconnect the APP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F855) 5-volt Supply circuit in the APP Sensor harness connector. Is the voltage between 4.5 and 5.2 volts? Yes No >> Go To 3 >> Go To 8
3.
ACCELERATOR PEDAL POSITION SENSOR
Connect a jumper wire between the (F855) 5-volt Supply circuit and the (K23) APP Sensor No.1 Signal circuit in the Sensor harness connector. With a scan tool, monitor the APP Sensor No.1 voltage. Is the voltage above 4.5 volts? Yes >> Replace the APP Sensor Assembly per Service Information. After installation is complete, use a scan tool and select the ETC RELEARN function to relearn the APPS values. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
9 - 922
WK
4.
(K23) APP SENSOR NO.1 SIGNAL CIRCUIT OPEN
Turn the ignition off. Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K23) APP Sensor No.1 Signal circuit from the APP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K23) APP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K23) APP Sensor No.1 Signal circuit in the APP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K23) APP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
WK
6.
9 - 923

(K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K167) APP SENSOR NO.1 RETURN CIRCUIT
Measure the resistance between the (K23) APP Sensor No.1 Signal circuit and the (K167) Sensor No.1 Return circuit at the APP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K167) App Sensor No.1 Return circuit and the (K23) APP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
Measure the resistance between the (K23) APP Sensor No.1 Signal circuit and the (K400) Sensor No.2 Return circuit in the APP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K400) App Sensor No.2 Return circuit and the (K23) APP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
9 - 924
WK
8.
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F855) 5-volt Supply circuit from the Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
Measure the resistance between ground and the (F855) 5-volt Supply circuit in the APP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
WK
10.
PCM
9 - 925

11.
APP SENSOR SWEEP Ignition on, engine not running. With a scan tool, monitor the APP Sensor No.1 voltage. Slowly press the Accelerator pedal down. Does voltage start at approximately 0.45 of a volt and go above 4.6 volts with a smooth transition? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the APP Sensor Assembly per Service Information. After installation is complete, use a scan tool and select the ETC RELEARN function to relearn the APPS values. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 926
WK
P2123-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT HIGH
WK
9 - 927
P2123-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT HIGH (CONTINUED)

When Monitored: With the ignition on and no other APPS No.1 DTCs present. Set Condition: When APP Sensor No.1 voltage is too high. Engine will additionally idle if the brake pedal is pressed or has failed. Acceleration rate and Engine output are limited. One trip fault and the code will set within 5 seconds. ETC light is flashing. Possible Causes (K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K23) APP SENSOR NO.1 SIGNAL SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT (K23) APP SENSOR NO.1 SIGNAL SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT (K167) APP SENSOR NO.1 RETURN CIRCUIT OPEN APP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
APPS NO.1 VOLTAGE ABOVE 4.8 VOLTS
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. Ignition on, engine not running. With a scan tool, read the APP Sensor No.1 voltage. Is the voltage above 4.8 volts? Yes No >> Go To 2 >> Go To 8
2.
ACCELERATOR PEDAL POSITION SENSOR Turn the Ignition off. Disconnect the APP Sensor harness connector. Ignition on, engine not running. With a scan tool, monitor the Accelerator Pedal Position Sensor voltage. Is the voltage above 0 volts? Yes No >> Go To 3 >> Replace the APP Sensor Assembly per Service Information. After installation is complete, use a scan tool and select the ETC RELEARN function to relearn the APPS values. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 928
WK
3.
(K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C1, C2, and C3 PCM harness connectors. Ignition on, engine not running. Measure the voltage on the (K23) APP Sensor No.1 Signal circuit in the APP Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K23) APP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K23) APPS NO.1 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
Turn the ignition off. Measure the resistance between the (K23) APP Sensor No.1 Signal circuit and the (F855) 5-volt Supply circuit in the APP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K23) APP Sensor No.1 Signal circuit and the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
WK
5.
9 - 929

(K23) APPS NO.1 SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT Measure the resistance between the (K23) APP Sensor No.1 Signal circuit and the (F856) 5-volt Supply circuit in the APP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short between the (K23) APP Sensor No.1 Signal circuit and the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
(K167) APP SENSOR NO.1 RETURN CIRCUIT OPEN
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K167) APP Sensor No.1 Return circuit from the APP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K167) APP Sensor No.1 Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 930
WK
7.
PCM
8.
APP SENSOR NO.1 SWEEP Ignition on, engine not running. With a scan tool, monitor the Accelerator Pedal Position Sensor voltage. Slowly press the Accelerator Pedal down. Does voltage start at approximately 0.45 of a volt and go above 4.6 volts with a smooth transition? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the APP Sensor Assembly per Service Information. After installation is complete, use a scan tool and select the ETC RELEARN function to relearn the APPS values. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 931
P2127-ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT LOW
9 - 932
WK

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on and no other APPS No.2 DTCs present. Set Condition: When the APP Sensor No.2 voltage is too low. Engine will only idle if the Brake pedal is Pressed or has failed. Acceleration rate and Engine output are limited. One trip fault and the code will set within 5 seconds. ETC light is flashing. Possible Causes (F856) 5-VOLT SUPPLY CIRCUIT OPEN (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (K29) APP SENSOR NO.2 SIGNAL CIRCUIT OPEN (K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND (K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO THE (K167) APP SENSOR NO.1 RETURN CIRCUIT (K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO THE (K400) APP SENSOR NO.2 RETURN CIRCUIT APP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
APP SENSOR BELOW 0.25 OF A VOLT
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. Ignition on, engine not running. With a scan tool, read the APP Sensor No.1 voltage. NOTE: Sensor No. 2 is pulled low by the PCM as part of its system testing. This test happens a couple of times a second. So you can expect to see voltages close to zero occasionally with a normal sensor. Is the voltage consistently below 0.25 of a volt? Yes No >> Go To 2 >> Go To 11
WK
2.
9 - 933

Turn the ignition off. Disconnect the APP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F856) 5-volt Supply circuit in the APP Sensor harness connector. Is the voltage between 4.5 and 5.2 volts? Yes No >> Go To 3 >> Go To 8
3.
ACCELERATOR PEDAL POSITION SENSOR
Connect a jumper wire between the (F856) 5-volt Supply circuit and the (K29) APP Sensor No.2 Signal circuit in the Sensor harness connector. With a scan tool, monitor the APP Sensor No.2 voltage. Is the voltage above 4.5 volts with the jumper wire installed? Yes >> Replace the APP Sensor Assembly per Service Information. After installation is complete, use a scan tool and select the ETC RELEARN function to relearn the APPS values. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
9 - 934
WK
4.
(K29) APP SENSOR NO.2 SIGNAL CIRCUIT OPEN
Turn the ignition off. Disconnect the C3 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K29) APP Sensor No.2 Signal circuit from the APP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 5 >> Repair the open in the (K29) APP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K29) APP Sensor No.2 Signal circuit in the APP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K29) APP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
WK
6.
9 - 935

No
7.
No
9 - 936
WK
8.
Turn the ignition off. Disconnect the C1 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F856) 5-volt Supply circuit from the Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
Measure the resistance between ground and the (F856) 5-volt Supply circuit in the APP Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
WK
10.
PCM
9 - 937

11.
APP SENSOR SWEEP Ignition on, engine not running. With a scan tool, monitor the APP Sensor No.2 voltage. Slowly press the Accelerator pedal down. Does voltage start at approximately 0.22 of a volt and go above 2.31 volts with a smooth transition? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the APP Sensor Assembly per Service Information. After installation is complete, use a scan tool and select the ETC RELEARN function to relearn the APPS values. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 938
WK
P2128-ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT HIGH
WK
9 - 939

When Monitored: With the ignition on and no other APPS No.2 DTCs present. Set Condition: When APP Sensor No.2 voltage is too high. Idle is additionally forced any time the brake is applied or failed. Acceleration rate and Engine output are limited. One trip fault and the code will set within 5 seconds. ETC light is flashing. Possible Causes (K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K29) APP SENSOR NO.2 SIGNAL SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT (K29) APP SENSOR NO.2 SIGNAL SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT (K400) APP SENSOR NO.2 RETURN CIRCUIT OPEN APP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
APPS NO.2 VOLTAGE ABOVE 3.0 VOLTS
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. Ignition on, engine not running. With a scan tool, read the APP Sensor No.2 voltage. NOTE: Diagnose any 5-Volt Supply DTCs before continuing. Is the voltage above 3.0 volts? Yes No >> Go To 2 >> Go To 8
2.
ACCELERATOR PEDAL POSITION SENSOR Turn the ignition off. Disconnect the APPS harnesss connector. Ignition on, engine not running. With a scan tool, monitor the Accelerator Pedal Position Sensor voltage. Is the voltage above 0 volts? Yes No >> Go To 3 >> Replace the APP Sensor Assembly per Service Information. After installation is complete, use a scan tool and select the ETC RELEARN function to relearn the APPS values. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 940
WK
3.
(K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C3 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K29) APP Sensor No.2 Signal circuit in the APP Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K29) APP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
(K29) APPS NO.2 SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
Turn the ignition off. Measure the resistance between the (K29) APP Sensor No.2 Signal circuit and the (F856) 5-volt Supply circuit in the APP Sensor harness connector. Is the resistance below 10 ohms? Yes >> Repair the short between the (K29) APP Sensor No.2 Signal circuit and the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
WK
5.
9 - 941

(K29) APPS NO.2 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT Measure the resistance between the (K29) APP Sensor No.2 Signal circuit and the (F855) 5-volt Supply circuit in the APP Sensor harness connector. Is the resistance below 10 ohms? Yes >> Repair the short between the (K29) APP Sensor No.2 Signal circuit and the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
(K400) APP SENSOR NO.2 RETURN CIRCUIT OPEN
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K400) APP Sensor No.2 Return circuit from the APP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K400) APP Sensor No.2 Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 942
WK
7.
PCM
8.
APP SENSOR NO.2 SWEEP Ignition on, engine not running. With a scan tool, monitor the Accelerator Pedal Position Sensor voltage. Slowly press the Accelerator Pedal down. Does voltage start at approximately 0.22 of a volt and go above 2.31 volts with a smooth transition? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the APP Sensor Assembly per Service Information. After installation is complete, use a scan tool and select the ETC RELEARN function to relearn the APPS values. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 943
P2135-THROTTLE POSITION SENSOR 1/2 CORRELATION
9 - 944
WK
P2135-THROTTLE POSITION SENSOR 1/2 CORRELATION (CONTINUED)

For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on and no other DTCs present for TP Sensor No.1 or No.2. Set Condition: PCM recognizes TP Sensors No.1 and No.2 are not coherent. One trip fault and the code will set within 5 seconds. ETC light is illuminated. Possible Causes (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE RESISTANCE IN THE (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K922) SENSOR GROUND CIRCUIT (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K122) TP SENSOR NO.2 SIGNAL CIRCUIT THROTTLE POSITION SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: The throttle plate and linkage should be free from binding and carbon build up. NOTE: Make sure the throttle plate is at the idle position. Ignition on, engine not running. NOTE: Inspect the engine for vacuum leaks. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Go To 11
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2.
9 - 945

(K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Disconnect the Throttle Body harness connector. Ignition on, engine not running. Measure the voltage on the (K22) TP No.1 Signal and the (K122) TP No.2 Signal circuits in the Throttle Body harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K22) TP Sensor No.1 or (K122) TP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
9 - 946
WK
3.
Turn the ignition off. Connect the C2 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the TP Sensor No.1 and No.2 voltage. Connect a jumper wire between the (K922) Sensor Return circuit and the (K22) TP Sensor No.1 Signal circuit. TP Sensor No.1 voltage should change from approximately 4.5 volts to 0.5 of a volt? For TP Sensor No.2, connect a jumper wire between (F855) 5-volt supply circuit and the (K122) TP Sensor No.2 signal circuit. TP Sensor No.2 voltage should change from approximately 0 volts to 5.0 volts? Is the voltage reading within the listed specification with the jumper wire installed? Yes >> Replace the Throttle Body Assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
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4.
9 - 947

EXCESSIVE RESISTANCE IN THE (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT
Turn the ignition off. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K22) TP Sensor No.1 Signal circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815.Measure the resistance of the (K122) TP Sensor No.2 Signal circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms for each circuit? Yes No >> Go To 5 >> Repair the excessive resistance in the (K22) TP Sensor No.1 or (K122) TP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 948
WK
5.
(K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K22) TP Sensor No.1 Signal circuit and the (K122) TP Sensor No.2 Signal circuit at the appropriate terminals of special tool #8815. Is the resistance below 100 ohms for each circuit? Yes >> Repair the short to ground in the (K22) TP No.1 Signal or (K122) TP No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F855) 5-volt Supply circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
9 - 949

Measure the resistance between ground and the (F855) 5-volt Supply circuit at the appropriate terminals of special tool #8815. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
8.
EXCESSIVE RESISTANCE IN THE (K922) SENSOR RETURN CIRCUIT
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K922) Sensor Return circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the excessive resistance in the (K922) Sensor Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 950
WK
9.
(K22) TP SENSOR NO.1 SIGNAL SHORTED TO (K122) TP SENSOR NO.2 SIGNAL
Measure the resistance between the (K22) TP Sensor No.1 Signal circuit and the (K122) TP Sensor No.2 Signal circuit between the appropriate terminals of special tool #8815. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K122) TP Sensor No.2 Signal circuit and the (K22) TP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
10.
PCM
NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and Ground circuits. Were there any problems found? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
11.
THROTTLE FOLLOWER TEST Ignition on, engine not running. With a scan tool, perform the Throttle Follower Test and monitor the TP Sensor No.1 or No.2 voltage. Slowly press the throttle pedal down. The voltage for TP Sensor No.1 should start at approximately 0.8 of a volt and increase to above 4.2 volts. The voltage for TP Sensor No.2 should start at approximately 4.2 volts and decrease to approximately 0.8 of a volt. Is the voltage within the range of the listed specification for the appropriate Sensor? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 951
P2138-ACCELERATOR PEDAL POSITION SENSOR 1/2 CORRELATION
9 - 952
WK
P2138-ACCELERATOR PEDAL POSITION SENSOR 1/2 CORRELATION (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: With the ignition on and no APPS No.1 and APPS No.2 DTC present. Set Condition: APPS values No.1 and No.2 are not coherent. Idle is additionally forced when the brake pedal is pressed or failed. Acceleration rate and Engine output are limited. One trip fault and the code will set within 5 seconds. ETC light is flashing. Possible Causes EXCESSIVE RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT EXCESSIVE RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT EXCESSIVE RESISTANCE IN THE (K167) SENSOR NO.1 RETURN CIRCUIT EXCESSIVE RESISTANCE IN THE (K400) SENSOR NO.2 RETURN CIRCUIT EXCESSIVE RESISTANCE IN THE (K23) APP SENSOR NO.1 SIGNAL CIRCUIT EXCESSIVE RESISTANCE IN THE (K29) APP SENSOR NO.2 SIGNAL CIRCUIT APP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: When this DTC is Active the engine speed, torque, and vehicle speed are limited to a Limp in mode. Ignition on, engine not running. With a scan tool, read DTCs. NOTE: Repair any other 5-Volt Supply or APPS High and Low DTCs before diagnosing P2138. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
9 - 953

EXCESSIVE RESISTANCE IN THE (K23) APPS NO.1 SIGNAL CIRCUIT CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Turn the ignition off. Disconnect the APP Sensor harness connector. Disconnect the C3 PCM harness connector. Measure the resistance of (K23) APP Sensor No.1 Signal circuit from the APP Sensor harness connector to the appropriate terminals of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 3 >> Repair the excessive resistance in the (K23) APP Sensor No.1 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
EXCESSIVE RESISTANCE IN THE (K29) APPS NO.2 SIGNAL CIRCUIT
Measure the resistance of (K29) APPS No.2 Signal circuit from the APP Sensor harness connector to the appropriate terminals of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 4 >> Repair the excessive resistance in the (K29) APP Sensor No.2 Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 954
WK
4.
Disconnect the C2 PCM harness connector. Measure the resistance of the (F855) 5-volt Supply circuit from the APP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance above 5.0 ohms? Yes >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
Disconnect the C1 PCM harness connector. Measure the resistance of the (F856) 5-volt Supply circuit from the APP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance above 5.0 ohms? Yes >> Repair the excessive resistance in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
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6.
9 - 955

EXCESSIVE RESISTANCE IN THE (K167) SENSOR NO.1 RETURN CIRCUIT Measure the resistance of the (K167) APP Sensor No.1 Return circuit from the APP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance above 5.0 ohms? Yes >> Repair the excessive resistance in the (K167) Sensor No.1 Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
EXCESSIVE RESISTANCE IN THE (K400) SENSOR NO.2 RETURN CIRCUIT
Measure the resistance of the (K400) APP Sensor No.2 Return circuit from the APP Sensor harness connector to the appropriate terminal special tool #8815. Is the resistance above 5.0 ohms? Yes >> Repair the excessive resistance in the (K400) Sensor No.2 Return circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
9 - 956
WK
8.
CHECKING APPS NO.1 AND NO.2 WITH A LAB SCOPE Ignition on, engine not running. Set up a lab scope in a way that you can view two graphs simultaneously. Backprobe (K23) APP Sensor No.1 Signal circuit using Channel 1 at the APP Sensor harness connector. Backprobe (K29) APP Sensor No.2 Signal circuit using Channel 2 at the APP Sensor harness connector. Slowly press and release the Accelerator Pedal while monitoring the lab scope screen. Does the scope pattern show any missing or erratic signals? Yes >> Replace the APP Sensor Assembly per Service Information. After installation is complete, use a scan tool and select the ETC RELEARN function to relearn the APPS values. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
9.
PCM
WK
P2161-VEHICLE SPEED SENSOR 2 ERRATIC
9 - 957
9 - 958
WK

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: PCM recognizes Vehicle speed input No.2 erratic or high. VSS No.2 is based on the average of the Front Wheel Speeds. One trip fault and the code will set within 5 seconds. No MIL and No ETC light. Cruise is disabled. Possible Causes ACTIVE BUS OR COMMUNICATION DTCS TIRE CIRCUMFERENCE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. NOTE: Check for any Bus Communication DTCs. If no Bus or Communication DTCs are set, check for active DTCs stored in the Ant-Lock Brake Module. Any bus or communication DTCs or VSS DTCs in the Ant-Lock Brake Module must be properly diagnosed before continuing. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
VISUAL INSPECTION
WK
9 - 959
3.
PCM
9 - 960
WK
P2166-ACCELERATOR PEDAL POSITION SENSOR 1 MAXIMUM STOP PERFORMANCE

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. During in plant mode the APP Sensors need to be checked to make sure that idle and full pedal travel can be reached on both sensors. Set Condition: APPS No.1 has failed to achieve the required maximum value during In Plant testing. One trip fault and the code will set within 5 seconds. Engine will only idle. Possible Causes IN PLANT TEST FAILURE APPS RELEARN Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
IN PLANT TEST FAILURE Ignition on, engine not running. NOTE: This DTC is set when the APP Sensors are learned in plant but do not reach the Minimum or Maximum voltage range. With a scan tool read DTCs. With the scan tool, erase DTCs. Start the engine. With the scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
No
WK
9 - 961
P2167-ACCELERATOR PEDAL POSITION SENSOR 2 MAXIMUM STOP PERFORMANCE

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. During in plant mode the APP Sensors need to be checked to make sure that idle and full pedal travel can be reached on both sensors. Set Condition: APPS No.2 has failed to achieve the required maximum value during In Plant testing. One trip fault and the code will set within 5 seconds. Engine will only idle. Possible Causes IN PLANT TEST FAILURE APPS RELEARN
Diagnostic Test
1.
IN PLANT TEST FAILURE Ignition on, engine not running. NOTE: This DTC is set when the APP Sensors are learned in plant but do not reach the Minimum or Maximum voltage range. With a scan tool read DTCs. With the scan tool, erase DTCs. Start the engine. With the scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
No
9 - 962
WK
P2172-HIGH AIRFLOW/VACUUM LEAK DETECTED (INSTANTANEOUS ACCUMULATION)
WK
9 - 963
P2172-HIGH AIRFLOW/VACUUM LEAK DETECTED (INSTANTANEOUS ACCUMULATION) (CONTINUED)

When Monitored: Ignition on and engine running with no MAP Sensor DTCs. Set Condition: A large vacuum leak has been detected or both of the TP Sensors have failed based on their position being 2.5 volts and the calculated MAP value is less than the actual MAP minus an Offset value. One trip fault and the code will set within 5 seconds. ETC light will flash. Possible Causes VACUUM LEAK RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT (K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE TP SENSOR SIGNAL CIRCUIT TP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K922) TP SENSOR RETURN CIRCUIT MAP SENSOR TP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: The most likely cause of this DTC is a vacuum leak. NOTE: Diagnose any 5-Volt Supply, TP Sensor, Fuel System Lean or Rich, or MAP Sensor DTCs before continuing. NOTE: The throttle plate should be free from binding and carbon build up. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 964
WK
2.
VACUUM LEAK
NOTE: This code is enabled on engines with a plastic intake manifold and is intended to limit the maximum engine speed if a large crack occurs. NOTE: A large vacuum leak is most likely the cause of this DTC. Inspect the Intake Manifold and Throttle body for leaks and cracks. Inspect the Power Brake Booster for any vacuum leaks. Inspect the PCV system for proper operation or any vacuum leaks. Inspect the MAP Sensor for proper installation. Were any vacuum leaks found? Yes No >> Repair the vacuum leak as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
MAP SENSOR OPERATION Start the engine. With a scan tool, monitor the MAP Sensor voltage. Snap the Accelerator pedal. Does the MAP Sensor voltage vary from below 2.0 volts at idle to above 3.5 volts at Wide Open Throttle? Yes No >> Go To 4 >> Go To 11
4.
TP SENSOR OPERATION Ignition on, engine not running. With a scan tool, perform the Throttle Follower Test. TP Sensor No.1 should start at approximately 0.8 of a volt and increase to 4.2 volts. TP Sensor No.2 should start at approximately 4.2 volts and decrease to 0.8 of a volt. Is the voltage transition smooth between the appropriate values? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
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5.
RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT Turn the ignition off. Disconnect the Throttle Body harness connector. Disconnect the C2 PCM harness connector.
9 - 965
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F855) 5-volt Supply circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance above 100 ohms? Yes No >> Go To 6 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
Measure the resistance between ground and (F855) 5-volt Supply circuit between the appropriate terminals of special tool #8815. Is the resistance above 100 ohms? Yes No >> Go To 7 >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 966
WK
7.
TP SENSOR
Connect the C2 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the TP Sensor voltage. Connect a jumper wire between the (K22) TP Sensor No.1 Signal circuit and the (K922) Sensor Return circuit in the Throttle Body harness connector. TP Sensor No.1 voltage should start at approximately 4.8 volts and decrease to 0.2 of a volt. Connect a jumper wire between the (K122) TP Sensor No.2 Signal circuit and the (F855) 5-volt Supply circuit in the Throttle Body harness connector. TP Sensor No.2 voltage should start at approximately 0 volts and increase to 4.8 to 5.2 volts. Does the TP Sensor voltage change to the appropriate voltage with the jumper wire installed? Yes >> Disconnect the Battery before replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
WK
8.
RESISTANCE IN THE TP SENSOR SIGNAL CIRCUIT
9 - 967

Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance of the (K22) and (K122) TP Signal circuits from the Throttle Body harness connector to the appropriate terminals of special tool #8815. Is the resistance below 5.0 ohms for each circuit? Yes No >> Go To 9 >> Repair the excessive resistance in the (K22) or (K122) TP Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 968
WK
9.
TP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K22) and (K122) TP Signal circuits at the appropriate terminals of special tool #8815. Is the resistance above 100 ohms for each circuit? Yes No >> Go To 10 >> Repair the short to ground in the (K22) or (K122) TP Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
10.

RESISTANCE IN THE (K922) SENSOR RETURN CIRCUIT
9 - 969

11.
RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT
9 - 970
WK
12.
13.
MAP SENSOR
Connect the C1 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the MAP Sensor voltage. Connect a jumper wire between the (K1) MAP Signal circuit and the (K900) Sensor ground circuit in the MAP Sensor harness connector. Cycle the ignition switch from off to on. With a scan tool, monitor the MAP Sensor voltage. Does the scan tool display MAP voltage from approximately 4.9 volts to below 0.5 volt with the jumper wire installed? Yes >> Replace the MAP Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 14
No
WK
14.
RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT
9 - 971

Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance of the (K1) MAP Signal circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 15 >> Repair the excessive resistance in the (K1) MAP Signal circuit Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
15.
Measure the resistance between ground and the (K1) MAP Signal circuit in the MAP Sensor harness connector. Is the resistance above 100k ohms? Yes No >> Go To 16 >> Repair the short to ground in the (K1) MAP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 972
WK
16.
RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance of the (K900) Sensor ground circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 17 >> Repair the excessive resistance in the (K900) Sensor ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
17.
PCM
WK
9 - 973
P2173-HIGH AIRFLOW/VACUUM LEAK DETECTED (SLOW ACCUMULATION)
9 - 974
WK
P2173-HIGH AIRFLOW/VACUUM LEAK DETECTED (SLOW ACCUMULATION) (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and engine running with no MAP Sensor DTCs. Set Condition: A large vacuum leak has been detected or both of the TP Sensors have failed based on their position being 2.5 volts and the calculated MAP value is less than the Gas Flow Adaptation value is too high. One trip fault the code will set within 5 seconds. ETC light will flash. Possible Causes VACUUM LEAK RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT (K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE TP SENSOR SIGNAL CIRCUIT TP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K922) TP SENSOR RETURN CIRCUIT MAP SENSOR TP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: The most likely cause of this DTC is a vacuum leak. NOTE: Diagnose any 5-Volt Supply, TP Sensor, Oxygen Sensor, Fuel related, or MAP Sensor DTCs before continuing. NOTE: The throttle plate should be free from binding and carbon build up. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
2.
VACUUM LEAK
9 - 975

NOTE: This code is enabled on engines with a plastic intake manifold and is intended to limit the maximum engine speed if a large crack occurs. NOTE: A large vacuum leak is most likely the cause of this DTC. Inspect the Intake Manifold and Throttle body for leaks and cracks. Inspect the Power Brake Booster for any vacuum leaks. Inspect the PCV system for proper operation or any vacuum leaks. Inspect the MAP Sensor for proper installation. Were any vacuum leaks found? Yes No >> Repair the vacuum leak as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
4.
9 - 976
WK
5.
Turn the ignition off. Disconnect the Throttle Body harness connector. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F855) 5-volt Supply circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 100 ohms? Yes No >> Go To 6 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
Measure the resistance between ground and (F855) 5-volt Supply circuit between the appropriate terminals of special tool #8815. Is the resistance above 100 ohms? Yes No >> Go To 7 >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
7.
TP SENSOR
9 - 977

Connect the C2 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the TP Sensor voltage. Connect a jumper wire between the (K22) TP Sensor No.1 Signal circuit and the (K922) Sensor Return circuit in the Throttle Body harness connector. TP Sensor No.1 voltage should start at approximately 4.8 volts and decrease to 0.2 of a volt. Connect a jumper wire between the (K122) TP Sensor No.2 Signal circuit and the (F855) 5-volt Supply circuit in the Throttle Body harness connector. TP Sensor No.2 voltage should start at approximately 0 volts and increase to 4.8 to 5.2 volts. Does the TP Sensor voltage change to the appropriate voltage with the jumper wire installed? Yes >> Disconnect the Battery before replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
9 - 978
WK
8.
WK
9.
9 - 979

Measure the resistance between ground and the (K22) and (K122) TP Signal circuits at the appropriate terminals of special tool #8815. Is the resistance above 100k ohms for each circuit? Yes No >> Go To 10 >> Repair the short to ground in the (K22) or (K122) TP Sensor Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 980
WK
10.
11.
WK
12.

9 - 981

13.
MAP SENSOR
Connect the C1 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the MAP Sensor voltage. Connect a jumper wire between the (K1) MAP Signal circuit and the (K900) Sensor ground circuit in the MAP Sensor harness connector. Cycle the ignition switch from off to on. With a scan tool, monitor the MAP Sensor voltage. Does the scan tool display MAP voltage from approximately 4.9 volts to below 0.5 volt with the jumper wire installed? Yes >> Replace the MAP Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 14
No
9 - 982
WK
14.
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance of the (K1) MAP Signal circuit from the MAP Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 15 >> Repair the excessive resistance in the (K1) MAP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
15.
Measure the resistance between ground and the (K1) MAP Signal circuit at the MAP Sensor harness connector. Is the resistance above 100k ohms? Yes No >> Go To 16 >> Repair the short to ground in the (K1) MAP Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
16.

9 - 983

17.
PCM
9 - 984
WK
P2174-LOW AIRFLOW/RESTRICTION DETECTED (INSTANTANEOUS ACCUMULATION)
WK
9 - 985
P2174-LOW AIRFLOW/RESTRICTION DETECTED (INSTANTANEOUS ACCUMULATION) (CONTINUED)

When Monitored: Ignition on and engine running with no MAP Sensor DTCs. Set Condition: PCM calculated MAP value is greater than actual MAP value plus an offset value. One trip fault. Three good trips to turn of the mil. ETC light will flash. Possible Causes RESTRICTED AIR INLET SYSTEM RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT (K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE TP SENSOR SIGNAL CIRCUIT TP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K922) TP SENSOR RETURN CIRCUIT MAP SENSOR TP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: The most likely cause of this DTC is a plugged intake air system or dirty Throttle Body. Check for any TSBs before continuing. NOTE: Diagnose any 5-Volt Supply, TP Sensor, Fuel System Lean or Rich, or MAP Sensor DTCs before continuing. NOTE: The throttle plate should be free from binding and carbon build up. NOTE: Question the customer about weather conditions, as ICE build up on the blade can cause this fault when ambient is around +4 to -10 Celsius range. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 986
WK
2.
RESTRICTED AIR INLET SYSTEM Turn the ignition off. Remove the Air Cleaner Assembly. Remove the Air Filter. Inspect the Throttle Body opening for signs of any foreign materials. Check the intake tube / aircleaner for obstructions - include snow packing questions to customer. Were any restrictions found? Yes No >> Repair the restriction as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
4.
WK
5.
RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT Turn the ignition off. Disconnect the Throttle Body harness connector. Disconnect the C2 PCM harness connector.
9 - 987
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F855) 5-volt Supply circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 100 ohms? Yes No >> Go To 6 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
Measure the resistance between ground and (F855) 5-volt Supply circuit between the appropriate terminals of special tool #8815. Is the resistance above 100k ohms? Yes No >> Go To 7 >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 988
WK
7.
TP SENSOR
Connect the PCM harness connectors. Ignition on, engine not running. With a scan tool, monitor the TP Sensor voltage. Connect a jumper wire between the (K22) TP Sensor No.1 Signal circuit and the (K922) Sensor Return circuit in the Throttle Body harness connector. TP Sensor No.1 voltage should start at approximately 4.8 volts and decrease to 0.2 of a volt. Connect a jumper wire between the (K122) TP Sensor No.2 Signal circuit and the (F855) 5-volt Supply circuit in the Throttle Body harness connector. TP Sensor No.2 voltage should start at approximately 0 volts and increase to 4.8 to 5.2 volts. Does the TP Sensor voltage change to the appropriate voltage with the jumper wire installed? Yes >> Disconnect the Battery before replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
WK
8.
9 - 989

9 - 990
WK
9.
WK
10.

9 - 991

11.
9 - 992
WK
12.
13.
MAP SENSOR
Connect the PCM harness connectors. Ignition on, engine not running. With a scan tool, monitor the MAP Sensor voltage. Connect a jumper wire between the (K1) MAP Signal circuit and the (K900) Sensor ground circuit. Cycle the ignition switch from off to on. With a scan tool, monitor the MAP Sensor voltage. Does the scan tool display MAP voltage from approximately 4.9 volts to below 0.5 volt with the jumper wire installed? Yes >> Replace the MAP Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 14
No
WK
14.
9 - 993

15.
9 - 994
WK
16.
RESISTANCE IN (K900) SENSOR GROUND CIRCUIT
17.
PCM
WK
9 - 995
P2175-LOW AIRFLOW/RESTRICTION DETECTED (SLOW ACCUMULATION)
9 - 996
WK
P2175-LOW AIRFLOW/RESTRICTION DETECTED (SLOW ACCUMULATION) (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on and engine running with no MAP Sensor DTCs. Set Condition: PCM calculated MAP value is greater than actual MAP value plus an offset value. One trip fault and the code will set within 5 seconds. Three good trips to turn of the mil. ETC light will flash. Possible Causes RESTRICTED AIR INLET SYSTEM RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT (K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND RESISTANCE IN THE TP SENSOR SIGNAL CIRCUIT TP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND RESISTANCE IN THE (K922) TP SENSOR RETURN CIRCUIT MAP SENSOR TP SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: The most likely cause of this DTC is a plugged intake air system or dirty Throttle Body. Check for any TSBs before continuing. NOTE: Diagnose any 5-Volt Supply, TP Sensor, Oxygen Sensor, Fuel related or MAP Sensor DTCs before continuing. NOTE: The throttle plate should be free from binding and carbon build up. NOTE: Question the customer about weather conditions, as ICE build up on the blade can cause this fault when ambient is around +4 to -10 Celsius range. Ignition on, engine not running. With a scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
2.
9 - 997

RESTRICTED AIR INLET SYSTEM Turn the ignition off. Remove the Air Cleaner Assembly. Remove the Air Filter. Inspect the Throttle Body opening for signs of any foreign materials. Check the intake tube / air cleaner for obstructions - include snow packing questions to customer. Were any restrictions found? Yes No >> Repair the restriction as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
4.
9 - 998
WK
5.
Turn the ignition off. Disconnect the Throttle Body harness connector. Disconnect the C2 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (F855) 5-volt Supply circuit from the Throttle Body harness connector to the appropriate terminal of special tool #8815. Is the resistance below 100 ohms? Yes No >> Go To 6 >> Repair the excessive resistance in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
Measure the resistance between ground and (F855) 5-volt Supply circuit between the appropriate terminals of special tool #8815. Is the resistance above 100k ohms? Yes No >> Go To 7 >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
7.
TP SENSOR
9 - 999

Connect the PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the TP Sensor voltage. Connect a jumper wire between the (K22) TP Sensor No.1 Signal circuit and the (K922) Sensor Return circuit in the Throttle Body harness connector. TP Sensor No.1 voltage should start at approximately 4.8 volts and decrease to 0.2 of a volt. Connect a jumper wire between the (K122) TP Sensor No.2 Signal circuit and the (F855) 5-volt Supply circuit in the Throttle Body harness connector. TP Sensor No.2 voltage should start at approximately 0 volts and increase to 4.8 to 5.2 volts. Does the TP Sensor voltage change to the appropriate voltage with the jumper wire installed? Yes >> Disconnect the Battery before replacing the Throttle Body Assembly. Replace the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC RELEARN function Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
No
9 - 1000
WK
8.
WK
9.
9 - 1001

9 - 1002
WK
10.
11.
WK
12.

9 - 1003

13.
MAP SENSOR
Connect the C1 PCM harness connector. Ignition on, engine not running. With a scan tool, monitor the MAP Sensor voltage. Connect a jumper wire between the (K1) MAP Signal circuit and the (K900) Sensor ground circuit. Cycle the ignition switch from off to on. With a scan tool, monitor the MAP Sensor voltage. Does the scan tool display MAP voltage from approximately 4.9 volts to below 0.5 volt with the jumper wire installed? Yes >> Replace the MAP Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 14
No
9 - 1004
WK
14.
15.
WK
16.

9 - 1005

17.
PCM
9 - 1006
WK
P2181-COOLING SYSTEM PERFORMANCE
WK
P2181-COOLING SYSTEM PERFORMANCE (CONTINUED)
9 - 1007
When Monitored: Ignition on, Engine running, and no ECT DTCs present. Set Condition: PCM recognizes that the ECT has failed its self coherence test. The coolant temp should only change at a certain rate, if this rate is too slow or too fast this fault will set. Two trip fault. Three good trips to clear MIL. ETC light will illuminate on first trip failure. Possible Causes LOW COOLANT LEVEL (K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE (K2) ECT SIGNAL CIRCUIT OPEN (K900) SENSOR GROUND CIRCUIT OPEN (K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND (K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT THERMOSTAT ECT SENSOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. NOTE: If this code sets during extreme ambient temperatures, improper installation of a block heater could be the cause of this DTC. With a scan tool, read DTCs. Diagnose all other ECT and Cooling System codes before continuing. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1008
WK
2.
LOW COOLANT LEVEL
NOTE: If an Engine Coolant Temperature (ECT) DTC is set along with this code, diagnose the ECT DTC first. NOTE: Inspect the ECT terminals and related PCM terminals. Ensure the terminals are free from corrosion and damage. NOTE: The best way to diagnose this DTC is to allow the vehicle to sit overnight outside in order to have a totally cold soaked engine. NOTE: Extremely cold outside ambient temperatures may have caused this DTC to set. NOTE: Need to make sure that no Cooling System DTCs are set or changes that would make the warm up much slower or much faster: broken water pump can set this, addition of aftermarket auxiliary cooler can set this DTC. WARNING: Never open the cooling system when the engine is hot. The system is under pressure. Failure to follow these instructions can result in personal injury or death. Allow the engine to cool before opening the cooling system. Inspect the coolant system for proper level and condition. Is the coolant level and condition OK? Yes No >> Go To 3 >> Inspect the vehicle for a coolant leak and add the necessary amount of coolant. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
THERMOSTAT
NOTE: This test works best if performed on a cold engine (cold soak). Ignition on, engine not running. With a scan tool, read the Eng Coolant Tmp Deg value. If the engine was allowed to sit overnight (cold soak), the temperature value should be a sensible value that is somewhere close to the ambient temperature. NOTE: If engine coolant temperature is above 82 (180 allow the engine to cool until 65 (150 is C F), C F) reached. Start the Engine. During engine warm-up monitor the Eng Coolant Tmp Deg value. The temp deg value change should be a smooth transition from start up to normal operating temp 82 (180 Also monitor the actual coolant temperature with a C F). thermometer. NOTE: As the engine warms up to operating temperature, the actual coolant temperature (thermometer reading) and the Eng Coolant Tmp Deg on the scan tool should stay relatively close to each other. Using the appropriate service information, determine the proper opening temperature of the thermostat. Did the thermostat open at the proper temperature? Yes No >> Go To 4 >> Replace the thermostat. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 1009
4.
ECT SENSOR
Connect a jumper between the (K2) ECT Signal circuit and the (K900) Sensor ground circuit in the ECT Sensor harness connector. Turn the ignition off. Disconnect the ECT Sensor harness connector. With a scan tool, read the ECT voltage. Is the voltage below 1.0 volt? Yes >> Replace the ECT Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
(K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K2) ECT Signal circuit in the ECT Sensor harness connector. Is the voltage above 0 volts? Yes >> Repair the short to battery voltage in the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
9 - 1010
WK
6.
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K2) ECT Signal circuit from the ECT Sensor harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
WK
9 - 1011
8.
(K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K2) ECT Signal circuit in the ECT Sensor harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
No
9.
(K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K2) ECT Signal circuit and the (K900) Sensor ground circuit in the ECT Sensor harness connector. Is the resistance below 5.0 ohms? Yes >> Repair the short between the (K900) Sensor ground and the (K2) ECT Signal circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 10
No
9 - 1012
WK
10.
PCM
WK
9 - 1013
P2299-BRAKE PEDAL POSITION / ACCELERATOR PEDAL POSITION INCOMPATIBLE
9 - 1014
WK
P2299-BRAKE PEDAL POSITION / ACCELERATOR PEDAL POSITION INCOMPATIBLE (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. No Break or APPS faults present. Set Condition: The PCM recognizes a brake application following the APPS showing a fixed pedal opening. Temporary or permanent. Internally the PCM will reduce throttle opening below driver demand. One trip fault and the code will be set within 5 seconds. ETC light will illuminate, the light will only stay illuminated while DTC is active. Possible Causes CUSTOMER PRESSING ACCLERATOR PEDAL, THEN PRESSING BRAKE PEDAL, AND CONTINUES HOLDING THEM DOWN SIMULTANEOUSLY STOP LAMP SWITCH APP SENSOR Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
DTC INFORMATION
NOTE: If a pedal assembly becomes mechanically stuck the voltage output will stay fixed, if this is also Followed by a long application of the brakes this code will set. NOTE: When this code sets the pedal position in the PCM software will ramp to idle. If the Pedal voltage changes OR the brake pedal is released, the pedal position in the PCM software will ramp up to the pedal position and the ETC light will go out. With a scan tool, read DTCs and record the related Freeze Frame data. Diagnose all other Stop Lamp Switch and APP Sensor codes before continuing. This code can be set by a driver who uses both feet while driving, one for the Accelerator Pedal and the other for the Brake Pedal. NOTE: The most likely cause of this DTC is caused by the customer Brake Torquing the engine by pressing the Accelerator pedal and the pressing the Brake Pedal. Ask the driver of the vehicle if these conditions apply to their driving habits. Are the listed conditions part of the customers driving habits? Yes >> Advise the customer of what caused the DTC. This is normal operation of a ETC equipped vehicle because of safety issues. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
No
2.
STOP LAMP SWITCH OPERATION With a scan tool, read both Stop Lamp Switch statuses while pressing and releasing the Brake Pedal. Does the scan tool display the Pressed and Released while pressing and releasing the Pedal? Yes No >> Go To 3 >> Check the Stop Lamp Switch for proper installation and check the related circuits for opens and shorts using the appropriate wiring diagram. If OK, replace the Stop Lamp Switch assembly. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
3.
9 - 1015
P2299-BRAKE PEDAL POSITION / ACCELERATOR PEDAL POSITION INCOMPATIBLE (CONTINUED)

APP SENSOR SWEEP Ignition on, engine not running. With a scan tool, monitor both APP Sensor voltage readings. Slowly press the accelerator pedal from idle until it reaches the end stop near the floor. APPS No.1 voltage should start at approximately 0.45 of a volt and increase to approximately 4.6 volts with a smooth transition. APPS No.2 voltage should start at approximately 0.22 of a volt and increase to approximately 2.31 volts with a smooth transition. Does the voltage for the appropriate sensor follow the list specification? Yes No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Check the Signal and Return circuits for opens and shorts. If OK, Replace the APP Sensor Assembly per Service Information. After installation is complete, with a scan tool select the ETC RELEARN function to relearn the APPS values. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1016
WK
P2302-IGNITION COIL 1 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION
WK
9 - 1017
P2302-IGNITION COIL 1 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION (CONTINUED)

When Monitored: Engine running and battery voltage greater than 10 volts. Set Condition: If PCM detects that the secondary ignition burn time is incorrect, too short, or not present, an error is detected. One Trip Fault. Three good trips to turn off the MIL. Possible Causes (A15) ASD RELAY OUTPUT CIRCUIT (K86) COIL CONTROL NO.1 CIRCUIT OPEN (K86) COIL CONTROL NO.1 CIRCUIT SHORTED TO GROUND COIL ON PLUG PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
(A15) ASD RELAY OUTPUT CIRCUIT
Turn the ignition off. Disconnect the Coil on Plug harness connector. Ignition on, engine not running. With a scan tool, actuate the ASD Relay. Using a 12-volt test light connected to ground, probe the (A15) ASD Relay Output circuit in the Coil on Plug harness connector. Does the test light illuminate brightly? Yes No >> Go To 3 >> Repair the open or short to ground in the (A15) ASD Relay Output circuit between the IPM and Coil harness connector. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) NOTE: Stop All Actuations.
9 - 1018
WK
3.
COIL ON PLUG RESISTANCE Turn the ignition off. NOTE: The following resistance measurement should be taken at 70 -80 F. Measure the resistance of the Coil on Plug. 4.7L and 3.7L Primary Ignition Coil resistance is 0.6 to 0.9 of an ohm at 77 (25 F C). 5.7L Primary Ignition Coil resistance is 0.558 to 0.682 of an ohm at 77 (25 F C). Is the resistance within the given specification for the Ignition Coil being tested? Yes No >> Go To 4 >> Replace the Coil on plug. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
IGNITION COIL
Using a 12-volt test light connected to a 12-volt source, probe the (K86) Coil Control No.1 circuit. Crank the engine for 5 seconds while observing the test light. What is the condition of the test light while cranking the engine? Brightly blinking. Replace the Coil on plug. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) ON constantly. Go To 5 OFF constantly. Go To 6
5.
(K86) COIL CONTROL NO.1 CIRCUIT SHORTED TO GROUND
Turn the ignition off. Disconnect the C2 PCM harness connector. Measure the resistance between ground and the (K86) Coil Control No.1 circuit in the Coil on Plug harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K86) Coil Control No.1 circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
WK
6.
(K86) COIL CONTROL NO.1 CIRCUIT OPEN Turn the ignition off. Disconnect the C2 PCM harness connector.
9 - 1019
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K86) Coil Control No.1 circuit from the Coil on Plug harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K86) Coil Control No.1 circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
PCM
9 - 1020
WK
WK
9 - 1021

Diagnostic Test
1.
2.
9 - 1022
WK
3.
4.
IGNITION COIL
Using a 12-volt test light connected to a 12-volt source, probe the (K85) Coil Control No.2 circuit. Crank the engine for 5 seconds while observing the test light. What is the state of the test light while cranking the engine? Brightly blinking. Replace the Coil on plug. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) ON constantly. Go To 5 OFF constantly. Go To 6
5.
No
WK
6.
9 - 1023
7.
PCM
9 - 1024
WK
WK
9 - 1025

Diagnostic Test
1.
2.
9 - 1026
WK
3.
4.
IGNITION COIL
5.
No
WK
6.
9 - 1027
7.
PCM
9 - 1028
WK
WK
9 - 1029

Diagnostic Test
1.
2.
9 - 1030
WK
3.
4.
IGNITION COIL
5.
No
WK
6.
9 - 1031
7.
PCM
9 - 1032
WK
WK
9 - 1033

Diagnostic Test
1.
2.
9 - 1034
WK
3.
4.
IGNITION COIL
5.
No
WK
6.
9 - 1035
7.
PCM
9 - 1036
WK
WK
9 - 1037

Diagnostic Test
1.
2.
9 - 1038
WK
3.
4.
IGNITION COIL
5.
No
WK
6.
(K10) COIL CONTROL NO.6 CIRCUIT OPEN Turn the ignition off. Disconnect the C2 PCM harness connectors.
9 - 1039
7.
PCM
9 - 1040
WK
WK
9 - 1041

Diagnostic Test
1.
2.
9 - 1042
WK
3.
COIL ON PLUG RESISTANCE Turn the ignition off. NOTE: The following resistance measurement should be taken at 70 -80 F. Measure the resistance of the Coil on Plug. 4.7L Primary Ignition Coil resistance is 0.6 to 0.9 of an ohm at 77 (25 F C). 5.7L Primary Ignition Coil resistance is 0.558 to 0.682 of an ohm at 77 (25 F C). Is the resistance within the given specification for the Ignition Coil being tested? Yes No >> Go To 4 >> Replace the Coil on plug. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
IGNITION COIL
5.
No
WK
6.
9 - 1043
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K97) Coil Control No.7 circuit from the Coil on Plug connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K97) Coil Control No.7 circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.
PCM
9 - 1044
WK
WK
9 - 1045

Diagnostic Test
1.
2.
9 - 1046
WK
3.
COIL ON PLUG RESISTANCE Turn the ignition off. NOTE: The following resistance measurement should be taken at 70 -80 F. Measure the resistance of the Coil on Plug. 4.7L Primary Ignition Coil resistance is 0.6 to 0.9 of an ohm at 77 (25 F C). 5.7L Primary Ignition Coil resistance is 0.558 to 0.682 of an ohm at 77 (25 F C). Is the resistance within the given specification for the Ignition Coil being tested? Yes No >> Go To 4 >> Replace the Coil on plug. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
IGNITION COIL
5.
No
WK
6.
9 - 1047
7.
PCM
9 - 1048
WK
P2503-CHARGING SYSTEM OUTPUT LOW
WK
P2503-CHARGING SYSTEM OUTPUT LOW (CONTINUED)
9 - 1049
When Monitored: The engine running. The engine speed greater than 1157 RPM. Set Condition: The battery sensed voltage is 1 volt below the charging goal for 13.47 seconds. The PCM senses the battery voltage turns off the field driver and senses the battery voltage again. If the voltages are the same, the code is set. One Trip Fault. Three good trips to turn off the MIL. Possible Causes EXCESSIVE RESISTANCE IN THE BATTERY POSITIVE CIRCUIT EXCESSIVE RESISTANCE IN THE CASE GROUND (K125) GEN FIELD CONTROL CIRCUIT SHORTED TO VOLTAGE (K125) GEN FIELD CONTROL CIRCUIT OPEN (K125) GEN FIELD CONTROL CIRCUIT SHORTED TO GROUND (Z385) GEN GROUND CIRCUIT OPEN GENERATOR PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC
NOTE: Inspect the vehicle for aftermarket accessories that may exceed the Generator System output. Ignition on, engine not running. NOTE: The battery must be fully charged. NOTE: The Generator belt tension and condition must be checked before continuing. With a scan tool, read DTCs. With a scan tool, erase DTCs. Start the engine. Allow the idle to stabilize. Ignition on, engine not running. With the scan tool, read DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1050
WK
2.
(A11) FUSED B+ CIRCUIT HIGH RESISTANCE
WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Ignition on, engine not running. NOTE: Make sure all wires are clear of the engines moving parts. Measure the voltage between the (A11) Generator B+ Output Terminal and the Battery+ Post. Start the engine. Is the voltage above 0.4 of a volt? Yes >> Repair the excessive resistance in the (A11) Battery positive circuit between the Generator and Battery. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
EXCESSIVE RESISTANCE IN THE CASE GROUND
WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Start the engine. Warm the engine to operating temperature. NOTE: Make sure all wires are clear of the engines moving parts. Measure the voltage between the Generator Case and Battery ground post. Is the voltage above 0.1 of a volt? Yes No >> Repair the excessive resistance in the Generator Case Ground. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
GENERATOR OPERATION Turn the ignition off. Disconnect the Generator Field harness connector. Using a 12-volt test light, jump across the Generator Field harness connector. Ignition on, engine not running. With a scan tool, actuate the Generator Field Driver. Does the test light illuminate brightly and flash on and off? Yes >> Replace the Generator. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
WK
9 - 1051
5.
(K125) GEN FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K125) Gen Field Control circuit in the Generator Field harness connector. Is the voltage above 1.0 volt? Yes >> Repair the short to battery voltage in the (K125) Gen Field Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
6.
(K125) FIELD CONTROL CIRCUIT OPEN
Turn the ignition off. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the (K125) Gen Field Control circuit from the Generator Field harness connector to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Go To 7 >> Repair the open in the (K125) Gen Field Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1052
WK
7.
(K125) GEN FIELD CONTROL CIRCUIT SHORTED TO GROUND
No
8.
Using a 12-volt test light connected to battery voltage, probe the (Z385) Ground circuit in the Generator Field harness connector. Does the test light illuminate brightly? Yes No >> Go To 9 >> Repair the open in the (Z385) Generator Ground circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
PCM
WK
P3400-MDS RATIONALITY BANK 1
9 - 1053
Theory of Operation
When all criteria has been met, power is supplied to each MDS Solenoid when the engine is making a transition from 8 cylinder mode to 4 cylinder mode. By actuating the solenoid, oil pressure is raised to the pair of lifters that coincide with each particular solenoid. The oil pressure pushes in the locking pins that allows the lifter to collapse, decoupling the valves and camshaft. When Monitored: Transition from 8 to 4 cylinder mode. Set Condition: O2 sensor readings on Bank 1 side indicate a lean condition while in 4 cylinder mode. Possible Causes INSUFFICIENT OIL PRESSURE ACTING ON THE LIFTER LOCKING PINS OIL PASSAGES RESTRICTED LIFTER MDS SOLENOID Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs. NOTE: Diagnose any Oil Pressure DTCs before continuing. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
MDS SOLENOID 1 Turn the ignition off. Remove the Intake Manifold per Service Information. Turn the ignition on. With the scan tool actuate the MDS Solenoid 1. Can you feel and hear the Solenoid Actuating? Yes No >> Go To 3 >> Remove the Solenoid and check for any debris that may be blocking the oil passages to the Solenoid. If the passages are clogged, clean the passages and replace the MDS Solenoid 1. If the passages are not clogged with debris, replace the MDS Solenoid 1. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1054
WK
P3400-MDS RATIONALITY BANK 1 (CONTINUED)
3.
MDS SOLENOID 7 With the scan tool actuate the MDS Solenoid 7. Can you feel and hear the Solenoid Actuating? Yes No >> Go To 4 >> Remove the Solenoid and check for any debris that may be blocking the oil passages to the Solenoid. If the passages are restricted, clean the passages and replace the MDS Solenoid 7. If the passages are not clogged with debris, replace the MDS Solenoid 7. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
No
WK
P3401-MDS SOLENOID 1 CIRCUIT
9 - 1055
9 - 1056
WK
P3401-MDS SOLENOID 1 CIRCUIT (CONTINUED)

Theory of Operation
When all criteria has been met, power is supplied to each MDS Solenoid when the engine is making a transition from 8 cylinder mode to 4 cylinder mode. By actuating the solenoid, oil pressure is raised to the pair of lifters that coincide with each particular solenoid. The oil pressure pushes in the locking pins that allows the lifter to collapse, decoupling the valves and camshaft. When Monitored: Transition from 8 to 4 cylinder mode. Set Condition: When the PCM recognizes a problem with the Solenoid Control circuit. Possible Causes (K451) MDS SOLENOID NO.1 CONTROL SHORT TO BATTERY VOLTAGE (K451) MDS SOLENOID NO.1 CONTROL SHORT TO GROUND (K451) MDS SOLENOID NO.1 CONTROL OPEN (Z42) GROUND CIRCUIT OPEN MDS SOLENOID NO.1 PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
WK
9 - 1057
2.
MDS SOLENOID NO.1
Turn the ignition off. Gain access to the MDS Solenoid No.1. Disconnect the MDS Solenoid No.1 harness connector. Ignition on, engine not running. Turn off all accessories. Using a 12-volt test light connected to the (Z42) Ground circuit, probe the (K451) MDS Solenoid No.1 Control circuit. With a scan tool, actuate the MDS Solenoid 1. Does the 12-volt test light flash on and off? Yes >> Replace the MDS Solenoid No.1. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
9 - 1058
WK
4.
(K451) MDS SOLENOID NO.1 CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the C3 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K451) MDS Solenoid No.1 Control circuit in the MDS Solenoid No.1 connector. Is the voltage above 1.0 volt? Yes >> Repair the short to battery voltage in the (K451) MDS Solenoid No.1 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
Turn the ignition off. Measure the resistance between ground and the (K451) MDS Solenoid No.1Control circuit in the MDS Solenoid No.1 harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K451) MDS Solenoid No.1 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
WK
9 - 1059
6.
7.
PCM
9 - 1060
WK
P3402CYLINDER 1 DEACTIVATION CONTROL PERFORMANCE
WK
Theory of Operation
9 - 1061
P3402CYLINDER 1 DEACTIVATION CONTROL PERFORMANCE (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). When all criteria has been met, power is supplied to each MDS Solenoid when the engine is making a transition from 8 cylinder mode to 4 cylinder mode. By actuating the solenoid, oil pressure is raised to the pair of lifters that coincide with each particular solenoid. The oil pressure pushes in the locking pins that allows the lifter to collapse, decoupling the valves and camshaft. When Monitored: Transition from 8 to 4 cylinder mode. Set Condition: The MDS fails to disengage for cylinder 1. Possible Causes (K451) MDS SOLENOID NO.1 CONTROL SHORT TO VOLTAGE OIL PASSAGES RESTRICTED LIFTER MDS SOLENOID NO.1 PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
MDS SOLENOID NO.1 CONTROL CIRCUIT Turn the ignition off. Disconnect the MDS Solenoid No.1 harness connector. Ignition on, engine not running. Turn off all accessories. Using a 12-volt test light connected to ground, probe the (K451) MDS Solenoid No.1 Control circuit. Does the 12-volt test light illuminate? Yes No >> Go To 3 >> Go To 4
9 - 1062
WK
3.
(K451) MDS SOLENOID NO.1 CONTROL CIRCUIT SHORTED TO VOLTAGE
Turn the ignition off. Disconnect the C3 PCM harness connector. Turn the ignition on. Measure the volage on (K451) MDS Solenoid No.1 Control circuit in the MDS Solenoid No.1 harness connector. Is voltage present? Yes >> Repair the short to voltage in the (K451) MDS Solenoid No.1 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >>
No
NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary. Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
MDS SOLENOID 1
Turn the ignition off. Remove the Intake Manifold per Service Information. Turn the ignition on. With the scan tool actuate the MDS Solenoid 1. Can you feel and hear the Solenoid Actuating? Yes No >> Go To 5 >> Remove the Solenoid and check for any debris that may be blocking the oil passages to the Solenoid. If the passages are clogged, clean the passages and replace the MDS Solenoid 1. If the passages are not clogged with debris, replace the MDS Solenoid 1. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
5.
9 - 1063

No
9 - 1064
WK
WK
9 - 1065
Theory of Operation
Diagnostic Test
1.
9 - 1066
WK
2.
MDS SOLENOID NO.4
Turn the ignition off. Gain access to the MDS Solenoid No. 4. Disconnect the MDS Solenoid No.4 harness connector. Ignition on, engine not running. Turn off all accessories. Using a 12-volt test light connected to the (Z42) Ground circuit, probe the (K452) MDS Solenoid No.4 Control circuit. With a scan tool, actuate the MDS Solenoid 4. Does the 12-volt test light flash on and off? Yes >> Replace the MDS Solenoid No.4. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
WK
9 - 1067
4.
Disconnect the C1 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K452) MDS Solenoid No.4 Control circuit in the MDS Solenoid No.4 harness connector. Is the voltage above 1.0 volt? Yes >> Repair the short to battery voltage in the (K452) MDS Solenoid No.4 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
Turn the ignition off. Measure the resistance between ground and the (K452) MDS Solenoid No.4 Control circuit in the MDS Solenoid No.4 harness connector. Is the resistance below 100 ohms? Yes >> Repair the short to ground in the (K452) MDS Solenoid No.4 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 6
No
9 - 1068
WK
6.
7.
PCM
WK
9 - 1069
9 - 1070
WK

Theory of Operation
When all criteria has been met, power is supplied to each MDS Solenoid when the engine is making a transition from 8 cylinder mode to 4 cylinder mode. By actuating the solenoid, oil pressure is raised to the pair of lifters that coincide with each particular solenoid. The oil pressure pushes in the locking pins that allows the lifter to collapse, decoupling the valves and camshaft. When Monitored: Transition from 8 to 4 cylinder mode. Set Condition: The MDS fails to disengage for cylinder 4. Possible Causes (K452) MDS SOLENOID NO.4 CONTROL SHORT TO VOLTAGE OIL PASSAGES RESTRICTED LIFTER MDS SOLENOID NO.4 PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
2.
WK
3.
9 - 1071

(K452) MDS SOLENOID NO.4 CONTROL CIRCUIT SHORTED TO VOLTAGE Turn the ignition off. Disconnect the C1 PCM harness connector. Turn the ignition on. Measure the voltage of the (K452) MDS Solenoid No.4 Control circuit in the MDS Solenoid No.4 harness connector. Is voltage present? Yes >> Repair the short to voltage in the (K452) MDS Solenoid No.4 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >>
No
NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push out. Repair as necessary.Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
MDS SOLENOID 4
9 - 1072
WK
5.
No
WK
9 - 1073
9 - 1074
WK

Theory of Operation
Diagnostic Test
1.
WK
9 - 1075
2.
MDS SOLENOID NO.6
Turn the ignition off. Gain access to the MDS Solenoid No.6. Disconnect the MDS Solenoid No.6 harness connector. Ignition on, engine not running. Turn off all accessories. Using a 12-volt test light connected to the (Z42) Ground circuit, probe the (K453) MDS Solenoid No.6 Control circuit. With a scan tool, actuate the MDS Solenoid No.6. Does the 12-volt test light flash on and off? Yes >> Replace the MDS Solenoid No.6. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
9 - 1076
WK
4.
(K453) MDS SOLENOID CONTROL NO.6 CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the C2 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K453) MDS Solenoid No.6 Control circuit in the MDS Solenoid No.6 connector. Is the voltage above 1.0 volt? Yes >> Repair the short to battery voltage in the (K453) MDS Solenoid No.6 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
No
WK
9 - 1077
6.
7.
PCM
9 - 1078
WK
WK
9 - 1079

Theory of Operation
Diagnostic Test
1.
2.
9 - 1080
WK
3.
(K453) MDS SOLENOID NO.6 CONTROL CIRCUIT SHORTED TO VOLTAGE
Turn the ignition off. Disconnect the C2 PCM harness connector. Turn the ignition on. Measure the volage of the (K453) MDS Solenoid No.6 Control circuit in the MDS Solenoid No.6 harness connector. Is voltage present? Yes >> Repair the short to voltage in the (K453) MDS Solenoid No.6 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >>
No
4.
MDS SOLENOID 6
WK
5.
9 - 1081

No
9 - 1082
WK
WK
9 - 1083
Theory of Operation
Diagnostic Test
1.
9 - 1084
WK
2.
MDS SOLENOID NO.7
Turn the ignition off. Gain access to the MDS Solenoid No.7. Disconnect the MDS Solenoid No.7 harness connector. Ignition on, engine not running. Turn off all accessories. Using a 12-volt test light connected to the (Z42) Ground circuit, probe the (K454) MDS Solenoid No.7 Control circuit. With a scan tool, actuate the MDS Solenoid No.7. Does the 12-volt test light flash on and off? Yes >> Replace the MDS Solenoid No.7. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
3.
WK
9 - 1085
4.
Disconnect the C3 PCM harness connector. Ignition on, engine not running. Measure the voltage on the (K454) MDS Solenoid No.7 Control circuit in the MDS Solenoid No.7 harness connector. Is the voltage above 1.0 volt? Yes >> Repair the short to battery voltage in the (K454) MDS Solenoid No.7 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
No
5.
No
9 - 1086
WK
6.
7.
PCM
WK
9 - 1087
9 - 1088
WK

Theory of Operation
Diagnostic Test
1.
2.
WK
3.
9 - 1089

(K454) MDS SOLENOID NO.7 CONTROL CIRCUIT SHORTED TO VOLTAGE Turn the ignition off. Disconnect the C3 PCM harness connector. Turn the ignition on. Measure the voltage of the (K454) MDS Solenoid No.7 Control circuit in the MDS Solenoid No.7 harness connector. Is volage present? Yes >> Repair the short to volage in the (K454) MDS Solenoid No.7 Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >>
No
4.
MDS SOLENOID 7
9 - 1090
WK
5.
No
WK
P3497-MDS RATIONALITY BANK 2
9 - 1091
Theory of Operation
When all criteria has been met, power is supplied to each MDS Solenoid when the engine is making a transition from 8 cylinder mode to 4 cylinder mode. By actuating the solenoid, oil pressure is raised to the pair of lifters that coincide with each particular solenoid. The oil pressure pushes in the locking pins that allows the lifter to collapse, decoupling the valves and camshaft. When Monitored: Transition from 8 to 4 cylinder mode. Set Condition: O2 sensor readings on Bank 2 side indicate a lean condition while in 4 cylinder mode. Possible Causes INSUFFICIENT OIL PRESSURE ACTING ON THE LIFTER LOCKING PINS OIL PASSAGES RESTRICTED LIFTER MDS SOLENOID Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs. NOTE: Diagnose any Oil Pressure DTCs before continuing. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
MDS SOLENOID 4 Turn the ignition off. Remove the Intake Manifold per Service Information. Turn the ignition on. With the scan tool actuate the MDS Solenoid 4. Can you feel and hear the Solenoid Actuating? Yes No >> Go To 3 >> Remove the Solenoid and check for any debris that may be blocking the oil passages to the Solenoid. If the passages are clogged, clean the passages and replace the MDS Solenoid 4. If the passages are not clogged with debris, replace the MDS Solenoid 4. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1092
WK
P3497-MDS RATIONALITY BANK 2 (CONTINUED)
3.
MDS SOLENOID 6 With the scan tool actuate the MDS Solenoid 6. Can you feel and hear the Solenoid Actuating? Yes No >> Go To 4 >> Remove the Solenoid and check for any debris that may be blocking the oil passages to the Solenoid. If the passages are restricted, clean the passages and replace the MDS Solenoid 6. If the passages are unable to be cleaned out, replacing the engine block may be necessary. If the passages are not clogged with debris, replace the MDS Solenoid 6. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
OIL PASSAGES RESTRICTED Turn the ignition off. Remove both Solenoids on Bank 2 of the engine block. Remove the Bank 2 Cylinder Head per Service Information. Remove the each pair of lifters for Cylinders 4 and 6. Inspect the oil passages to the Solenoids and from the Solenoids to the lifters. Are the passages blocked? Yes >> Clean the oil passages as necessary. If the entire engine is restricted disassembly of the entire engine block may be necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace both sets of lifters if no other possible causes remain. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
WK
U0001-CAN C BUS
9 - 1093
9 - 1094
WK
U0001-CAN C BUS (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition run time is greater than 1 second. Battery voltage between 9 and 16 volts. Engine run time greater than 3 seconds. Set Condition: The PCM loses communication over the CAN C Bus circuit. The circuit is continuously monitored. Possible Causes CAN C BUS OPEN OR SHORTED CONDITION PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING). Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read FCM DTCs. Is the DTC active at this time? Yes No >> Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes. >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
U0101-LOST COMMUNICATION WITH TCM
9 - 1095
When Monitored: Ignition run time is greater than 1 second. Battery voltage between 9 and 16 volts. Engine run time greater than 3 seconds. Set Condition: The PCM doesnt receive a Bus Message from the Transmission Control Module for 7 consecutive seconds. The circuit is continuously monitored. Possible Causes CAN C BUS OPEN OR SHORTED CONDITION PCM Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read PCM DTCs. Is the DTC active at this time? Yes No >> Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes. >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1096
WK
U0114-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE
WK
For a complete wiring diagramRefer to Section 8W.
9 - 1097
U0114-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE (CONTINUED)

When Monitored: Ignition run time is greater than 1 second. Battery voltage between 9 and 16 volts. Engine run time greater than 3 seconds. Set Condition: The PCM doesnt receive a FDCM message over the CAN C circuit for 7 consecutive seconds. The circuit is continuously monitored. Possible Causes CAN C BUS OPEN OR SHORTED CONDITION FINAL DRIVE CONTROL MODULE FCM PCM Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.
Diagnostic Test
1.
9 - 1098
WK
U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE
WK
9 - 1099
U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE (CONTINUED)

When Monitored: Ignition run time is greater than 1 second. Battery voltage between 9 and 16 volts. Engine run time greater than 3 seconds. Set Condition: The PCM doesnt receive an ABS message over the CAN C circuit for 7 consecutive seconds. The circuit is continuously monitored. Possible Causes CAN C BUS OPEN OR SHORTED CONDITION ABS MODULE FCM PCM Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.
Diagnostic Test
1.
9 - 1100
WK
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE
WK
9 - 1101
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE (CONTINUED)

When Monitored: Ignition run time is greater than 1 second. Battery voltage between 9 and 16 volts. Set Condition: The PCM doesnt receive a FCM message over the CAN C circuit for 7 consecutive seconds. The circuit is continuously monitored. Possible Causes CAN C BUS OPEN OR SHORTED CONDITION FRONT CONTROL MODULE PCM Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.
Diagnostic Test
1.
9 - 1102
WK
U0155-LOST COMMUNICATION WITH CLUSTER
WK
9 - 1103
U0155-LOST COMMUNICATION WITH CLUSTER (CONTINUED)

When Monitored: Ignition run time is greater than 1 second. Battery voltage between 9 and 16 volts. Engine run time greater than 3 seconds. Set Condition: The PCM doesnt receive a Cluster message over the CAN C circuit for 7 consecutive seconds. The circuit is continuously monitored. Possible Causes CAN C BUS OPEN OR SHORTED CONDITION CLUSTER FCM PCM Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.
Diagnostic Test
1.
9 - 1104
WK
U0168-LOST COMMUNICATION WITH SKREEM
WK
9 - 1105
U0168-LOST COMMUNICATION WITH SKREEM (CONTINUED)

When Monitored: Ignition run time is greater than 1 second. Battery voltage between 9 and 16 volts. Engine run time greater than 3 seconds. Set Condition: The PCM doesnt receive a SKREEM message over the CAN C circuit for 7 consecutive seconds. The circuit is continuously monitored. Possible Causes CAN C BUS OPEN OR SHORTED CONDITION SKREEM FCM PCM Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for further possible causes.
Diagnostic Test
1.
9 - 1106
WK
U110C-NO FUEL LEVEL BUS MESSAGE RECEIVED
WK
9 - 1107
U110C-NO FUEL LEVEL BUS MESSAGE RECEIVED (CONTINUED)

When Monitored: Ignition on. Set Condition: When the PCM does not receive a fuel level signal from the FCM over the CAN C circuit. The circuit is constantly monitored. Possible Causes CAN C BUS CIRCUIT OPEN OR SHORTED FRONT CONTROL MODULE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING) .
Theory of Operation
The fuel level signal is a direct input to the Cluster. The fuel level signal is sent to the FCM over the CAN B bus circuit. The NGC receives the fuel level signal from the FCM over the CAN C bus circuit.
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With the scan tool read Powertrain DTCs. Is the DTC active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE ALSO ACTIVE With the scan tool read DTCs. Is the U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE also set? Yes No >> Follow the diagnostics for U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1108
WK
U110E-LOST AMBIENT TEMPERATURE MESSAGE
WK
9 - 1109
U110E-LOST AMBIENT TEMPERATURE MESSAGE (CONTINUED)

When Monitored: Ignition on. Set Condition: The PCM doesnt receive the ambient temperature signal over the CAN C bus from the FCM. The circuit is continuously monitored. Possible Causes CAN C BUS CIRCUIT OPEN OR SHORTED FRONT CONTROL MODULE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Theory of Operation
The ambient temperature sensor signal is a direct input to the FCM. The FCM sends the PCM the ambient temperature signal over the CAN C bus.
Diagnostic Test
1.
2.
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE ALSO ACTIVE With the scan tool read DTCs. Is the U0141-NO BUS MESSAGE RECEIVED FROM THE FCM also set? Yes No >> Follow the diagnostics for U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1110
WK
U1110-LOST VEHICLE SPEED MESSAGE
WK
U1110-LOST VEHICLE SPEED MESSAGE (CONTINUED)
9 - 1111
When Monitored: Ignition on. Set Condition: The PCM doesnt receive a vehicle speed signal from the Anti-lock brake Module over the CAN C bus. Possible Causes CAN C BUS CIRCUIT OPEN OR SHORTED ANTI-LOCK BRAKE MODULE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING) .
Theory of Operation
The PCM receives the vehicle speed signal over the CAN C bus from the Anti-lock Brake Module.
Diagnostic Test
1.
2.
U0121-LOST COMMUNICATION WITH ABS MODULE ALSO SET With the scan tool continue reading DTCs. Is the U0121-LOST COMMUNICATION WITH ABS MODULE also set? Yes No >> Follow the diagnostics for U0121-LOST COMMUNICATION WITH ABS MODULE Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1112
WK
U1111-LOST ODOMETER MESSAGE
WK
U1111-LOST ODOMETER MESSAGE (CONTINUED)
9 - 1113
When Monitored: Ignition on. Set Condition: The PCM doesnt receive an odometer reading from the cluster through the FCM over CAN C. Possible Causes CAN C OPEN OR SHORTED FRONT CONTROL MODULE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Theory of Operation
The PCM receives odometer readings from the Front Control Module over CAN C. The FCM gets the odometer readings from the Cluster Module over CAN B. U0001-CAN C BUS, and U0141-LOST COMMUNICATION WITH FCM may also set.
Diagnostic Test
1.
2.
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE ALSO ACTIVE With the scan tool read DTCs. U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE also set? Yes No >> Follow the diagnostics for U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1114
WK
U1113-LOST A/C PRESSURE MESSAGE
WK
U1113-LOST A/C PRESSURE MESSAGE (CONTINUED)
9 - 1115
When Monitored: Ignition on. Set Condition: The PCM doesnt receive the A/C Pressure signal over the CAN C bus from the FCM. The circuit is continuously monitored. Possible Causes CAN C BUS CIRCUIT OPEN OR SHORTED FRONT CONTROL MODULE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Theory of Operation
The A/C Pressure Transducer signal is a direct input to the FCM. The FCM sends the PCM the A/C pressure signal over the CAN C bus.
Diagnostic Test
1.
2.
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE ALSO ACTIVE With the scan tool read DTCs. Is the U0141-NO BUS MESSAGE RECEIVED FROM THE FCM also set? Yes No >> Follow the diagnostics for U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1116
WK
U1120-LOST WHEEL DISTANCE MESSAGE
WK
U1120-LOST WHEEL DISTANCE MESSAGE (CONTINUED)
9 - 1117
When Monitored: Ignition on. Set Condition: The PCM doesnt receive a vehicle speed signal from the Anti-lock brake Module over the CAN C bus. Possible Causes CAN C BUS CIRCUIT OPEN OR SHORTED ANTI-LOCK BRAKE MODULE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING) .
Theory of Operation
The PCM receives the vehicle speed signal over the CAN C bus from the Anti-lock Brake Module.
Diagnostic Test
1.
2.
U0121-LOST COMMUNICATION WITH ABS MODULE ALSO SET With the scan tool continue reading DTCs. Is the U0121-LOST COMMUNICATION WITH ABS MODULE also set? Yes No >> Follow the diagnostics for U0121-LOST COMMUNICATION WITH ABS MODULE Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1118
WK
U1411-IMPLAUSIBLE FUEL VOLUME SIGNAL RECEIVED
WK
9 - 1119
U1411-IMPLAUSIBLE FUEL VOLUME SIGNAL RECEIVED (CONTINUED)

When Monitored: Ignition on. Set Condition: The fuel volume message the PCM is receiving is implausible. The circuit is continuously monitored. Possible Causes CAN B OPEN OR SHORTED CLUSTER MODULE FRONT CONTROL MODULE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Theory of Operation
The Front Control Module isnt receiving a fuel volume signal over CAN B from the Cluster Module. The FCM has to send the PCM a fuel volume signal over CAN C. The signal the FCM sends over CAN C is implausible.
Diagnostic Test
1.
2.
CAN B BUS HARDWARE DTCS ALSO ACTIVE With a scan tool check for DTCs in the FCM. Are any CAN B Hardware related DTCs active at this time? Yes >> (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING) for the appropriate diagnostic procedures. Perform BODY VERIFICATION TEST VER 1. >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
9 - 1120
WK
U1412-IMPLAUSIBLE VEHICLE SPEED SIGNAL RECEIVED
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9 - 1121
U1412-IMPLAUSIBLE VEHICLE SPEED SIGNAL RECEIVED (CONTINUED)

When Monitored: Ignition on. Set Condition: The PCM gets an implausible signal over the CAN C circuit from the ABS Module. The circuit is continuously monitored. Possible Causes CAN C BUS CIRCUIT SHORTED CAN C BUS CIRCUIT OPEN ABS MODULE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Theory of Operation
The ABS Module sends vehicle speed information over the CAN C Bus circuit to the PCM.
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs. Is the U1412-IMPLAUSIBLE VEHICLE SPEED SIGNAL RECEIVED active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
U0001-NO COMMUNICATION ON THE CAN C BUS CIRCUIT IS ACTIVE Continue reading DTCs. Is the U0001-NO COMMUNICATION ON THE CAN C BUS CIRCUIT ACTIVE at this time? Yes No >> Refer to the Diagnostic Procedure for the U0001-NO COMMUNICATION ON THE CAN C BUS CIRCUIT. >> Go To 3
9 - 1122
WK
U1412-IMPLAUSIBLE VEHICLE SPEED SIGNAL RECEIVED (CONTINUED)
3.
ABS MODULE IS ACTIVE ON THE CAN C BUS With the scan tool, select ECU View. Verify that the ABS Module active on the bus. Is the ABS Module active on the bus? Yes No >> Go To 4 >> (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING) for No Response diagnostic procedures. Perform BODY VERIFICATION TEST VER 1.
4.
ACTIVE DTCS IN THE FCM With the scan tool, select ECU View and select FCM. With the scan tool, read active DTCs. Is the U0001-NO COMMUNICATION ON THE CAN C BUS CIRCUIT ACTIVE in the FCM at this time? Yes No >> Replace the ABS Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
9 - 1123
U1413-IMPLAUSIBLE ODOMETER SIGNAL RECEIVED
9 - 1124
WK
U1413-IMPLAUSIBLE ODOMETER SIGNAL RECEIVED (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: The odometer message the PCM is receiving is implausible. The circuit is continuously monitored. Possible Causes CAN B OPEN OR SHORTED CLUSTER MODULE FRONT CONTROL MODULE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Theory of Operation
The Front Control Module isnt receiving an odometer signal over CAN B from the Cluster Module. The FCM has to send the PCM an odometer signal over CAN C. The signal the FCM is sending over CAN C is implausible.
Diagnostic Test
1.
2.
CAN B BUS HARDWARE DTCS ALSO ACTIVE With a scan tool check for DTCs in the FCM. Are any CAN B Hardware related DTCs active at this time? Yes >> (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING) for the appropriate diagnostic procedures. Perform BODY VERIFICATION TEST VER 1. >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
WK
9 - 1125
U1417-IMPLAUSIBLE LEFT WHEEL DISTANCE SIGNAL RECEIVED
9 - 1126
WK
U1417-IMPLAUSIBLE LEFT WHEEL DISTANCE SIGNAL RECEIVED (CONTINUED)

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS). For a complete wiring diagram Refer to Section 8W. When Monitored: Ignition on. Set Condition: The PCM gets an implausible signal over the CAN C circuit from the ABS Module. The circuit is continuously monitored. Possible Causes VEHICLE SPEED SENSOR FAULT ACTIVE IN ANTI-LOCK BRAKE MODULE CAN C BUS CIRCUIT SHORTED CAN C BUS CIRCUIT OPEN ABS MODULE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Theory of Operation
The ABS Module sends an implausible distance signal over the CAN C Bus circuit to the PCM.
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs. Is the U1417-IMPLAUSIBLE LEFT WHEEL DISTANCE SIGNAL RECEIVED active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
WK
3.
DTCS STORED OR ACTIVE IN THE ABS MODULE Check for DTCs in the ABS Module. Are any DTCs active or stored in the ABS Module? Yes
9 - 1127
U1417-IMPLAUSIBLE LEFT WHEEL DISTANCE SIGNAL RECEIVED (CONTINUED)
>> Refer to section 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS and perform the diagnostics for the DTCs in the ABS Module. Perform ABS VERIFICATION TEST VER 1 >> Go to 4
No
4.
ACTIVE DTCS IN THE FCM With the scan tool, select ECU View and select FCM. With the scan tool, read active DTCs. Are any Communication DTCs active in the FCM relating to the ABS System? Yes No >> Replace the ABS Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1128
WK
U1418-IMPLAUSIBLE RIGHT WHEEL DISTANCE SIGNAL RECEIVED
WK
9 - 1129
U1418-IMPLAUSIBLE RIGHT WHEEL DISTANCE SIGNAL RECEIVED (CONTINUED)

When Monitored: Ignition on. Set Condition: The PCM gets an implausible signal over the CAN C circuit from the ABS Module. The circuit is continuously monitored. Possible Causes VEHICLE SPEED SENSOR FAULT ACTIVE IN ANTI-LOCK BRAKE MODULE CAN C BUS CIRCUIT SHORTED CAN C BUS CIRCUIT OPEN ABS MODULE PCM Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING).
Theory of Operation
The ABS Module sends an implausible distance signal over the CAN C Bus circuit to the PCM.
Diagnostic Test
1.
ACTIVE DTC Ignition on, engine not running. With a scan tool, read DTCs. Is the U1418-IMPLAUSIBLE RIGHT WHEEL DISTANCE SIGNAL RECEIVED active at this time? Yes No >> Go To 2 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
9 - 1130
WK
U1418-IMPLAUSIBLE RIGHT WHEEL DISTANCE SIGNAL RECEIVED (CONTINUED)
3.
DTCS STORED OR ACTIVE IN THE ABS MODULE Check for DTCs in the ABS Module. Are any DTCs active or stored in the ABS Module? Yes >> Refer to section 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS and perform the diagnostics for the DTCs in the ABS Module. Perform ABS VERIFICATION TEST VER 1 >> Go to 4
No
4.
ACTIVE DTCS IN THE FCM With the scan tool, select ECU View and select FCM. With the scan tool, read active DTCs. Are any Communication DTCs active in the FCM relating to the ABS System? Yes No >> Replace the ABS Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
*5.7L INTERMITTENT NO CRANK CONDITION
9 - 1131
Possible Causes ETC STARTER INHIBIT
Diagnostic Test
1.
ETC STARTER INHIBIT
NOTE: This 5.7L engine will try to relearn ETC position when the key is left in the on position for an extended period of time and will not allow the starter to crank during this procedure. This procedure can take up to 2.5 seconds. To verify the cause of the no crank condition or delayed crank use the scan tool, and read the ETC Starter Inhibit mileage. The controller will store the mileage at which the no start condition occurred because of the ETC testing procedure. This is considered normal operation for a vehicle equipped with an Electronic Throttle Control System and no repairs are necessary. Is a mileage stored under the ETC Starter Inhibit? Yes No >> Test Complete. >> Refer to the appropriate diagnostic procedure for further assistance if any other DTCs are set. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1132
WK
*CHECKING THE FUEL DELIVERY SYSTEM
WK
*CHECKING THE FUEL DELIVERY SYSTEM (CONTINUED)
9 - 1133
Possible Causes RESTRICTED FUEL SUPPLY LINE FUEL PUMP INLET STRAINER PLUGGED (A109) FUSED B+ CIRCUIT FUEL PUMP RELAY FUEL PUMP
Diagnostic Test
1.
FUEL PUMP OPERATION Ignition on, engine not running. With a scan tool, actuate the Fuel System test. NOTE: It may be necessary to use a mechanics stethoscope in the next step. Listen for fuel pump operation at the fuel tank. CAUTION: Stop All Actuations. Does the Fuel Pump operate? Yes No >> Go To 2 >> Go To 5
2.
FUEL PRESSURE Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install a fuel pressure gauge at the engine. Ignition on, engine not running. With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). CAUTION: Stop All Actuations. Choose a conclusion that best matches your fuel pressure reading. Below Specification Go To 3 Within Specification Test Complete. Above Specification Replace the fuel filter/fuel pressure regulator. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1134
WK
*CHECKING THE FUEL DELIVERY SYSTEM (CONTINUED)
3.
RESTRICTED FUEL SUPPLY LINE Turn the ignition off. WARNING: The fuel system is under a constant pressure even with the engine off. Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Raise vehicle on hoist, and disconnect the fuel pressure line at the fuel pump module. Install special tool #6539 (5/16 ) or #6631(3/8 ) fuel line adapter and the fuel pressure gauge between the fuel supply line and the fuel pump module. Ignition on, engine not running. With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). CAUTION: Stop All Actuations. Is the fuel pressure within specification now? Yes No >> Repair/replace fuel supply line as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
CHECKING FUEL INLET STRAINER Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer. Is the Fuel Inlet Strainer plugged? Yes No >> Replace the Fuel Pump Inlet Strainer. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the Fuel Pump Module. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
(A109) FUSED B+ CIRCUIT OPEN Turn the ignition off. Remove the Fuel Pump Relay from the IPM. Disconnect the Fuel Pump Module harness connector. Measure the resistance of the (A109) Fused B+ circuit from the relay connector to the fuel pump module connector. Is the resistance below 5.0 ohms? Yes No >> Replace the Fuel Pump Relay. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Repair the open in the (N1) Fuel Pump Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
WK
*HARD START FUEL SYSTEM
9 - 1135
Possible Causes FUEL CONTAMINATION RESTRICTED FUEL SUPPLY LINE FUEL PUMP INLET STRAINER PLUGGED FUEL PUMP MODULE FUEL INJECTOR(S)
Diagnostic Test
1.
CHECKING FUEL PRESSURE Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install a fuel pressure gauge at the engine. Ignition on, engine not running. With a scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Choose a conclusion that best matches your fuel pressure reading. Below Specification Go To 2 Within Specification Go To 4
2.
RESTRICTED FUEL SUPPLY LINE Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Raise vehicle on hoist, and disconnect the fuel supply line at the fuel pump module. Install special tool #6539 (5/16 ) #6631(3/8 ) fuel line adapter and the fuel pressure gauge between the fuel supply line and the fuel pump module. Ignition on, engine not running. With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge. NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Is the fuel pressure within specification? Yes >> Visually and physically inspect the fuel supply lines between the fuel tank and the fuel rail. Repair/replace as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
No
9 - 1136
WK
*HARD START FUEL SYSTEM (CONTINUED)
3.
CHECKING THE FUEL INLET STRAINER Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer. Is the Fuel Inlet Strainer plugged? Yes No >> Replace the Fuel Pump Inlet Strainer. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the Fuel Pump Module. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
4.
FUEL PUMP MODULE
NOTE: Before continuing visually and physically inspect the fuel delivery system for external leaks or damage. Repair / replace as necessary. Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install special tool #6539 (5/16 ) or #6631 (3/8 ) fuel line adapter. Install the fuel pressure gauge. Start the engine and allow the fuel system to reach maximum pressure. Turn the ignition off. NOTE: Fuel specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the fuel pressure gauge and the engine. Monitor the fuel pressure gauge for a minimum of 5 minutes. NOTE: The pressure should not fall below 241 KPa (35 psi) Does the fuel pressure drop? Yes No >> Replace Fuel Pump Module. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
WK
*HARD START FUEL SYSTEM (CONTINUED)
9 - 1137
5.
FUEL INJECTOR(S)
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Remove special tool #C4390. Start the engine and allow the fuel system to reach maximum pressure. Turn the ignition off. NOTE: Fuel specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Move special tool #C4390, Hose Clamp Pliers, from between the fuel pressure gauge and the engine to between the fuel pressure gauge and fuel pump module. Monitor the fuel pressure gauge for a minimum of 5 minutes. NOTE: The pressure should not fall below 241 KPa (35 psi) Does the fuel pressure drop? Yes No >> Replace the leaking fuel injectors. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Check the fuel for contaminants. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9 - 1138
WK
*ENGINE CRANKS BUT DOES NOT START
WK
*ENGINE CRANKS BUT DOES NOT START (CONTINUED)
9 - 1139
Possible Causes NO START PRE-TEST POWERTRAIN FUSES OPEN SECONDARY INDICATORS PRESENT ENGINE MECHANICAL (F42) ASD RELAY OUTPUT CIRCUIT OPEN FUEL CONTAMINATION
Diagnostic Test
1.
NO START PRE-TEST
NOTE: The following list of items must be checked before continuing with any no start tests. The battery must be fully charged and in good condition. A low charged battery may produce invalid test results. If the battery is low, charge the battery and then attempt to start the vehicle by cranking the engine for 15 seconds, 3 consecutive times. This will allow any DTCs to set that may have been erased due to a dead battery. Try to communicate with PCM if not able to communicate check fuses. Make sure the Powers and Ground to the PCM are OK. Make sure the PCM communicates with the scan tool and that there are no DTCs stored in the PCM memory. If the PCM reports a No Response condition, refer to section 8 Electrical Electronic Control Module Electrical Diagnostics for the proper tests. Read the PCM DTCs with the scan tool. If any DTCs are present, they must be repaired before continuing with any other No Start diagnostic tests. Refer to the Table of Contents for the related P-code that is reported by the PCM. Make sure that the Bus is functional. Attempt to communicate with the Instrument Cluster and VTSS, If you are unable to establish communications refer to 8 Electrical Electronic Control Module Electrical Diagnostics for the proper Diagnostic procedures. The Sentry Key Immobilizer System must be operating properly. Check for proper communication with the scan tool and check for DTCs that may be stored in the Sentry Key Immobilizer Module (SKREEM). Repair the DTC(s) before continuing. If no DTCs are found, using the scan tool, select Clear PCM (BATT Disconnect). Crank the engine several times. Using the scan tool, read DTCs. If a DTC is present perform the DTC diagnostics before continuing. Were any problems found? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
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2.
OPEN FUSE Check for any open fuses in the IPM or Junction Block that may be related to the No Start condition. Are any of the fuses open? Yes No >> Replace the open fuse and check the related circuit(s) for a short to ground. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
SECONDARY INDICATORS PRESENT Ignition on, engine not running. With the scan tool, under DTCs & Related Functions, read the Secondary Indicators while cranking the engine. Are there any Secondary Indicators present while cranking the engine? Yes >> Refer to the Engine Electrical Diagnostics group and perform the tests related to the secondary indicator that is reported by the scan tool. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
No
4.
ENGINE MECHANICAL Check for any of the following conditions/mechanical problems. ENGINE VALVE TIMING - must be within specifications, check for broken timing components ENGINE COMPRESSION - must be within specifications ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks. Are there any engine mechanical problems? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 5
5.
(A955) ASD RELAY OUTPUT CIRCUIT OPEN Turn the ignition off. Remove the ASD relay from the IPM. Disconnect the C3 PCM harness connector. Verify the ASD Relay is getting voltage on the Fused B+ circuits before continuing. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Measure the resistance of the ASD Relay Output circuit from the ASD Relay connector to the appropriate terminals of special tool #8815, Ignition coil, and the fuel injectors. Is the resistance below 5.0 ohms? Yes No >> Go To 6 >> Repair the open in the (F42) ASD Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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6.
FUEL PUMP DELIVERY Verify that the Fuel tank is not empty before continuing. Follow the diagnostics for Checking Fuel Delivery in the Driveability section of this manual. Was the No Start condition solved after following the above diagnostic test? Yes No >> Test Complete. >> Check for contamination/water in the fuel. Make sure the fuel being used in this vehicle meets manufactures Fuel Requirement, refer to the service manual. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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*FUEL PRESSURE LEAK DOWN

Possible Causes FUEL PUMP MODULE FUEL INJECTOR(S)
Diagnostic Test
1.
FUEL PUMP MODULE
NOTE: Before continuing visually and physically inspect the fuel delivery system for external leaks or damage. Repair / replace as necessary. Turn the ignition off. WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Install special tool #6539 (5/16 ) or #6631 (3/8 ) fuel line adapter. Install the fuel pressure gauge. Start the engine and allow the fuel system to reach maximum pressure. Turn the ignition off. NOTE: Fuel specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the fuel pressure gauge and the engine. Monitor the fuel pressure gauge for a minimum of 5 minutes. NOTE: The pressure should not fall below 241 KPa (35 psi) Does the fuel pressure drop? Yes No >> Replace Fuel Pump Module. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
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*FUEL PRESSURE LEAK DOWN (CONTINUED)
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2.
FUEL INJECTOR(S)
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow these instructions can result in personal injury or death. Remove special tool #C4390. Start the engine and allow the fuel system to reach maximum pressure. Turn the ignition off. NOTE: NOTE: Fuel specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi). Move special tool #C4390, Hose Clamp Pliers, from between the fuel pressure gauge and the engine to between the fuel pressure gauge and fuel pump module. Monitor the fuel pressure gauge for a minimum of 5 minutes. NOTE: The pressure should not fall below 241 KPa (35 psi) Does the fuel pressure drop? Yes No >> Replace the leaking fuel injectors. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Test Complete.
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*NO CRANK CONDITION
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*NO CRANK CONDITION (CONTINUED)
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Possible Causes MECHANICAL CONDITION BATTERY CIRCUIT RESISTANCE TOO HIGH (F26) FUSED IGNITION SWITCH OUTPUT CIRCUIT (A901) FUSED B+ CIRCUIT OPEN (T752) STARTER RELAY CONTROL CIRCUIT OPEN (T750) STARTER RELAY OUTPUT CIRCUIT OPEN TRANSMISSION RANGE SENSOR STARTER RELAY STARTER
Diagnostic Test
1.
MECHANICAL CONDITION
NOTE: Verify the battery is fully charged and capable of passing a load test before continuing. WARNING: Make sure the battery is disconnected, then wait two minutes before proceeding. Failure to do so may result in personal injury or possible death. Turn the engine over by hand to make sure the engine is not seized. Is the engine able to turn over? Yes No >> Go To 2 >> Repair the mechanical condition preventing the starter motor from cranking. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.
TRANSMISSION RANGE SENSOR
Turn the ignition off. Disconnect the TRS harness connectors. Move the Gear selector through all gear positions, from Park to 1st and back. While moving the gear selector through each gear, measure the resistance between ground and the TRS (T41) Sense (P/N Sense) circuit at the TRS connector. NOTE: The circuit is grounded in Park and Neutral and open in the other positions. Did the resistance change from above 100 kohms (open) to below 10.0 ohms (grounded) ? Yes No >> Go To 3 >> Replace the Transmission Range Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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3.
EXCESSIVE RESISTANCE IN THE BATTERY CIRCUIT Turn the ignition off. Check the Battery Cables for excessive resistance using the service information procedure. Did either Battery Cable have a voltage drop greater than 0.2 of a volt? Yes No >> Repair the excessive resistance in the Battery circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 4
4.
STARTER RELAY Turn ignition off. Remove the Starter Relay from IPM. CAUTION: The Parking Brake must be on and the Transmission must be in park for a vehicle equipped with an automatic transmission. WARNING: When the engine is operating, do not stand in direct line with the fan. Do not put your hands near the pulleys, belts, or fan. Do not wear loose clothing. Failure to follow these instructions can result in personal injury or death. Briefly connect a jumper wire between (A901) Fused B+ circuit and the (T750) Starter Relay Output circuit. Did the Starter Motor crank the engine? Yes No >> Go To 5 >> Go To 7
5.
(F26) FUSED IGNITION SWITCH OUTPUT CIRCUIT Ignition on, engine not running. Using a 12-volt test light, probe the (F26) Fused Ignition Switch Output circuit in the Starter Relay connector. While observing 12-volt test light, hold ignition key in the start position. Does the test light illuminate brightly? Yes No >> Go To 6 >> Repair the excessive resistance in the (F26) Fused Ignition Switch Output circuit. Inspect related fuses and repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
(T752) STARTER RELAY CONTROL CIRCUIT OPEN Turn the ignition off. Remove the Starter Relay from the IPM. Disconnect the C3 PCM harness connector. Measure the resistance in the (T752) Starter Relay Control circuit from the Relay terminal to the appropriate terminal of special tool #8815. Is the resistance below 5.0 ohms? Yes No >> Replace the Starter Motor Relay. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Repair the open in the (T752) Starter Relay Control circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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7.
(A901) FUSED B+ CIRCUIT Turn the ignition off. Using a 12-volt test light connected to ground, probe the (A901) Fused B+ circuit at the Starter Relay terminal. Does the test light illuminate brightly? Yes No >> Go To 8 >> Repair the excessive resistance or short to ground in the (A901) Fused B+ circuit. Inspect related fuses and repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
8.
(T750) STARTER RELAY OUTPUT CIRCUIT OPEN Disconnect the Starter Relay Output connector from the Starter Solenoid. Measure the resistance of the (T750) Starter Relay Output circuit between the Relay and the Solenoid harness connector. Is the resistance below 5.0 ohms? Yes No >> Go To 9 >> Repair the open in the Starter Relay Output circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
9.
STARTER
If there are no other possible causes remaining, review repair. Repair Replace the Starter. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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*NO RESPONSE WITH A NO START CONDITION
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*NO RESPONSE WITH A NO START CONDITION (CONTINUED)

Possible Causes (A209) PCM FUSED B+ CIRCUIT PCM NO RESPONSE (F1) (F942) (F26) PCM FUSED IGNITION SWITCH OUTPUT CIRCUITS (Z816) (Z130) PCM GROUND CIRCUITS CRANKSHAFT POSITION SENSOR (F855) 5-VOLT SENSOR OPEN/SHORTED (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND PCM
Diagnostic Test
1.
(A209) PCM FUSED B+ CIRCUIT
NOTE: The scan tool and cable must be operating properly for the results of this test to be valid. NOTE: Make sure the ignition switch was on while trying to communicate with the PCM. Turn the ignition off. Disconnect the C1 PCM harness connector. CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform diagnosis. Using a 12-volt test light connected to ground probe the appropriate terminal of special tool #8815. Does the test light illuminate brightly? Yes No >> Go To 2 >> Repair the open or short to ground in the (A209) Fused B+ circuit. Inspect and replace fuses as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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2.
(F942), (F1), (F26) PCM FUSED IGNITION SWITCH CIRCUITS
Using a 12-volt test light connected to ground, probe the (F942), (F1), (F26) PCM Fused Ignition Switch Output circuit in the appropriate terminals of special tool #8815. Does the test light illuminate brightly? Yes No >> Go To 3 >> Repair the (F942), (F1), (F26) Ignition Switch Output circuit. Inspect and replace fuses as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
3.
(Z130), (Z816) PCM GROUND CIRCUITS
Using a 12-volt test light connected to battery voltage, probe the (Z130), (Z816) PCM ground circuits in the appropriate terminals of special tool #8815. Does the test light illuminate brightly? Yes No >> Go To 4 >> Repair the (Z130), (Z816) PCM ground circuits. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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4.
(F855) 5-VOLT SUPPLY CIRCUIT Turn the ignition off. Connect the PCM harness connectors. Disconnect the Crankshaft Position Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F855) 5-volt Supply circuit. Is the voltage between 4.5 and 5.2 volts? Yes No >> Go To 5 >> Go To 6
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5.
CKP SENSOR
Turn the ignition off. Disconnect the TP Sensor harness connector. Ignition on, engine not running. Measure the voltage on the (F855) 5-volt Supply circuit in the TP Sensor harness connector. Is the voltage between 4.5 and 5.2 volts? Yes >> If communication is available with a PCM on a like vehicle, replace and program the Powertrain Control Module per Service Information. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Replace the Crankshaft Position Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No
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6.
(F855) 5-VOLT SENSOR OPEN/SHORTED
Turn the ignition off. Disconnect the TP Sensor/Throttle Body harness connector. Ignition on, engine not running. Measure the voltage on the (F855) 5-volt Supply circuit. Disconnect all the sensors that use the (F855) 5-volt Supply circuit. Did the voltage return to 4.5 to 5.2 volts when disconnecting any of the sensors. Yes >> Replace the sensor that is pulling down the (F855) 5-volt supply. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
No
7.
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND Turn the ignition off. Disconnect PCM harness connectors. Disconnect all the sensors that share the (F855) 5-volt Supply circuit. Measure the resistance between ground and the (F855) 5-volt Supply circuit at one of the sensor harness connectors. Is the resistance below 100 ohms? Yes No >> Repair the short to ground in the (F855) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 8
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8.
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(F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND Disconnect all the sensors that share the (F856) 5-volt Supply circuit. Measure the resistance between ground and the (F856) 5-volt Supply circuit at one of the sensor harness connectors. Is the resistance below 100 ohms? Yes No >> Repair the short to ground in the (F856) 5-volt Supply circuit. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 9
9.
PCM
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*START AND STALL CONDITION

Possible Causes CURRENT PCM DTCS CURRENT SKIM DTCS THROTTLE POSITION SENSOR SWEEP TP SENSOR NO.1 VOLTAGE GREATER THAN 0.92 VOLTS WITH THROTTLE CLOSED ECT SENSOR OTHER POSSIBLE CAUSES FOR START AND STALL CONDITON FUEL CONTAMINATION
Diagnostic Test
1.
CHECKING DTCS Ignition on, engine not running. With a scan tool, read DTCs. Are any DTCs present? Yes No >> Refer to the appropriate Diagnostic Procedure. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 2
2.
CHECKING SKREEM DTCS
NOTE: If you are unable to communicate with the SKIM/SKREEM, refer to the VEHICLE THEFT AND SECURITY ELECTRICAL DIAGNOSTICS in Section 8 and perform the appropriate diagnostics. With the scan tool, read the SKIM codes. Are there any SKIM DTCs? Yes No >> Refer to the Sentry Key Vehicle Theft Security Electrical Diagnostics in Section 8. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 3
3.
TP SENSOR SWEEP Ignition on, engine not running. With the scan tool read TP Sensor voltage. While monitoring the scan tool, slowly open and close the Throttle on vehicles equipped with a 3.7L or 4.7L engine. On vehicles equipped with a 5.7L engine, using a scan tool perform the pedal follower test and monitor both TP Sensor voltage readings. Was the voltage change smooth? Yes No >> Go To 4 >> Replace the Throttle Position Sensor on a 3.7L and 4.7L engines or the Throttle Body Assembly on a 5.7L engine. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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*START AND STALL CONDITION (CONTINUED)
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4.
TP SENSOR NO.1 VOLTAGE GREATER THAN 0.92 VOLTS WITH THROTTLE CLOSED With the scan tool, read Throttle Position Sensor No.1 voltage. Throttle must be against its stop. Is the voltage 0.92 or less with the Throttle closed? Yes No >> Go To 5 >> Check for a binding throttle condition. If OK, replace the Throttle Position Sensor or the Throttle Body Assembly on a 5.7L. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.
NOTE: For this test to be valid, the thermostat must be operating correctly. NOTE: This test works best if performed on a cold engine (cold soaked). NOTE: If the vehicle was allowed to sit over night with no engine start, coolant temperature should be near ambient temperatures. Ignition on, engine not running. With the scan tool, read the ECT value. NOTE: If engine coolant temperature is above 82 C (180 F), allow the engine to cool until 65 C (150 F) is reached. Start the engine. During engine warm-up, monitor the Engine Coolant Temperature value. The temperature value change should be a smooth transition from start up to normal operating temp 82 C (180 F). The value should reach at least 82 C (180 F). Did the Engine Temperature value increase smoothly and did it reach at least 82 C (180 F)? Yes No >> Go To 6 >> Replace the Engine Coolant Temperature Sensor. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
6.
OTHER POSSIBLE CAUSES OF START AND STALL CONDITION The following additional items should be checked as a possible cause for a start and stall condition. Refer to any Technical Service Bulletins (TSBs) that may apply to the symptom. The exhaust system must be free of any restrictions. The engine compression must be within specifications. The engine valve timing must be within specifications. The engine must be free from vacuum leaks. The throttle body must be free of carbon buildup and dirt. Do any of the above conditions exist? Yes No >> Repair as necessary. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) >> Go To 7
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*START AND STALL CONDITION (CONTINUED)
7.
FUEL PUMP DELIVERY Verify that the Fuel tank is not empty before continuing. Follow the diagnostics for Checking Fuel Delivery in this manual. Was the No Start condition solved after following the above diagnostic test? Yes No >> Test Complete. >> Check for contamination/water in the fuel. Ensure the fuel being used in this vehicle meets manufactures Fuel Requirement, refer to the service manual. Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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STANDARD PROCEDURE POWERTRAIN VERIFICATION TEST
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For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS) For a complete wiring diagram Refer to Section 8W.
Diagnostic Test
1.
SELECTING THE PROPER VERIFICATION TEST
The following verification test are for different repairs. Select the appropriate Verification test for the repair that has been completed. Speed Control repair Go To 2 Charging System repair Go To 3 NVLD System repair Go To 4 All other repairs Go To 5
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POWERTRAIN VERIFICATION TEST (CONTINUED)
2.
POWERTRAIN VERIFICATION TEST 1
NOTE: If this vehicle is equipped with an Electronic Throttle Control system, and the APP Sensors, PCM, or Throttle Body Assembly have been replaced, use the scan tool to perform the ETC RELEARN function. NOTE: 2. After completing the Powertrain Verification Test the Transmission Verification Test must be performed. NOTE: 3. If the PCM has been replaced and the correct VIN and mileage have not been programmed, a DTC will set in the ABS Module, Airbag Module and the SKIM/SKREEM. NOTE: 4. If the vehicle is equipped with a Sentry Key Remote Entry, Secret Key data must be updated. Refer to the Service Information for the PCM, SKIM/SKREEM and the Transponder (ignition key) for programming information. 5. Inspect the vehicle to make sure that all engine components are properly installed and connected. 6. Connect the scan tool to the data link connector and erase all codes. 7. Turn the speed control ON (if equipped, cruise light will be on). 8. Depress and release the SET Switch when the vehicle speed is greater than 35 MPH. The speed control should engage and hold the selected speed. 9. Press and hold the RESUME/ACCEL Switch. The vehicle speed should increase by at least 2 MPH. 10. Press and hold the COAST switch. The vehicle speed should decrease. 11. Using caution, press and release the brake pedal. The speed control should disengage. 12. Bring the vehicle speed back up to 35 MPH. 13. Press the RESUME/ACCEL switch. The speed control should resume the previously set speed. 14. Hold down the SET switch. The vehicle should decelerate. 15. Make sure vehicle speed is greater than 35 mph and release the SET Switch. The vehicle should adjust and set a new vehicle speed. 16. Press and release the CANCEL switch. The speed control should disengage. 17. Bring the vehicle speed back up above 35 mph and engage speed control. 18. Turn the Speed Control Off. (Cruise light will be off). The speed control should disengage. NOTE: OVERSHOOT/UNDERSHOOT FOLLOWING SPEED CONTROL SET. 20. If the vehicle operator repeatedly presses and releases the SET button with their foot off of the accelerator (referred to as lift foot set ), the vehicle may accelerate and exceed the desired set speed by up to 5 mph (8 km/h). 21. It may also decelerate to less than the desired set speed, before finally achieving the desired set speed. 22. The Speed Control System has an adaptive strategy that compensates for vehicle-to-vehicle variations in speed control cable lengths. 23. When the speed control is set with the vehicles operators foot off of the accelerator pedal, the speed control thinks there is excessive speed control cable slack and adapts accordingly. 24. If the lift foot sets are continually used, a speed control overshoot/undershoot condition will develop. 25. To unlearn the overshoot/undershoot condition, the vehicle operator has to press and release the set button while maintaining the desired set speed using the accelerator pedal (not decelerating or accelerating). 26. Then turn the cruise control switch to the OFF position (or press the CANCEL button if equipped) after waiting 10 seconds. 27. This procedure must be performed approximately 10-15 times to completely unlearn the overshoot/undershoot condition. Did the Speed Control pass the above test? Yes No >> Repair is complete. >> Check for any related Technical Service Bulletins and/or refer to the appropriate Diagnostic Procedure.
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3.
POWERTRAIN VERIFICATION TEST 2 1. If this vehicle is equipped with an Electronic Throttle Control system, and the APP Sensors, PCM, or Throttle Body Assembly has been replaced use a scan tool to perform the ETC RELEARN function. NOTE: 2. After completing the Powertrain Verification Test the Transmission Verification Test must be performed. NOTE: 3. If the PCM has been replaced and the correct VIN and mileage have not been programmed, a DTC will set in the ABS Module, Airbag Module and the SKIM/SKREEM. NOTE: 4. If the vehicle is equipped with a Sentry Key Remote Entry, Secret Key data must be updated. Refer to the Service Information for the PCM, SKIM/SKREEM and the Transponder (ignition key) for programming information. 5. Inspect the vehicle to make sure that all components related to the repair are properly installed and connected. 6. With the scan tool, clear DTCs. 7. Perform generator output test. Refer to the appropriate service information as necessary. 8. Start the engine and set engine speed to 2000 RPM for at least thirty seconds. 9. Cycle the ignition key off and on. 10. With the scan tool, read the DTCs. Are any DTCs or symptoms remaining? Yes No >> Check for any Technical Service Bulletins and/or refer to the appropriate Diagnostic Procedure. >> Repair is complete.
4.
POWERTRAIN VERIFICATION TEST 3 1. Install the Miller Tool #8404 Evaporative Emission Leak Detector (EELD) according to the instructions in the previous DTC table. 2. Set the smoke/air control switch to AIR. 3. Insert the testers AIR supply tip (clear hose) into the appropriate calibration orifice on the testers control panel (based on DTC leak size). 4. Press the remote smoke/air start button. 5. Position the red flag on the air flow meter so it is aligned with the indicator ball. 6. When the calibration is complete, release the remote button. The EELD flow meter is now calibrated in liters per minute to the size of leak indicated by the DTC set in the PCM. 7. Install the service port adapter #8404-14 on the vehicles service port. 8. Connect the Air supply hose from the EELD to the vehicle. 9. Press the remote button to activate AIR flow. NOTE: 10. Larger volume fuel tanks, lower fuel levels or if the vehicle is equipped with a Flow Management Valve may indicate high flow and will require 4 to 5 minutes to fill. 11. Compare the flow meter indicator ball reading to the red flag. 12. ABOVE the red flag indicates a leak present. 13. BELOW the red flag indicates a sealed system. NOTE: If this vehicle is equipped with an Electronic Throttle Control system, and the APP Sensors, PCM, or Throttle Body Assembly have been replaced, use the scan tool to perform the ETC RELEARN function. 15. If the indicator ball shows a leak present, perform the smoke test indicated in the previous test and identify the leak and repair. Perform this verification test when the repair is complete. Did the indicator ball indicate the a leak is present? Yes No >> Repeat the DTC test to identify the leak and repair. >> Repair is complete.
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5.
POWERTRAIN VERIFICATION TEST 4
NOTE: 1. After completing the Powertrain Verification Test the Transmission Verification Test must be performed. NOTE: 2. If the PCM has been replaced and the correct VIN and mileage have not been programmed, a DTC will set in the ABS Module, Airbag Module and the SKIM/SKREEM. NOTE: 3. If the vehicle is equipped with a Sentry Key Remote Entry, Secret Key data must be updated. Refer to the Service Information for the PCM, SKIM/SKREEM and the Transponder (ignition key) for programming information. NOTE: 4. If this vehicle is equipped with an Electronic Throttle Control system, and the APP Sensors, PCM, or Throttle Body Assembly have been replaced, use the scan tool to perform the ETC RELEARN function. NOTE: 5. When replacing an O2 Sensor, the PCM RAM memory must be cleared, either by disconnecting the PCM C1 connector or momentarily disconnecting the Battery negative terminal. 6. The NGC learns the characteristics of each O2 heater element and these old values should be cleared when installing a new O2 sensor. The customer may experience driveability issues if this is not performed. 7. Inspect the vehicle to make sure that all engine components are properly installed and connected. Reassemble and reconnect components as necessary. 8. Connect the scan tool to the data link connector. 9. Make sure the fuel tank has at least a quarter tank of fuel. Turn off all accessories. 10. If the Catalyst was replaced, with the scan tool go to the Miscellaneous Menu Option Catalyst Replaced and press enter. 11. If a Comprehensive Component DTC was repaired, perform steps 12 - 14. If a Major OBDII Monitor DTC was repaired skip those steps and continue verification. 12. After the ignition has been off for at least 10 seconds, restart the vehicle and run 2 minutes. 13. With the scan tool, monitor the appropriate pre-test enabling conditions until all conditions have been met. Once the conditions have been met, switch screen to the appropriate OBDII monitor, (Audible beeps when the monitor is running). 14. If the repaired OBDII trouble code has reset or was seen in the monitor while on the road test, the repair is not complete. Check for any related technical service bulletins or flash updates and return to Engine Electrical Diagnostic List. 15. If the conditions cannot be duplicated, erase all DTCs with the Scan tool. 16. If another DTC has set, return to the Engine Electrical Diagnostic List and follow the path specified for that DTC. Did the OBDII Monitor run successfully and has the Good Trip Counter changed to one or more? Yes No >> Repair is complete. >> Check for any related Technical Service Bulletins and/or refer to the appropriate Diagnostic Procedure.
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SCHEMATICS AND DIAGRAMS
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PCM C1 SYSTEM SCHEMATIC
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FCM SYSTEM SCHEMATIC
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ENGINE - 3.7L SERVICE INFORMATION
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TABLE OF CONTENTS
page page COVER(S)-CYLINDER HEAD DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1216 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1216 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1217 VALVES & SEATS - INTAKE/EXHAUST DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1217 STANDARD PROCEDURE REFACING . . . . . . . . . . . . . . . . . . . . . . . . . 1217 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1218 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1219 ROCKER ARM - VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1220 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1220 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1220 SEALS-VALVE GUIDE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1221 SPRINGS-VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1221 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1221 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1222 ENGINE BLOCK DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1222 STANDARD PROCEDURE - CYLINDER BORE HONING . . . . . . . . . . . . . . . . . . . . . . . . . . . 1223 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 1223 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1224 CRANKSHAFT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1225 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1226 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1227 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1227 BEARINGS-CRANKSHAFT MAIN STANDARD PROCEDURE MAIN BEARING FITTING . . . . . . . . . . . . . . 1229 SEAL-CRANKSHAFT OIL - FRONT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1231 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1232 CRANKSHAFT OIL SEAL - REAR DIAGNOSIS AND TESTING - REAR SEAL AREA LEAKS . . . . . . . . . . . . . . . . . . . . . . . 1232 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1233 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1233 FLEX PLATE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1234 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1235 ROD-PISTON & CONNECTING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1235 STANDARD PROCEDURE CONNECTING ROD BEARING FITTING . . . 1236 PISTON FITTING . . . . . . . . . . . . . . . . . . . . 1239 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1239
ENGINE - 3.7L SERVICE INFORMATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 1167 DIAGNOSIS AND TESTING ENGINE DIAGNOSIS - INTRODUCTION . . . 1167 ENGINE DIAGNOSIS - PERFORMANCE . . 1168 ENGINE DIAGNOSIS - MECHANICAL . . . . 1170 ENGINE DIAGNOSIS - LUBRICATION . . . . 1171 CYLINDER COMPRESSION PRESSURE . . 1172 CYLINDER COMBUSTION PRESSURE LEAKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . 1172 STANDARD PROCEDURE REPAIR DAMAGED OR WORN THREADS . . . . . . . . . . . . . . . . . . . . . . . . . 1173 FORM-IN-PLACE GASKETS AND SEALERS . . . . . . . . . . . . . . . . . . . . . . . . . . 1173 ENGINE GASKET SURFACE PREPARATION . . . . . . . . . . . . . . . . . . . . . . 1174 REMOVAL - ENGINE . . . . . . . . . . . . . . . . . . . 1175 INSTALLATION - ENGINE . . . . . . . . . . . . . . . 1180 SPECIFICATIONS SPECIFICATIONS - 3.7L ENGINE . . . . . . . . 1185 TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . 1190 SPECIAL TOOLS 3.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . 1191 CLEANER-AIR ELEMENT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1195 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1196 CYLINDER HEAD DESCRIPTION CYLINDER HEAD . . . . . . . . . . . . . . . . . . . . 1196 VALVE GUIDE SEALS . . . . . . . . . . . . . . . . 1196 DIAGNOSIS AND TESTING CYLINDER HEAD GASKET . . . . . . . . . . . . 1196 DIAGNOSIS AND TESTING - HYDRAULIC LASH ADJUSTER . . . . . . . . . . . . . . . . . . . . 1197 REMOVAL CYLINDER HEAD - LEFT . . . . . . . . . . . . . . 1198 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . 1200 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1202 INSTALLATION CYLINDER HEAD - LEFT . . . . . . . . . . . . . . 1203 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 1205 CAMSHAFT(S) DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1208 REMOVAL REMOVAL - LEFT . . . . . . . . . . . . . . . . . . . 1209 REMOVAL - RIGHT . . . . . . . . . . . . . . . . . . 1210 INSTALLATION INSTALLATION - LEFT . . . . . . . . . . . . . . . . 1213 INSTALLATION - RIGHT . . . . . . . . . . . . . . . 1214
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. . . . . . 1240 . . . . . . 1240 . . . . . . 1241 DISASSEMBLY . . . . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . ASSEMBLY . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . FILTER-ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . OIL STANDARD PROCEDURE ENGINE OIL SERVICE . . . . . . . . . MANIFOLD-INTAKE DESCRIPTION ................ DIAGNOSIS AND TESTING INTAKE MANIFOLD LEAKS . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . MANIFOLD-EXHAUST DESCRIPTION ................ REMOVAL . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . VALVE TIMING DESCRIPTION ................ OPERATION . . . . . . . . . . . . . . . . . . STANDARD PROCEDURE MEASURING TIMING CHAIN WEAR SERVICE PROCEDURE - TIMING VERIFICATION . . . . . . . . . . . . . . . SHAFT-BALANCE REMOVAL . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . IDLER SHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . COVER - TIMING REMOVAL . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . TIMING CHAIN & SPROCKETS REMOVAL . . . . . . . . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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. 1261 . 1262 . 1264 . 1264
CLEANING . . . . . . . . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . RINGS-PISTON STANDARD PROCEDURE PISTON RING FITTING . . . . . . . . . DAMPER-CRANKSHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . COVER-STRUCTURAL DESCRIPTION ................. OPERATION . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . MOUNT-ENGINE FRONT REMOVAL . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . MOUNT-ENGINE REAR REMOVAL . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . LUBRICATION DESCRIPTION ................. OPERATION . . . . . . . . . . . . . . . . . . . DIAGNOSIS AND TESTING ENGINE OIL LEAK . . . . . . . . . . . . . CHECKING ENGINE OIL PRESSURE REAR SEAL AREA LEAKS . . . . . . . PAN-ENGINE OIL DESCRIPTION ................. REMOVAL . . . . . . . . . . . . . . . . . . . . . CLEANING . . . . . . . . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . SENSOR/SWITCH-OIL PRESSURE DESCRIPTION ................. OPERATION . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . PUMP-ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . .
. . . . . . 1242 . . . . . . 1245 . . . . . . 1245 . . . . . . . . . . . . . . . . . . . . . 1246 . 1246 . 1246 . 1247
. . . . . . . 1265 . . . . . . . 1265
. . . . . . . 1266 . . . . . . . 1267 . . . . . . . 1267 . . . . . . . 1268 . . . . . . . 1270 . . . . . . . 1272 . . . . . . . 1273 . . . . . . . 1273 . . . . . . . 1275 . . . . . . . 1275 . . . . . 1276 . . . . . . . 1276 . . . . . . . 1280 . . . . . . . 1281 . . . . . . . 1281 . . . . . . . 1282 . . . . . . . 1282 . . . . . . . 1283 . . . . . . . 1284 . . . . . . . 1286 . . . . . . . 1287
. . . . . . 1247 . . . . . . 1248 . . . . . . 1248 . . . . . . 1249 . . . . . . 1250 . . . . . . 1251 . . . . . . 1252 . . . . 1254 . . . . . . 1254 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1255 . 1255 . 1258 . 1258 . 1258 . 1260 . 1260 . 1261 . 1261
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DESCRIPTION
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The 3.7 liter (226 CID) six-cylinder engine is an 90 single overhead camshaft engine. The cast iron cylinder block is made up of two different components; the first component is the cylinder bore and upper block, the second component is the bedplate that comprises the lower portion of the cylinder block and houses the lower half of the crankshaft main bearings. The cylinders are numbered from front to rear with the left bank being numbered 1,3, and 5 and the right bank being numbered 2,4, and 6. The firing order is 165432. The engine serial number is located at the right front side of the engine block
DIAGNOSIS AND TESTING ENGINE DIAGNOSIS - INTRODUCTION

Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine maintenance.
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These malfunctions may be classified as either performance (e.g., engine idles rough and stalls) or mechanical (e.g., a strange noise). (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) - PERFORMANCE and (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) - MECHANICAL for possible causes and corrections of malfunctions. Refer to 14 - FUEL SYSTEM for the fuel system diagnosis. Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be isolated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided within the following diagnosis: Cylinder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) Cylinder Combustion Pressure Leakage Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). Engine Cylinder Head Gasket Failure Diagnosis (Refer to 9 - ENGINE/CYLINDER HEAD - DIAGNOSIS AND TESTING). Intake Manifold Leakage Diagnosis (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - DIAGNOSIS AND TESTING).
ENGINE DIAGNOSIS - PERFORMANCE

CONDITION ENGINE WILL NOT START POSSIBLE CAUSE 1. Weak battery 2. Corroded or loose battery connections. 3. Faulty starter. CORRECTION 1. Charge or replace as necessary. 2. Clean and tighten battery connections. Apply a coat of light mineral grease to the terminals. 3. (Refer to 8 - ELECTRICAL/ STARTING - DIAGNOSIS AND TESTING). 4. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/IGNITION COIL - REMOVAL). 5. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/SPARK PLUG - CLEANING). 6. Refer to engine timing in this section. 7. Clean system and replace fuel filter. 8.Repair or replace as necessary. 9. Refer to Ignition system.
4. Faulty coil or control unit.
5. Incorrect spark plug gap.
6. Incorrect right bank cam timing. 7. Dirt or water in fuel system. 8.Faulty fuel pump, relay or wiring. 9. Faulty cam or crank sensor ENGINE STALLS OR ROUGH IDLE 1. Vacuum leak.
1. Inspect intake manifold and vacuum hoses, repair or replace as necessary. Replace crank position sensor 3. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/IGNITION COIL - REMOVAL) 4. (Refer to 9 - ENGINE/VALVE TIMING - STANDARD PROCEDURE)
2. Faulty crank position sensor 3. Faulty coil.
4. Incorrect cam timing.
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CONDITION 1. ENGINE LOSS OF POWER

POSSIBLE CAUSE 1. Dirty or incorrectly gapped spark plugs. 2. Dirt or water in fuel system. 3. Faulty fuel pump. CORRECTION
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1. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/SPARK PLUG - CLEANING). 2. Clean system and replace fuel filter. 3. (Refer to 14 - FUEL SYSTEM/ FUEL DELIVERY/FUEL PUMP DIAGNOSIS AND TESTING). 4. Replace cylinder head gasket. 5. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING), repair as necessary. 6. Replace as necessary. 7. Inspect and replace as necessary. 8. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/IGNITION COIL - REMOVAL). 9. Refer to Engine Timing in this section. 1. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/SPARK PLUG - CLEANING). 2. Clean fuel system. 3. Replace as necessary. 4. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/IGNITION COIL - REMOVAL). 1. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/SPARK PLUG - CLEANING). 2. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/IGNITION COIL - REMOVAL). 3. Clean system and replace fuel filter.
4. Blown cylinder head gasket. 5. Low compression.
6. Burned, warped or pitted valves. 7. Plugged or restricted exhaust system. 8. Faulty coil.
9. Incorrect cam timing. 1. ENGINE MISSES ON ACCELERATION 1. Spark plugs dirty or incorrectly gapped. 2. Dirt in fuel system. 3. Burned, warped or pitted valves. 4. Faulty coil.
1. ENGINE MISSES AT HIGH SPEED
1. Spark plugs dirty or incorrectly gapped. 2. Faulty coil.
3. Dirt or water in fuel system.
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CORRECTIONS 1. (Refer to 9 - ENGINE/ LUBRICATION/OIL - STANDARD PROCEDURE) 2. Change oil and filter. 3. Check oil pump, if Ok, check rod and main bearings for excessive wear. 4. Replace as necessary. 5. Replace as necessary. 6. Replace as necessary. 7. (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS - STANDARD PROCEDURE) 8. (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS - STANDARD PROCEDURE) 1. (Refer to 9 - ENGINE/ LUBRICATION/OIL - STANDARD PROCEDURE) 2. Check oil pump, if Ok, check rod and main bearings for excessive wear. 3. Change oil and filter. 4. Replace as necessary. 5. Service or replace crankshaft. 6. Replace bent connecting rods. 1. (Refer to 9 - ENGINE/ LUBRICATION/OIL - STANDARD PROCEDURE) 2. Check oil pump, if Ok, check rod and main bearings for excessive wear. 3. Change oil and filter. 4. Replace as necessary. 5. Check thrust washers for wear. 6. Service or replace crankshaft. 7. Tighten to correct torque
ENGINE DIAGNOSIS - MECHANICAL

CONDITION NOISY VALVES POSSIBLE CAUSES 1. High or low oil level in crankcase. 2. Thin or diluted oil. 3. Low oil pressure.
4. Dirt in lash adjusters. 5. Worn rocker arms. 6. Worn lash adjusters 7. Worn valve guides.
8. Excessive runout of valve seats on valve faces.
CONNECTING ROD NOISE
1. Insufficient oil supply.
2. Low oil pressure.
3. Thin or diluted oil. 4. Excessive bearing clearance. 5. Connecting rod journal out-of-round. 6. Misaligned connecting rods. MAIN BEARING NOISE 1. Insufficient oil supply.
3. Thin or diluted oil. 4. Excessive bearing clearance. 5. Excessive end play. 6. Crankshaft journal out-of round. 7. Loose flywheel or torque converter.
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ENGINE DIAGNOSIS - LUBRICATION
CONDITION OIL LEAKS
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POSSIBLE CAUSES 1. Gaskets and O-Rings. (a) Misaligned or damaged. (b) Loose fasteners, broken or porous metal parts. 2. Crankshaft rear seal
CORRECTION 1. (a) Replace as necessary. (b) Tighten fasteners, Repair or replace metal parts. 2. Replace as necessary (Refer to 9 - ENGINE/ENGINE BLOCK/ CRANKSHAFT OIL SEAL - REAR REMOVAL) 3. Polish or replace crankshaft. 4. Replace oil pan (Refer to 9 ENGINE/LUBRICATION/OIL PAN REMOVAL) 5. Replace seal (Refer to 9 ENGINE/ENGINE BLOCK/ CRANKSHAFT OIL SEAL - FRONT - REMOVAL) 6. Polish or replace damper. 1. Check and correct oil level. 2. Replace sending unit (Refer to 9 - ENGINE/LUBRICATION/OIL PRESSURE SENSOR/SWITCH REMOVAL) 3. Check oil pump and bearing clearance. 4. Replace oil filter (Refer to 9 ENGINE/LUBRICATION/OIL FILTER - REMOVAL) 5. Replace oil pump (Refer to 9 ENGINE/LUBRICATION/OIL PUMP - REMOVAL) 6. Change oil and filter. 7. Replace as necessary. 8. Replace oil pump (Refer to 9 ENGINE/LUBRICATION/OIL PUMP - REMOVAL) 9. Replace as necessary.
3. Crankshaft seal flange. Scratched, nicked or grooved. 4. Oil pan flange cracked.
5. Timing chain cover seal, damaged or misaligned.
6. Scratched or damaged vibration damper hub. OIL PRESSURE DROP 1. Low oil level. 2. Faulty oil pressure sending unit.
3. Low oil pressure. 4. Clogged oil filter.
5. Worn oil pump.
6. Thin or diluted oil. 7. Excessive bearing clearance. 8. Oil pump relief valve stuck.
9. Oil pick up tube loose, damaged or clogged.
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CONDITION POSSIBLE CAUSES 1. Worn or damaged rings. 2. Carbon in oil ring slots. CORRECTION
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1. Hone cylinder bores and replace rings. 2. Replace rings (Refer to 9 ENGINE/ENGINE BLOCK/PISTON RINGS - STANDARD PROCEDURE) 3. Replace rings (Refer to 9 ENGINE/ENGINE BLOCK/PISTON RINGS - STANDARD PROCEDURE) 4. Ream guides and replace valves (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS - REMOVAL) 5. Replace valve guide seals.
OIL PUMPING AT RINGS; SPARK PLUGS FOULING
3. Incorrect ring size installed.
4. Worn valve guides.
5. Leaking valve guide seals.
CYLINDER COMPRESSION PRESSURE

The results of a cylinder compression pressure test can be utilized to diagnose several engine malfunctions. Ensure the battery is completely charged and the engine starter motor is in good operating condition. Otherwise the indicated compression pressures may not be valid for diagnosis purposes. 1. Clean the spark plug recesses with compressed air. 2. Remove the spark plugs. 3. Secure the throttle in the wide-open position. 4. Disable the fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - DESCRIPTION). 5. Remove the Automatic Shutdown (ASD) relay (Refer to 8 - ELECTRICAL/IGNITION CONTROL/AUTO SHUT DOWN RELAY - REMOVAL). 6. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three revolutions. 7. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders. 8. Refer (Refer to 9 - ENGINE - SPECIFICATIONS) for the correct engine compression pressures.
CYLINDER COMBUSTION PRESSURE LEAKAGE

The combustion pressure leakage test provides an accurate means for determining engine condition. Combustion pressure leakage testing will detect: Exhaust and intake valve leaks (improper seating). Leaks between adjacent cylinders or into water jacket. Any causes for combustion/compression pressure loss. 1. Check the coolant level and fill as required. DO NOT install the radiator cap. 2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF. 3. Remove the spark plugs. 4. Remove the oil filler cap. 5. Remove the air cleaner hose. 6. Calibrate the tester according to the manufacturers instructions. The shop air source for testing should maintain 483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended. 7. Perform the test procedures on each cylinder according to the tester manufacturers instructions. Set piston of cylinder to be tested at TDC compression,While testing, listen for pressurized air escaping through the throttle body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant. All gauge pressure indications should be equal, with no more than 25% leakage. FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the cylinder.
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Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART . CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART CONDITION AIR ESCAPES THROUGH THROTTLE BODY POSSIBLE CAUSE Intake valve bent, burnt, or not seated properly CORRECTION Inspect valve and valve seat. Reface or replace, as necessary. Inspect valve springs. Replace as necessary. Inspect valve and valve seat. Reface or replace, as necessary. Inspect valve springs. Replace as necessary. Remove cylinder head and inspect. Replace defective part Remove cylinder head and inspect. Replace gasket, head, or block as necessary Inspect for broken rings or piston. Measure ring gap and cylinder diameter, taper and out-of-round. Replace defective part as necessary
AIR ESCAPES THROUGH TAILPIPE
Exhaust valve bent, burnt, or not seated properly
AIR ESCAPES THROUGH RADIATOR MORE THAN 50% LEAKAGE FROM ADJACENT CYLINDERS MORE THAN 25% LEAKAGE AND AIR ESCAPES THROUGH OIL FILLER CAP OPENING ONLY
Head gasket leaking or cracked cylinder head or block Head gasket leaking or crack in cylinder head or block between adjacent cylinders Stuck or broken piston rings; cracked piston; worn rings and/or cylinder wall
STANDARD PROCEDURE REPAIR DAMAGED OR WORN THREADS

CAUTION: Be sure that the tapped holes maintain the original center line. Damaged or worn threads can be repaired. Essentially, this repair consists of: Drilling out worn or damaged threads. Tapping the hole with a special Heli-Coil Tap, or equivalent. Installing an insert into the tapped hole to bring the hole back to its original thread size.
FORM-IN-PLACE GASKETS AND SEALERS

There are numerous places where form-in-place gaskets are used on the engine. Care must be taken when applying form-in-place gaskets to assure obtaining the desired results. Do not use form-in-place gasket material unless specified. Bead size, continuity, and location are of great importance. Too thin a bead can result in leakage while too much can result in spill-over which can break off and obstruct fluid feed lines. A continuous bead of the proper width is essential to obtain a leak-free gasket. There are numerous types of form-in-place gasket materials that are used in the engine area. Mopar Engine RTV GEN II, Mopar ATF-RTV, and Mopar Gasket Maker gasket materials, each have different properties and can not be used in place of the other. MOPAR ENGINE RTV GEN II Mopar Engine RTV GEN II is used to seal components exposed to engine oil. This material is a specially designed black silicone rubber RTV that retains adhesion and sealing properties when exposed to engine oil. Moisture in the air causes the material to cure. This material is available in three ounce tubes and has a shelf life of one year. After one year this material will not properly cure. Always inspect the package for the expiration date before use. MOPAR ATF RTV Mopar ATF RTV is a specifically designed black silicone rubber RTV that retains adhesion and sealing properties to seal components exposed to automatic transmission fluid, engine coolants, and moisture. This material is available in three ounce tubes and has a shelf life of one year. After one year this material will not properly cure. Always inspect the package for the expiration date before use.
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MOPAR GASKET MAKER Mopar Gasket Maker is an anaerobic type gasket material. The material cures in the absence of air when squeezed between two metallic surfaces. It will not cure if left in the uncovered tube. The anaerobic material is for use between two machined surfaces. Do not use on flexible metal flanges. MOPAR GASKET SEALANT Mopar Gasket Sealant is a slow drying, permanently soft sealer. This material is recommended for sealing threaded fittings and gaskets against leakage of oil and coolant. Can be used on threaded and machined parts under all temperatures. This material is used on engines with multi-layer steel (MLS) cylinder head gaskets. This material also will prevent corrosion. Mopar Gasket Sealant is available in a 13 oz. aerosol can or 4oz./16 oz. can w/applicator.
FORM-IN-PLACE GASKET AND SEALER APPLICATION

Assembling parts using a form-in-place gasket requires care but its easier than using precut gaskets. Mopar Gasket Maker material should be applied sparingly 1 mm (0.040 in.) diameter or less of sealant to one gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off. Components should be torqued in place within 15 minutes. The use of a locating dowel is recommended during assembly to prevent smearing material off the location. Mopar Engine RTV GEN II or ATF RTV gasket material should be applied in a continuous bead approximately 3 mm (0.120 in.) in diameter. All mounting holes must be circled. For corner sealing, a 3.17 or 6.35 mm (1/8 or 1/4 in.) drop is placed in the center of the gasket contact area. Uncured sealant may be removed with a shop towel. Components should be torqued in place while the sealant is still wet to the touch (within 10 minutes). The usage of a locating dowel is recommended during assembly to prevent smearing material off the location. Mopar Gasket Sealant in an aerosol can should be applied using a thin, even coat sprayed completely over both surfaces to be joined, and both sides of a gasket. Then proceed with assembly. Material in a can w/applicator can be brushed on evenly over the sealing surfaces. Material in an aerosol can should be used on engines with multilayer steel gaskets.
ENGINE GASKET SURFACE PREPARATION

To ensure engine gasket sealing, proper surface preparation must be performed, especially with the use of aluminum engine components and multi-layer steel cylinder head gaskets. Never use the following to clean gasket surfaces: Metal scraper. Abrasive pad or paper to clean cylinder block and head. High speed power tool with an abrasive pad or a wire brush (1). NOTE: Multi-Layer Steel (MLS) head gaskets require a scratch free sealing surface. Only use the following for cleaning gasket surfaces: Solvent or a commercially available gasket remover Plastic or wood scraper (3). Drill motor with 3M Roloc Bristle Disc (white or yellow) (2).
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CAUTION: Excessive pressure or high RPM (beyond the recommended speed), can damage the sealing surfaces. The mild (white, 120 grit) bristle disc is recommended. If necessary, the medium (yellow, 80 grit) bristle disc may be used on cast iron surfaces with care.
REMOVAL - ENGINE
1. Release fuel rail pressure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE) then disconnect the fuel supply quick connect fitting at the fuel rail (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE). 2. Remove the strut tower support (1).
3. Disconnect the battery negative cable. 4. Remove air cleaner assembly. 5. Remove fan shroud with viscous fan assembly. 6. Remove drive belt. 7. Remove A/C compressor (2) and secure away from engine.
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8. Remove generator (3) and secure away from engine. NOTE: Do NOT remove the phenolic pulley from the P/S pump. It is not required for P/S pump removal. 9. Remove power steering pump with lines attached and secure away from engine. 10. Drain cooling system. 11. Disconnect the heater hoses from the engine. 12. Disconnect heater hoses from heater core and remove hose assembly. 13. Disconnect throttle and speed control cables. 14. Remove upper radiator hose from engine. 15. Remove lower radiator hose from engine. 16. Remove radiator/cooling module assembly. 17. Disconnect the engine to body ground straps at the left side of cowl.
18. Disconnect the engine wiring harness at the following points: Intake air temperature (IAT) sensor (4) Fuel Injectors Throttle Position (TPS) Switch (2) Idle Air Control (IAC) Motor (3) Engine Oil Pressure Switch Engine Coolant Temperature (ECT) Sensor Manifold Absolute Pressure MAP) Sensor Camshaft Position (CMP) Sensor Coil Over Plugs Crankshaft Position Sensor 19. Remove coil over plugs.
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20. Remove fuel rail and secure away from engine. NOTE: It is not necessary to release the quick connect fitting from the fuel supply line for engine removal. 21. Remove the PCV hose. 22. Remove the breather hoses. 23. Remove the vacuum hose for the power brake booster. 24. 25. 26. 27. Disconnect knock sensors. Remove engine oil dipstick tube. Remove intake manifold. Install engine lifting fixture,special tool#8247, using original fasteners from the removed intake manifold, and fuel rail. Torque to factory specifications.
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NOTE: Recheck bolt torque for engine lift plate before removing engine.
28. Disconnect oxygen sensor wiring. 29. Disconnect crankshaft postion sensor. 30. Disconnect the engine block heater power cable, if equipped. 31. Disconnect the front propshaft at the front differential and secure out of way. NOTE: It is necessary to disconnect the front propshaft for access to the starter and left side exhaust flange. 32. Remove the starter (4).
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33. Remove the ground straps from the left (2) and right (3) side of the block.
34. Remove the structural cover. 35. Disconnect the right and left exhaust pipes at the manifolds and from the crossover, and remove from the vehicle. NOTE: The exhaust clamps at the manifolds cannot be reused. New clamps must be used or leaks may occur.
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36. Remove torque convertor bolts (3), and mark location for reassembly.
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37. Remove transmission bellhousing to engine bolts (3).
38. 39. 40. 41.
Remove left and right engine mount thru bolts (3). Lower the vehicle. Support the transmission with a suitable jack. Connect a suitable engine hoist to the engine lift plate.
42. Remove engine from vehicle.
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INSTALLATION - ENGINE
1. Position the engine in the vehicle. 2. Install the transmission bellhousing to engine mounting bolts (3). Tighten the bolts to 41 Nm (30ft. lbs.)
3. Install the engine mount thru bolts (3).
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4. Install the torque convertor bolts (3).
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5. Install the starter(4). 6. Connect the crankshaft position sensor. 7. Install the engine block heater power cable, if equipped.
CAUTION: The structural cover requires a specific torque sequence. Failure to follow this sequence may cause severe damage to the cover. 8. Install the structural cover. NOTE: New clamps must be used on exhaust manifold flanges. Failure to use new clamps may result in exhaust leaks. 9. Install the left and right exhaust pipes. 10. Connect the left and right oxygen sensors. 11. Remove the engine lift plate. 12. Connect the knock sensors.
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13. Connect the engine to body ground straps at the left side of the cowl. 14. Install the intake manifold using the sequence provided. 15. Install the engine oil dipstick tube. 16. Install the power brake booster vacuum hose. 17. Install the breather hoses. 18. Install the PCV hose. 19. Install the fuel rail. 20. Install the coil over plugs.
21. Connect the engine wiring harness at the following points: Intake air temperature (IAT) sensor (4) Fuel Injectors Throttle Position (TPS) Switch (2) Idle Air Control (IAC) Motor (3) Engine Oil Pressure Switch Engine Coolant Temperature (ECT) Sensor Manifold Absolute Pressure MAP) Sensor Camshaft Position (CMP) Sensor Coil Over Plugs Crankshaft Position Sensor
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22. Connect the ground straps on the right (3)side of the engine.
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23. Connect the ground straps on the left (2) side of the engine.
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24. 25. 26. 27. 28. 29. 30. 31.
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Reinstall the radiator/cooling module assembly. Connect lower radiator hose. Connect upper radiator hose. Connect throttle and speed control cables. Install the heater hose assembly. Install coolant recovery bottle. Install the power steering pump. Install the generator (3).
32. Install the A/C compressor (2). 33. Install the drive belt. 34. Install the fan shroud with the viscous fan assembly. 35. Install the radiator core support bracket. 36. Recharge the A/C system (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/REFRIGERANT - STANDARD PROCEDURE).
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37. 38. 39. 40. 41. 42. Install the strut tower support (1). Install the air cleaner assembly. Refill the engine cooling system. Check and fill engine oil. Connect the battery negative cable. Start the engine and check for leaks.
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SPECIFICATIONS SPECIFICATIONS - 3.7L ENGINE

GENERAL SPECIFICATIONS DESCRIPTION Type Number of Cylinders Firing Order Lead Cylinder Compression Ratio Max. Variation Between Cylinders Metric Displacement Bore Stroke Horsepower Torque Compression Pressure CYLINDER BLOCK DESCRIPTION Metric Bore Diameter Out of Round (MAX) Taper (MAX) 93.013 .0075 mm 0.076 mm 0.051 mm SPECIFICATION Standard 3.6619 0.0003 in. 0.003 in. 0.002 in. 1172-1551 kPa 3.7 Liters 93.0 mm 90.8 mm 211 @ 5200 RPM 236ft. lbs.@4000 PRM 170-225 psi SPECIFICATION 90 SOHC V6 12 Valve 6 1-6-5-4-3-2 No. 1 Left Bank 9.6:1 25% Standard 226 Cubic Inches 3.66 in. 3.40 in.
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PISTONS
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SPECIFICATION
DESCRIPTION Metric Diameter Weight Ring Groove Diameter No. 1 No. 2 No. 3 PISTON PINS DESCRIPTION Metric Clearance In Piston Diameter PISTON RINGS DESCRIPTION Metric Ring Gap Top Compression Ring Second Compression Ring Oil Control (Steel Rails) Side Clearance Top Compression Ring Second Compression Ring Oil Ring (Steel Ring) Ring Width Top Compression Ring Second Compression Ring Oil Ring (Steel Rails) CONNECTING RODS DESCRIPTION Metric Bearing Clearance Side Clearance Piston Pin Clearance Bearing Bore Out of Round (MAX) Total Weight (Less Bearing) 0.006 - 0.044 mm 0.10 - 0.35 mm .015 - .028 mm 0.004 mm 612 grams 1.472 - 1.490 mm 1.472 - 1.490 mm 0.445 - 0.470 mm .051 - .094 mm 0.040 - 0.080 mm .019 - .229 mm 0.20 - 0.36 mm 0.37 - 0.63 mm 0.25 - 0.76 mm 0.006 - 0.015 mm 24.017 - 24.020 mm 85.37 - 83.13 mm 82.833 - 83.033 mm 83.88 - 84.08 mm 92.975 mm 365.0 grams
Standard 3.6605 in. 12.87 oz 3.282 - 3.273 in 3.261 - 3.310 in. 3.302 - 3.310 in.
SPECIFICATION Standard 0.0002 - 0.0005 in. 0.9455 - 0.9456 in.
SPECIFICATION Standard
0.0079 - 0.0142 in. 0.0146 - 0.0249 in. 0.0099 - 0.30 in.
0.0020 - 0.0037 in. 0.0016 - 0.0031 in. .0007 - .0091 in.
0.057 - 0.058 in. 0.057 - 0.058 in. 0.017 - 0.018 in.
SPECIFICATION Standard 0.0002 - 0.0017 in. 0.004 - 0.0138 in. 0.0006 - 0.0011 in. 0.0002 in. 21.588 ounces
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CRANKSHAFT DESCRIPTION
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SPECIFICATION Metric Standard 2.4996 - 2.5005 in. 0.00008 - 0.0018 in. 0.0002 in. 0.0004 in. 0.0021 - 0.0112 in. 0.0112 in. 2.2798 - 2.2792 in. 0.0002 - 0.0011 in. 0.0002 in. 0.0002 in. 63.488 - 63.512 mm 0.002 - 0.046 mm 0.005 mm 0.006 mm 0.052 - 0.282 mm 0.282 mm 57.908 - 57.892 mm 0.006 - 0.044 0.005 mm 0.006 mm
Main Bearing Journal Diameter Bearing Clearance Out of Round (MAX) Taper (MAX) End Play End Play (MAX) Connecting Rod Journal Diameter Bearing Clearance Out of Round (MAX) Taper (MAX) CAMSHAFT DESCRIPTION
SPECIFICATION Metric Standard 1.0245 - 1.0252 in. 1.0227 - 1.0235 in. 0.001 - 0.0026 in. 0.0026 in. 0.003 - 0.0079 in. 0.0079 in. 26.02 - 26.04 mm 25.975 - 25.995 mm 0.025 - 0.065 mm 0.065 mm .075 - .200 mm .200 mm
Bore Diameter Bearing Journal Diameter Bearing Clearance Bearing Clearance (MAX) End Play End Play (MAX) VALVE TIMING DESCRIPTION Intake
SPECIFICATION
Opens (BTDC) Closes (ATDC) Duration Exhaust Opens (BTDC) Closes (ATDC) Duration Valve Overlap
5.6 240.1 245.7
241.5 20.1 261.6 25.7
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VALVES
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SPECIFICATION
DESCRIPTION Metric Face Angle Head Diameter Intake Exhaust Length (Overall) Intake Exhaust Stem Diameter Intake Exhaust Stem-to-Guide Clearance Intake Exhaust Max. Allowable Stem-to-Guide Clearance (Rocking Method) Intake Exhaust Valve Lift (Zero Lash) Intake Exhaust VALVE SPRING DESCRIPTION Metric Free Length (Approx) Intake Exhaust - w/damper Spring Force (Valve Closed) Intake Exhaust - (without damper) Spring Force (Valve Open) Intake Exhaust - without damper Number of Coils Intake Exhaust Wire Diameter 48.18 mm 48.2 mm 12.00 mm 12.00 mm 0.069 mm 0.098 mm 0.018 - 0.069 mm 0.047 - 0.098 mm 6.931 - 6.957 mm 6.902 - 6.928 mm 113.45 - 114.21 mm 114.92 - 115.68 mm 48.52 - 48.78 mm 36.87 - 37.13 mm
Standard 45 - 45.5
1.9103 - 1.9205 in. 1.4516 - 1.4618 in.
4.4666 - 4.4965 in. 4.5244 - 4.5543 in.
0.2729 - 0.2739 in. 0.2717 - 0.2728 in.
0.0008 - 0.0028 in. 0.0019 - 0.0039 in.
0.0028 in. 0.0039 in.
0.472 in. 0.472 in.
SPECIFICATION Standard
1.896 in. 1.897 in.
332.0 - 368.0 N @ 40.12 mm 356 - 394 N @ 39.12 mm 948.0 - 1038.0 N @ 28.12 mm 974 - 956 N @ 27.12 mm
74.63 - 82.72 lbs. @ 1.5795 in. 80.031 - 88.57 lbs. @ 1.54 in. 213.2 - 233.8 lbs. @ 1.107 in. 218.8 - 215.1 lbs. @ 1.067 in.
7.30 7.15
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Intake Exhaust Installed Height (Spring Seat to Bottom of Retainer) Nominal Intake Exhaust - w/damper CYLINDER HEAD DESCRIPTION

4.77 3.80mm 4.66 3.72mm 0.1878 0.1496 in. 0.1843 .1464 in.
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40.12 mm 40.12 mm
1.579 in. 1.579 in.
SPECIFICATION Metric Standard (0.0276 in.) 44.5 - 45.0 0.051 mm 1.75 - 2.36 mm 1.71 - 2.32 mm 6.975 - 7.00 mm 0.0508 mm 0.002 in. 0.0698 - 0.0928 in. 0.0673 - 0.0911 in. 0.2747 - 0.2756 in. 0.002 in. 0.7 mm
Gasket Thickness (Compressed) Valve Seat Angle Valve Seat Runout (MAX) Valve Seat Width Intake Exhaust Guide Bore Diameter (Std.) Cylinder Head Warpage (Flatness) OIL PUMP DESCRIPTION
SPECIFICATION Metric Standard 0.0038 in. 0.001 in. 0.4731 in. .0093 in. 0.400 in. 0.006 in. 0.095 mm 0.025 mm 12.02 mm .235 mm 85.925 mm 0.150 mm
Clearance Over Rotors/End Face (MAX) Cover Out - of -Flat (MAX) Inner and Outer Rotor Thickness Outer Rotor to pocket (Diametral) clearance (MAX) Outer Rotor Diameter (MIN) Tip Clearance Between Rotors (MAX) OIL PRESSURE SPECIFICATION
SPECIFICATION Metric Standard 4 psi 25 - 110 psi 25 kPa 170 - 758 kPa
At Curb Idle Speed (MIN)* @ 3000 rpm
* CAUTION: If pressure is zero at curb idle, DO NOT run engine at 3000 rpm.
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TORQUE
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Nm Ft. Lbs. 90 43 20 PLUS 90 TURN Refer to Procedure 175 130 Refer To Procedure Refer To Procedure 12 25 8 95 61 46 18 Then loosen 45 70 45 34 40 25 25 43 105 72 250 105 130 250 105 250 130 105 250 250 250 250 105 In. Lbs. 100 250 -
DESCRIPTION Camshaft Non - Oiled Sprocket Bolt Bearing Cap Bolts Counterbalance Shaft Retaining Bbolt Timing Chain Cover Bolts Connecting Rod Cap Bolts Bed Plate Bolts Crankshaft Damper Bolt Cylinder Head Bolts M11 Bolts M8 Bolts Cylinder Head Cover Bolts Exhaust Manifold Bolts Exhaust Manifold Heat Shield Nuts Flexplate Bolts Engine Mount Bracket to Block Bolts Rear Mount to Transmission Bolts Generator Mounting Bolts M10 Bolts M8 Bolts Intake Manifold Bolts Oil Pan Bolts Oil Pan Drain Plug Oil Pump Bolts Oil Pump Cover Bolts Oil Pickup Tube Bolt and Nut Oil Dipstick Tube to Engine Block Bolt Oil Fill Tube Bolts Timing Chain Guide Bolts Timing Chain Tensioner Arm Hydraulic Tensioner Bolts Timing Chain Primary Tensioner Bolts Timing Drive Idler Sprocket Bolt Thermostat Housing Bolts Water Pump Bolts
122 11 28 58 27
54 28 12 15 34 28 12 28 15 12 28 28 28 28 34 12 58
Refer to Procedure for Tightening Sequence
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SPECIAL TOOLS 3.7L ENGINE
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Front Crankshaft Seal Installer 8348
Spanner Wrench - 6958
HANDLE C-4171 Adapter Pins 8346
Rear Crankshaft Seal Installer 8349 Front Crankshaft Seal Remover 8511
Rear Crankshaft Seal Remover 8506
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Connecting Rod Guides 8507
Chain Tensioner
Crankshaft Damper Installer 8512 Chain Tensioner Pins 8514
Puller 1026
VALVE SPRING COMPRESSOR 8426
Crankshaft Damper Removal Insert 8513 - A
ENGINE LIFTING FIXTURE 8427
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Idler Shaft Remover 8517
CAMSHAFT HOLDER 8428
Valve Spring Compressor Adapters 8519
HOLDER SECONDARY CAMSHAFT CHAIN 8429
INSTALLER COUNTER BALANCE SHAFT 8641
Remover, Rocker Arm 8516
Valve Spring Tester C-647
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Dial Indicator C-3339 Piston Ring Compressor C-385
Valve Spring Compressor C-3422-B Pressure Tester Kit 7700
BlocChekKit C-3685A Indicator, Cylinder Bore C-119
Oil Pressure Gauge C-3292 ENGINE SUPPORT FIXTURE 8534
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CLEANER-AIR ELEMENT
REMOVAL
Filter Element Only
Housing removal is not necessary for element (filter) replacement. 1. Loosen clamp (1) and disconnect air duct at air cleaner cover (3). 2. Pry over 4 spring clips (5) from housing cover (spring clips retain cover to housing). 3. Release housing cover (3) from locating tabs on housing and remove cover (3). 4. Remove air cleaner element (filter) from housing. 5. Clean inside of housing before replacing element.
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Housing Assembly
1. Loosen clamp and disconnect air duct at air cleaner cover. 2. Lift entire housing assembly (1) from 4 locating pins (2).
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INSTALLATION
1. Install filter element into housing (1). 2. Position housing cover into housing locating tabs. 3. Pry up 4 spring clips and lock cover to housing. 4. Install air duct to air cleaner cover and tighten hose clamp to 3 Nm (30 in. lbs.) torque. 5. If any other hose clamps were removed from air intake system, tighten them to 3.4 Nm (30 in. lbs.) torque. 6. If any bolts were removed from air resonator housing or air intake tubing, tighten them to 4.5 Nm (40 in. lbs.) torque.
CYLINDER HEAD
DESCRIPTION CYLINDER HEAD
The cylinder heads are made of an aluminum alloy. The cylinder head features two valves per cylinder with pressed in powdered metal valve guides. The cylinder heads also provide enclosures for the timing chain drain, necessitating unique left and right cylinder heads.
VALVE GUIDE SEALS

The valve guide seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter spring maintains consistent lubrication control to the valve stems.
DIAGNOSIS AND TESTING CYLINDER HEAD GASKET

A cylinder head gasket leak can be located between adjacent cylinders or between a cylinder and the adjacent water jacket. Possible indications of the cylinder head gasket leaking between adjacent cylinders are: Loss of engine power Engine misfiring Poor fuel economy Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are: Engine overheating Loss of coolant Excessive steam (white smoke) emitting from exhaust Coolant foaming
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CYLINDER-TO-CYLINDER LEAKAGE TEST
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To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in Cylinder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). An engine cylinder head gasket leaking between adjacent cylinders will result in approximately a 50 - 70% reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST

WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING WITH COOLANT PRESSURE CAP REMOVED. VISUAL TEST METHOD With the engine cool, remove the coolant pressure cap. Start the engine and allow it to warm up until thermostat opens. If a large combustion/compression pressure leak exists, bubbles will be visible in the coolant. COOLING SYSTEM TESTER METHOD WARNING: WITH COOLING SYSTEM TESTER IN PLACE, PRESSURE WILL BUILD UP FAST. EXCESSIVE PRESSURE BUILT UP, BY CONTINUOUS ENGINE OPERATION, MUST BE RELEASED TO A SAFE PRESSURE POINT. NEVER PERMIT PRESSURE TO EXCEED 138 kPa (20 psi). Install Cooling System Tester 7700 or equivalent to pressure cap neck. Start the engine and observe the testers pressure gauge. If gauge pulsates with every power stroke of a cylinder a combustion pressure leak is evident. CHEMICAL TEST METHOD Combustion leaks into the cooling system can also be checked by using Bloc-Chek Kit C-3685-A or equivalent. Perform test following the procedures supplied with the tool kit.
DIAGNOSIS AND TESTING - HYDRAULIC LASH ADJUSTER

A tappet-like noise may be produced from several items. Check the following items. 1. Engine oil level too high or too low. This may cause aerated oil to enter the adjusters and cause them to be spongy. 2. Insufficient running time after rebuilding cylinder head. Low speed running up to 1 hour may be required. 3. Turn engine off and let set for a few minutes before restarting. Repeat this several times after engine has reached normal operating temperature. 4. Low oil pressure. 5. The oil restrictor in cylinder head gasket or the oil passage to the cylinder head is plugged with debris. 6. Air ingested into oil due to broken or cracked oil pump pick up. 7. Worn valve guides. 8. Rocker arm ears contacting valve spring retainer. 9. Rocker arm loose, adjuster stuck or at maximum extension and still leaves lash in the system. 10. Oil leak or excessive cam bore wear in cylinder head. 11. Faulty lash adjuster. a. Check lash adjusters for sponginess while installed in cylinder head and cam on camshaft at base circle. Depress part of rocker arm over adjuster. Normal adjusters should feel firm when pressed quickly. When pressed very slowly, lash adjusters should collapse. b. Remove suspected lash adjusters, and replace. c. Before installation, make sure adjusters are full of oil. This can be verified by little plunger travel when lash adjuster is depressed quickly.
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REMOVAL CYLINDER HEAD - LEFT

1. 2. 3. 4. 5. 6. 7. Disconnect the negative cable from the battery. Raise the vehicle on a hoist. Disconnect the exhaust pipe at the left side exhaust manifold. Drain the engine coolant (Refer to 7 - COOLING - STANDARD PROCEDURE). Lower the vehicle. Remove the intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL). Remove the master cylinder and booster assembly (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/POWER BRAKE BOOSTER - REMOVAL). 8. Remove the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) REMOVAL). 9. Remove the fan shroud and fan blade assembly (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL). 10. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL). 11. Remove the power steering pump and set aside. 12. Rotate the crankshaft until the damper timing mark is aligned with TDC indicator mark (2).
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13. Verify the V6 mark (1) on the camshaft sprocket is at the 12 oclock position, with the No. 1 cylinder at TDC on the exhaust stroke.. Rotate the crankshaft one turn if necessary. 14. Remove the crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL). 15. Remove the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL)
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16. Lock the secondary timing chains (2) to the idler sprocket using Special Tool 8429 Timing Chain Holding Fixture (1). NOTE: Mark the secondary timing chain prior to removal to aid in installation. 17. Mark the secondary timing chain (2), one link on each side of the V6 mark on the camshaft drive gear. 18. Remove the left side secondary chain tensioner (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL).
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19. Remove the cylinder head access plug (1) and ( 2). 20. Remove the left side secondary chain guide (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL).
21. Remove the retaining bolt and the camshaft drive gear. CAUTION: Do not allow the engine to rotate. Severe damage to the valve train can occur. CAUTION: Do not overlook the four smaller bolts at the front of the cylinder head. Do not attempt to remove the cylinder head without removing these four bolts. NOTE: The cylinder head is attached to the cylinder block with twelve bolts. 22. Remove the cylinder head retaining bolts. 23. Remove the cylinder head and gasket. Discard the gasket. CAUTION: Do not lay the cylinder head on its gasket sealing surface, due to the design of the cylinder head gasket any distortion to the cylinder head sealing surface may prevent the gasket from properly sealing resulting in leaks.
REMOVAL
1. Disconnect battery negative cable. 2. Raise the vehicle on a hoist. 3. Disconnect the exhaust pipe at the right side exhaust manifold. 4. Drain the engine coolant (Refer to 7 - COOLING STANDARD PROCEDURE). 5. Lower the vehicle. 6. Remove the intake manifold (Refer to 9 - ENGINE/ MANIFOLDS/INTAKE MANIFOLD - REMOVAL). 7. Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER HEAD - REMOVAL). 8. Remove the fan shroud (Refer to 7 - COOLING/ ENGINE/RADIATOR FAN - REMOVAL). 9. Remove oil fill housing from cylinder head. 10. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL).
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11. Rotate the crankshaft until the damper timing mark is aligned with TDC indicator mark (2).
12. Verify the V6 mark on the camshaft sprocket is at the 12 oclock position. Rotate the crankshaft one turn if necessary. 13. Remove the crankshaft damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - REMOVAL). 14. Remove the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) REMOVAL).
15. Lock the secondary timing chains to the idler sprocket using Special Tool 8429 Timing Chain Holding Fixture (1). NOTE: Mark the secondary timing chain prior to removal to aid in installation. 16. Mark the secondary timing chain, one link on each side of the V6 mark on the camshaft drive gear. 17. Remove the right side secondary chain tensioner (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL).
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18. Remove the cylinder head access plug (1,2). 19. Remove the right side secondary chain guide (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL). CAUTION: The nut on the right side camshaft sprocket should not be removed for any reason, as the sprocket and camshaft sensor target wheel is serviced as an assembly. If the nut was removed, torque nut to 5 Nm (44 in. lbs.). 20. Remove the retaining bolt and the camshaft drive gear. CAUTION: Do not allow the engine to rotate. severe damage to the valve train can occur. CAUTION: Do not overlook the four smaller bolts at the front of the cylinder head. Do not attempt to remove the cylinder head without removing these four bolts. CAUTION: Do not hold or pry on the camshaft target wheel for any reason. A damaged target wheel can result in a vehicle no start condition.
NOTE: The cylinder head is attached to the cylinder block with twelve bolts. 21. Remove the cylinder head retaining bolts. 22. Remove the cylinder head and gasket. Discard the gasket. CAUTION: Do not lay the cylinder head on its gasket sealing surface, do to the design of the cylinder head gasket any distortion to the cylinder head sealing surface may prevent the gasket from properly sealing resulting in leaks.
INSPECTION
1. Inspect the cylinder head for out-of-flatness, using a straightedge and a feeler gauge. If tolerances exceed 0.0508 mm (0.002 in.) replace the cylinder head. 2. Inspect the valve seats for damage. Service the valve seats as necessary. 3. Inspect the valve guides for wear, cracks or looseness. If either condition exist, replace the cylinder head.
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INSTALLATION CYLINDER HEAD - LEFT
NOTE: The cylinder head bolts are tightened using a torque plus angle procedure. The bolts must be examined BEFORE reuse. If the threads are necked down the bolts should be replaced. Necking can be checked by holding a straight edge against the threads (2). If all the threads do not contact the scale, the bolt should be replaced.
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CAUTION: When cleaning cylinder head and cylinder block surfaces, DO NOT use a metal scraper because the surfaces could be cut or ground. Use only a wooden or plastic scraper (1). 1. Clean the cylinder head and cylinder block mating surfaces.
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2. Position the new cylinder head gasket on the locating dowels. CAUTION: When installing cylinder head, use care not damage the tensioner arm or the guide arm. 3. Position the cylinder head onto the cylinder block. Make sure the cylinder head seats fully over the locating dowels. NOTE: The four smaller cylinder head mounting bolts require sealant to be added to them before installing. Failure to do so may cause leaks. The locations are identified wit *. 4. Lubricate the cylinder head bolt threads with clean engine oil and install the eight M11 bolts. 5. Coat the four M8 cylinder head bolts with Mopar Lock and Seal Adhesive then install the bolts. NOTE: The cylinder head bolts are tightened using an angle torque procedure, however, the bolts are not a torque-to-yield design. 6. Tighten the bolts in sequence using the following steps and torque values: Step 1: Tighten bolts 1-8, 27 Nm (20 ft. lbs.). Step 2: Verify that bolts 1-8, all reached 27 Nm (20 ft. lbs.), by repeating step 1 without loosening the bolts. Tighten bolts 9 thru 12 to 14 Nm (10 ft. lbs.). Step 3: Tighten bolts 1-8, 90 degrees. Step 4: Tighten bolts 1-8, 90 degrees, again. Tighten bolts 9-12, 26 Nm (19 ft. lbs.) 7. Position the secondary chain onto the camshaft drive gear, making sure one marked chain link is on either side of the V6 mark on the gear then using Special Tool 8428 Camshaft Wrench, position the gear onto the camshaft. CAUTION: Remove excess oil from camshaft sprocket retaining bolt before reinstalling bolt. Failure to do so may cause over-torqueing of bolt resulting in bolt failure. 8. Install the camshaft drive gear retaining bolt. 9. Install the left side secondary chain guide (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - INSTALLATION). 10. Install the cylinder head access plug. 11. Re-set and install the left side secondary chain tensioner (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/ CHAIN AND SPROCKETS - INSTALLATION) 12. Remove Special Tool 8429. 13. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) INSTALLATION) 14. Install the crankshaft damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION). Tighten damper bolt 175 Nm (130 Ft. Lbs.). 15. Install the power steering pump. 16. Install the fan blade assembly and fan shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION). 17. Install the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION). 18. Install the master cylinder and booster assembly (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/POWER BRAKE BOOSTER - INSTALLATION).
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19. Install the intake manifold (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION). 20. Refill the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE). 21. Raise the vehicle. 22. Install the exhaust pipe onto the left exhaust manifold (Refer to 11 - EXHAUST SYSTEM/EXHAUST PIPE INSTALLATION). 23. Lower the vehicle. 24. Connect the negative cable to the battery. 25. Start the engine and check for leaks.
INSTALLATION
NOTE: The cylinder head bolts are tightened using a torque plus angle procedure. The bolts must be examined BEFORE reuse. If the threads are necked down (1) the bolts should be replaced. Necking can be checked by holding a straight edge against the threads. If all the threads do not contact the scale, the bolt should be replaced.
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2. Position the new cylinder head gasket on the locating dowels. CAUTION: When installing cylinder head, use care not damage the tensioner arm or the guide arm. 3. Position the cylinder head onto the cylinder block. Make sure the cylinder head seats fully over the locating dowels. NOTE: The four M8 cylinder head mounting bolts (1) require sealant to be added to them before installing. Failure to do so may cause leaks. 4. Lubricate the cylinder head bolt threads with clean engine oil and install the eight M10 bolts. 5. Coat the four M8 cylinder head bolts with Mopar Lock and Seal Adhesive then install the bolts. NOTE: The cylinder head bolts are tightened using an angle torque procedure, however, the bolts are not a torque-to-yield design. 6. Tighten the bolts in sequence using the following steps and torque values: Step 1: Tighten bolts 1-8, 27 Nm (20 ft. lbs.). Step 2: Verify that bolts 1-8, all reached 27 Nm (20 ft. lbs.), by repeating step 1 without loosening the bolts. Tighten bolts 9 thru 12 to 14 Nm (10 ft. lbs.). Step 3: Tighten bolts 1-8, 90 . Step 4: Tighten bolts 1-8, 90 again. Tighten bolts 9-12, 26 Nm (19 ft. lbs.) ,
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CAUTION: The nut on the right side camshaft sprocket should not be removed for any reason, as the sprocket and camshaft sensor target wheel is serviced as an assembly. If the nut was removed, torque nut to 5 NM ( 60 in. lbs.). 7. Position the secondary chain (2) onto the camshaft drive gear, making sure one marked chain link is on either side of the V6 mark (1) on the gear then using Special Tool 8428 Camshaft Wrench, position the gear onto the camshaft. CAUTION: Remove excess oil from camshaft sprocket retaining bolt before reinstalling bolt. Failure to do so may cause over-torquing of bolt resulting in bolt failure. 8. Install the camshaft drive gear retaining bolt. 9. Install the right side secondary chain guide (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - INSTALLATION).
10. Install the cylinder head access plug (1,2). 11. Re-set and install the right side secondary chain tensioner (Refer to 9 - ENGINE/VALVE TIMING/ TIMING BELT/CHAIN AND SPROCKETS INSTALLATION).
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12. Remove Special Tool 8429 (1). 13. Install the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL). 14. Install the crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION). Tighten damper bolt 175 Nm (130 Ft. Lbs.). 15. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION). 16. Install the fan shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION). 17. Install the cylinder head cover (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION). 18. Install the intake manifold (Refer to 9 - ENGINE/ MANIFOLDS/INTAKE MANIFOLD - INSTALLATION). 19. 20. 21. 22. 23. 24. 25. Install oil fill housing onto cylinder head. Refill the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE). Raise the vehicle. Install the exhaust pipe onto the right exhaust manifold. Lower the vehicle. Reconnect battery negative cable. Start the engine and check for leaks.
CAMSHAFT(S)
DESCRIPTION
The camshafts consist of powdered metal steel lobes which are sinter-bonded to a steel tube. Four bearing journals are machined into the camshaft. Camshaft end play is controlled by two thrust walls that border the nose piece journal.
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REMOVAL REMOVAL - LEFT
CAUTION: When the timing chain is removed and the cylinder heads are still installed, DO NOT forcefully rotate the camshafts or crankshaft independently of each other. Severe valve and/or piston damage can occur. CAUTION: When removing the cam sprocket, timing chains or camshaft, Failure to use Special Tool 8379 will result in hydraulic tensioner ratchet over extension, requiring timing chain cover removal to reset the tensioner ratchet. 1. Remove cylinder head cover (Refer to 9 - ENGINE/ CYLINDER HEAD/CYLINDER HEAD COVER(S) REMOVAL). 2. Set engine to TDC cylinder No. 1, camshaft sprocket V6 marks (1) at the 12 oclock position.
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3. Mark one link on the secondary timing chain on both sides of the V6 mark on the camshaft sprocket to aid in installation. CAUTION: Do not hold or pry on the camshaft target wheel (Located on the right side camshaft sprocket) for any reason, Severe damage will occur to the target wheel resulting in a vehicle no start condition. 4. Loosen but DO NOT remove the camshaft sprocket retaining bolt. Leave the bolt snug against the sprocket. NOTE: The timing chain tensioners must be secured prior to removing the camshaft sprockets. Failure to secure tensioners will allow the tensioners to extend, requiring timing chain cover removal in order to reset tensioners. CAUTION: Do not force wedge past the narrowest point between the chain strands. Damage to the tensioners may occur.
5. Position Special Tool 8379 timing chain wedge (1) between the timing chain strands, tap the tool to securely wedge the timing chain against the ten-
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sioner arm and guide. 6. Hold the camshaft with Special Tool 8428 Camshaft Wrench (2), while removing the camshaft sprocket bolt and sprocket. 7. Using Special Tool 8428 Camshaft Wrench (2), gently allow the camshaft to rotate 5 clockwise until the camshaft is in the neutral position (no valve load). 8. Starting at the outside working inward, loosen the camshaft bearing cap retaining bolts 1/2 turn at a time. Repeat until all load is off the bearing caps. CAUTION: DO NOT STAMP OR STRIKE THE CAMSHAFT BEARING CAPS. SEVERE DAMAGE WILL OCCUR TO THE BEARING CAPS. NOTE: When the camshaft is removed the rocker arms may slide downward, mark the rocker arms before removing camshaft. 9. Remove the camshaft bearing caps and the camshaft.
REMOVAL - RIGHT
CAUTION: When the timing chain is removed and the cylinder heads are still installed, DO NOT forcefully rotate the camshafts or crankshaft independently of each other. Severe valve and/or piston damage can occur. CAUTION: When removing the cam sprocket, timing chains or camshaft, Failure to use special tool 8379 will result in hydraulic tensioner ratchet over extension, Requiring timing chain cover removal to re-set the tensioner ratchet. 1. Remove the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) REMOVAL).
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2. Set engine to TDC cylinder No. 1, camshaft sprocket V6 marks at the 12 oclock position (1). 3. Mark one link on the secondary timing chain on both sides of the V6 mark on the camshaft sprocket to aid in installation.
CAUTION: Do not hold or pry on the camshaft target wheel for any reason, Severe damage will occur to the target wheel. A damaged target wheel could cause a vehicle no start condition. 4. Loosen but DO NOT remove the camshaft sprocket retaining bolt. Leave bolt snug against sprocket.
NOTE: The timing chain tensioners must be secured prior to removing the camshaft sprockets. Failure to secure tensioners will allow the tensioners to extend, requiring timing chain cover removal in order to reset tensioners. CAUTION: Do not force wedge past the narrowest point between the chain strands. Damage to the tensioners may occur. 5. Position Special Tool 8379 timing chain wedge (1) between the timing chain strands. Tap the tool to securely wedge the timing chain against the tensioner arm and guide.
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6. Remove the camshaft position sensor. 7. Hold the camshaft with Special Tool 8428 Camshaft Wrench (2), while removing the camshaft sprocket bolt and sprocket.
8. Starting at the outside working inward, loosen the camshaft bearing cap retaining bolts 1/2 turn at a time. Repeat until all load is off the bearing caps. CAUTION: DO NOT STAMP OR STRIKE THE CAMSHAFT BEARING CAPS. SEVERE DAMAGE WILL OCCUR TO THE BEARING CAPS. NOTE: When the camshaft is removed the rocker arms may slide downward, mark the rocker arms before removing camshaft. 9. Remove the camshaft bearing caps and the camshaft.
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INSTALLATION INSTALLATION - LEFT
1. Lubricate camshaft journals with clean engine oil. NOTE: Position the left side camshaft so that the camshaft sprocket dowel is near the 1 oclock position, This will place the camshaft at the neutral position easing the installation of the camshaft bearing caps. 2. Position the camshaft into the cylinder head. 3. Install the camshaft bearing caps, hand tighten the retaining bolts. NOTE: Caps should be installed so that the stamped numbers on the caps are in numerical order, ( 1 thru 4 ) from the front to the rear of the engine. All caps should be installed so that the stamped arrows on the caps point toward the front of the engine.
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4. Working in 1/2 turn increments, tighten the bearing cap retaining bolts starting with the middle cap working outward. 5. Torque the camshaft bearing cap retaining bolts to 11 Nm (100 in. lbs.). 6. Position the camshaft drive gear into the timing chain aligning the V6 mark between the two marked chain links (Two links marked during removal). 7. Using Tool 8428 Camshaft Wrench, rotate the camshaft until the camshaft sprocket dowel is aligned with the slot in the camshaft sprocket. Install the sprocket onto the camshaft. CAUTION: Remove excess oil from camshaft sprocket bolt. Failure to do so can cause bolt over-torque resulting in bolt failure. 8. Remove excess oil from bolt, then install the camshaft sprocket retaining bolt and hand tighten. 9. Remove Special Tool 8379 timing chain wedge. 10. Using Special Tool 6958 spanner wrench with adapter pins 8346, torque the camshaft sprocket retaining bolt to 122 Nm (90 ft. lbs.). 11. Install the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).
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INSTALLATION - RIGHT
1. Lubricate camshaft journals with clean engine oil. NOTE: Position the right side camshaft so that the camshaft sprocket dowel is near the 10 oclock position, This will place the camshaft at the neutral position easing the installation of the camshaft bearing caps. 2. Position the camshaft into the cylinder head. 3. Install the camshaft bearing caps, hand tighten the retaining bolts. NOTE: Caps should be installed so that the stamped numbers on the caps are in numerical order, ( 1 thru 4 ) from the front to the rear of the engine. All caps should be installed so that the stamped arrows on the caps point toward the front of the engine. 4. Working in 1/2 turn increments, tighten the bearing cap retaining bolts starting with the middle cap working outward. 5. Torque the camshaft bearing cap retaining bolts to 11 Nm (100 in. lbs.).
6. Position the camshaft drive gear into the timing chain aligning the V6 mark between the two marked chain links (Two links marked during removal).
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7. Using Special Tool 8428 Camshaft Wrench (2), rotate the camshaft until the camshaft sprocket dowel is aligned with the slot in the camshaft sprocket. Install the sprocket onto the camshaft. CAUTION: Remove excess oil from camshaft sprocket bolt. Failure to do so can cause bolt over-torque resulting in bolt failure. 8. Remove excess oil from camshaft sprocket bolt, then install the camshaft sprocket retaining bolt and hand tighten.
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9. Remove timing chain wedge special tool 8379 (1). 10. Using Special Tool 6958 spanner wrench with adapter pins 8346, torque the camshaft sprocket retaining bolt to 122 Nm (90 ft. lbs.). 11. Install the camshaft position sensor. 12. Install the cylinder head cover (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION).
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COVER(S)-CYLINDER HEAD
DESCRIPTION
The cylinder head covers (1,2) are made of glass reenforced thermoset plastic, and are not interchangable from side-to-side.
REMOVAL
1. Disconnect negative cable from battery. 2. Remove the resonator assemble and air inlet hose. 3. Disconnect injector connectors and un-clip the injector harness. 4. Route injector harness in front of cylinder head cover (2). 5. Disconnect the left side breather tube and remove the breather tube. 6. Remove the cylinder head cover mounting bolts (1). 7. Remove cylinder head cover and gasket.
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INSTALLATION
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NOTE: The gasket may be used again, providing no cuts, tears, or deformation has occurred.
CAUTION: Do not use harsh cleaners to clean the cylinder head covers. Severe damage to covers may occur. NOTE: The gasket may be used again, provided no cuts, tears, or deformation has occurred. 1. Clean cylinder head cover and both sealing surfaces. Inspect and replace gasket as necessary. 2. Tighten cylinder head cover bolts and double ended studs to 12 Nm (105 in. lbs.). 3. Install left side breather and connect breather tube. 4. Connect injector electrical connectors and injector harness retaining clips. 5. Install the resonator and air inlet hose. 6. Connect negative cable to battery.
VALVES & SEATS - INTAKE/EXHAUST

DESCRIPTION
The valves are made of heat resistant steel and have chrome plated stems to prevent scuffing. Each valve is actuated by a roller rocker arm which pivots on a stationary lash adjuster. All valves use three bead lock keepers to retain the springs and promote valve rotation.
STANDARD PROCEDURE REFACING

NOTE: Valve seats that are worn or burned can be reworked, provided that correct angle and seat width are maintained. Otherwise the cylinder head must be replaced. NOTE: When refacing valves and valve seats, it is important that the correct size valve guide pilot be used for reseating stones. A true and complete surface must be obtained. 1. Using a suitable dial indicator measure the center of the valve seat Total run out must not exceed 0.051 mm (0.002 in). 2. Apply a small amount of Prussian blue to the valve seat, insert the valve (4) or (5) into the cylinder head, while applying light pressure on the valve rotate the valve. Remove the valve and examine the valve face. If the blue is transferred below the top edge of the valve face, lower the valve seat using a 15 degree stone. If the blue is transferred to the bottom edge of the valve face, raise the valve seat using a 65 degree stone. 3. When the seat is properly positioned the width of the intake seat must be 1.75 - 2.36 mm (0.0689 - 0.0928 in.) and the exhaust seat must be 1.71 - 2.32 mm (0.0673 - 0.0911 in.). 4. Check the valve spring installed height after refacing the valve (4) and (5) and seat. The installed height for both intake and exhaust valve springs must not exceed 40.74 mm (1.6039 in.).
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5. The valve seat and valve face must maintain a face angle of 44.5 - 45 angle.
REMOVAL
NOTE: The cylinder heads must be removed in order to perform this procedure. 1. Remove rocker arms and lash adjusters (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY - REMOVAL). 2. Remove the camshaft bearing caps and the camshaft. NOTE: All six valve springs and valves are removed in the same manner; this procedure only covers one valve and valve spring. 3. Using Tool C-3422B or C-3422C Valve Spring Compressor and Tool 8519 Adapter (2), compress the valve spring. NOTE: It may be necessary to tap the top of the valve spring to loosen the spring retainers locks enough to be removed. 4. Remove the two spring retainer lock halves. NOTE: the valve spring is under tension use care when releasing the valve spring compressor. 5. Remove the valve spring compressor (2). 6. Remove the spring retainer, and the spring. NOTE: Check for sharp edges on the keeper grooves. Remove any burrs from the valve stem before removing the valve from the cylinder head. 7. Remove the valve from the cylinder head. NOTE: The valve stem seals are common between intake and exhaust. 8. Remove the valve stem seal. Mark the valve for proper installation.
TESTING VALVE SPRINGS

NOTE: Whenever the valves are removed from the cylinder head it is recommended that the valve springs be inspected and tested for reuse. Inspect the valve springs for physical signs of wear or damage. Turn table of Tool C-647 (1) until surface is in line with the 40.12 mm (1.579 in.) mark on the threaded stud and the zero mark on the front. Place spring over the stud on the table and lift compressing lever to set tone device. Pull on torque wrench until a Ping is heard. Take reading on torque wrench at this instant. Multiply this reading by two. This will give the spring load at test length. Fractional measurements are indicated on the table for finer adjustments. Refer
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to Specifications Section to obtain specified height and allowable tensions. Replace any springs that do not meet specifications.
INSTALLATION
1. Coat the valve stem with clean engine oil and insert it into the cylinder head. 2. Install the valve stem seal (3). Make sure the seal is fully seated and that the garter spring at the top of the seal is intact. 3. Install the spring and the spring retainer (2). 4. Using the valve spring compressor, compress the spring (6) and install the two valve spring retainer halves (1). 5. Release the valve spring compressor and make sure the two spring retainer halves (1) and the spring retainer (2) are fully seated. 6. Lubricate the camshaft journal with clean engine oil then position the camshaft, with the sprocket dowel on the left camshaft at 11 oclock and the right camshaft at 12 oclock, then position the camshaft bearing caps.
7. Install the camshaft bearing cap retaining bolts. Tighten the bolts 9-13 Nm (100 in. lbs.) in 1/2 turn increments in the sequence shown. 8. Position the hydraulic lash adjusters and rocker arms (Refer to 9 - ENGINE/CYLINDER HEAD/ ROCKER ARM / ADJUSTER ASSY - INSTALLATION).
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ROCKER ARM - VALVE

DESCRIPTION
The rocker arms are steel stampings with an integral roller bearing. The rocker arms incorporate a 0.5 mm oil hole in the lash adjuster socket for roller and camshaft lubrication.
REMOVAL
NOTE: Disconnect the battery negative cable to prevent accidental starter engagement. 1. Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL). 2. For rocker arm removal on cylinder No. 4, Rotate the crankshaft until cylinder No. 1 is at BDC intake stroke. 3. For rocker arm removal on cylinder No. 1, Rotate the crankshaft until cylinder No. 1 is at BDC combustion stroke. 4. For rocker arm removal on cylinders No. 3 and No. 5, Rotate the crankshaft until cylinder No. 1 is at TDC exhaust stroke. 5. For rocker arm removal on cylinders No. 2 and No. 6, Rotate the crankshaft until cylinder No. 1 is at TDC ignition stroke. 6. Using special Tool 8516 Rocker Arm Remover (2), press downward on the valve spring, remove rocker arm.
INSTALLATION
1. Using Tool 8516 (2) press downward on the valve spring, install rocker arm.
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CAUTION: Make sure the rocker arms are installed with the concave pocket over the lash adjusters. Failure to do so may cause severe damage to the rocker arms and/or lash adjusters. NOTE: Coat the rocker arms with clean engine oil prior to installation. 2. For rocker arm installation on cylinders Rotate the crankshaft until cylinder No. 1 is intake stroke. 3. For rocker arm installation on cylinder Rotate the crankshaft until cylinder No. 1 is combustion stroke. No. 4, at BDC No. 1, at BDC and 1 is and 1 is
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4. For rocker arm installation on cylinders No. 3 No. 5, Rotate the crankshaft until cylinder No. at TDC exhaust stroke. 5. For rocker arm installation on cylinders No. 2 No. 6, Rotate the crankshaft until cylinder No. at TDC ignition stroke.
6. Install the cylinder head cover (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION).
SEALS-VALVE GUIDE
DESCRIPTION
SPRINGS-VALVE
DESCRIPTION
The valve springs are made from high strength chrome silicon steel. The springs are NOT common for intake and exhaust applications. The valve spring seat is integral with the valve stem seal, which is a positive type seal to control lubrication.
REMOVAL
1. Remove the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) REMOVAL). 2. Using Special Tool 8516 Valve Spring Compressor, remove the rocker arms and the hydraulic lash adjusters. 3. Remove the spark plug for the cylinder the valve spring and seal are to be removed from. 4. Apply shop air to the cylinder to hold the valves in place when the spring is removed. NOTE: All six valve springs and seals are removed in the same manner; this procedure only covers one valve seal and valve spring. 5. Using Special Tool 8387 Valve Spring Compressor, compress the valve spring. NOTE: It may be necessary to tap the top of the valve spring to loosen the spring retainers locks enough to be removed. 6. Remove the two spring retainer lock halves.
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NOTE: the valve spring is under tension use care when releasing the valve spring compressor. 7. Remove the valve spring compressor. NOTE: The valve springs are NOT common between intake and exhaust. 8. Remove the spring retainer, and the spring. 9. Remove the valve stem seal. NOTE: The valve stem seals are common between intake and exhaust.
INSTALLATION
NOTE: All six valve springs and seals are removed in the same manner; this procedure only covers one valve seal and valve spring. 1. Apply shop air to the cylinder to hold the valves in place while the spring is installed. NOTE: The valve stem seals are common between intake and exhaust. 2. Install the valve stem seal. NOTE: The valve springs are NOT common between intake and exhaust. 3. Install the spring retainer, and the spring. 4. Using Special Tool 8387 Valve Spring Compressor, compress the valve spring. 5. Install the two spring retainer lock halves. NOTE: the valve spring is under tension use care when releasing the valve spring compressor. 6. Remove the valve spring compressor. 7. Disconnect the shop air to the cylinder. 8. Install the spark plug for the cylinder the valve spring and seal was installed on. 9. Using Special Tool 8516 Valve Spring Compressor, install the rocker arms and the hydraulic lash adjusters. 10. Install the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).
ENGINE BLOCK
DESCRIPTION
The cylinder block is made of cast iron. The block is a closed deck design with the left bank forward. To provide high rigidity and improved NVH an enhanced compacted graphite bedplate is bolted to the block. The block design allows coolant flow between the cylinders bores, and an internal coolant bypass to a single poppet inlet thermostat is included in the cast aluminum front cover.
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Before honing, stuff plenty of clean shop towels under the bores and over the crankshaft to keep abrasive materials from entering the crankshaft area. 1. Used carefully, the Cylinder Bore Sizing Hone C-823, equipped with 220 grit stones, is the best tool for this job. In addition to deglazing, it will reduce taper and out-of-round, as well as removing light scuffing, scoring and scratches. Usually, a few strokes will clean up a bore and maintain the required limits. CAUTION: DO NOT use rigid type hones to remove cylinder wall glaze. 2. Deglazing of the cylinder walls may be done if the cylinder bore is straight and round. Use a cylinder surfacing hone, Honing Tool C-3501, equipped with 280 grit stones (C-3501-3810). about 20-60 strokes, depending on the bore condition, will be sufficient to provide a satisfactory surface. Using honing oil C-3501-3880, or a light honing oil, available from major oil distributors.
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STANDARD PROCEDURE - CYLINDER BORE HONING
CAUTION: DO NOT use engine or transmission oil, mineral spirits, or kerosene. 3. Honing should be done by moving the hone up and down fast enough to get a crosshatch pattern. The hone marks should INTERSECT at 50 to 60 for proper seating of rings. 4. A controlled hone motor speed between 200 and 300 RPM is necessary to obtain the proper crosshatch angle (1). The number of up and down strokes per minute can be regulated to get the desired 50 to 60 angle (2). Faster up and down strokes increase the crosshatch angle. 5. After honing, it is necessary that the block be cleaned to remove all traces of abrasive. Use a brush to wash parts with a solution of hot water and detergent. Dry parts thoroughly. Use a clean, white, lint-free cloth to check that the bore is clean. Oil the bores after cleaning to prevent rusting.
CLEANING
Thoroughly clean the oil pan and engine block gasket surfaces. Use compressed air to clean out: The galley at the oil filter adaptor hole. The front and rear oil galley holes. The feed holes for the crankshaft main bearings.
Once the block has been completely cleaned, apply Loctite PST pipe sealant with Teflon 592 to the threads of the front and rear oil galley plugs. Tighten the 1/4 inch NPT plugs to 20 Nm (177 in. lbs.) torque. Tighten the 3/8 inch NPT plugs to 27 Nm (240 in. lbs.) torque.
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INSPECTION
1. It is mandatory to use a dial bore gauge (2) to measure each cylinder bore diameter. To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm (.0001 in.) INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer. 2. Measure the inside diameter of the cylinder bore at three levels below top of bore. Start perpendicular (across or at 90 degrees) to the axis of the crankshaft and then take two additional reading. 3. Measure the cylinder bore diameter crosswise to the cylinder block near the top of the bore. Repeat the measurement near the middle of the bore, then repeat the measurement near the bottom of the bore. 4. Determine taper by subtracting the smaller diameter from the larger diameter. 5. Rotate measuring device 90 and repeat steps above. 6. Determine out-of-roundness by comparing the difference between each measurement. 7. If cylinder bore taper does not exceed 0.025 mm (0.001 inch) and out-of-roundness does not exceed 0.025 mm (0.001 inch), the cylinder bore can be honed. If the cylinder bore taper or out- of-round condition exceeds these maximum limits, the cylinder block must be replaced. A slight amount of taper always exists in the cylinder bore after the engine has been in use for a period of time.
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CRANKSHAFT
DESCRIPTION
The crankshaft (1) is constructed of nodular cast iron. The crankshaft is a three throw split pin design with six counterweights for balancing purposes. The crankshaft is supported by four select fit main bearings with the No. 2 serving as the thrust washer location. The main journals of the crankshaft are cross drilled to improve rod bearing lubrication. The No. 6 counterweight has provisions for crankshaft position sensor target wheel mounting. The select fit main bearing markings are located on the rear side of the target wheel (2). The crankshaft oil seals are one piece design. The front oil seal is retained in the timing chain cover, and the rear seal is pressed in to a bore formed by the cylinder block and the bedplate assembly.
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REMOVAL
NOTE: To remove the crankshaft from the engine, the engine must be removed from the vehicle. 1. Remove the engine (Refer to 9 - ENGINE - REMOVAL). 2. Remove the engine oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL). CAUTION: DO NOT pry on the oil pan gasket when removing the oil pan, The oil pan gasket is mounted to the cylinder block in three locations and will remain attached to block when removing oil pan. Gasket can not be removed with oil pan. 3. Remove the bedplate mounting bolts. Note the location of the two stud bolts for installation. 4. Remove the connecting rods from the crankshaft. CAUTION: The bedplate to cylinder block mating surface is a critical sealing surface. Do not pry on or damage this surface in anyway. NOTE: The bedplate contains the lower main bearing halves. Use care when handling bedplate as not to drop or damage bearing halves. Installing main bearing halves in the wrong position will cause severe damage to the crankshaft. NOTE: The bedplate has pry points (1) cast into it. Use these points only. 5. Carefully pry on the pry points (1) to loosen the bedplate then remove the bedplate. CAUTION: When removing the crankshaft, use care not to damage bearing surfaces on the crankshaft. 6. Remove the crankshaft.
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7. Remove the crankshaft tone wheel.
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INSPECTION
NOTE: Thoroughly inspect the connecting rod bearing bores and main bearing bores for scoring, blueing or severe scratches. Further disassembly may be required. If connecting rod bearing bores show damage, the cylinder heads must be removed to service the piston and rod assemblies. If the bedplate or the cylinder block main bearing bores show damage the engine must be replaced. 1. If required, remove the main bearing halves from the cylinder block and bedplate. 2. Thoroughly clean the bedplate to cylinder block sealing surfaces and main bearing bores. Remove all oil and sealant residue. 3. Inspect the bedplate main bearing bores for cracks, scoring or severe blueing. If either condition exists the engine must be replaced. 4. Inspect the crankshaft thrust washers for scoring, scratches, wear or blueing. If either condition exist replace the thrust washers. 5. Inspect the oil pan gasket/windage tray for splits, tears or cracks in the gasket sealing surfaces. Replace gasket as necessary.
INSTALLATION
CAUTION: Main bearings are select fit. Refer to Crankshaft Main Bearings in this section for proper bearing selections. CAUTION: When installing crankshaft, use care not to damage bearing surfaces on the crankshaft. NOTE: Apply sealant to the tone wheel retaining screws prior to installation. 1. Lubricate upper main bearing halves with clean engine oil. 2. Install the crankshaft tone wheel. Torque the mounting screws to 15 Nm (11 ft. lbs.). 3. Position crankshaft in cylinder block. 4. Install the thrust washers (1).
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CAUTION: The bedplate to cylinder block mating surface must be coated with Mopar Engine RTV sealant prior to installation. Failure to do so will cause severe oil leaks. NOTE: Make sure that the bedplate and cylinder block sealing surfaces are clean and free of oil or other contaminants. Contaminants on the sealing surfaces may cause main bearing distortion and/or oil leaks. 5. Apply a 2.5mm (0.100 inch) bead of Mopar Engine RTV sealant to the cylinder block-to-bedplate mating surface (1) and (2). 6. Coat the crankshaft main bearing journals with clean engine oil and position the bedplate onto the cylinder block. NOTE: Lubricate the bedplate retaining bolts with clean engine oil prior to installation.
7. Install the bedplate retaining bolts, making sure to place the stud bolts in the correct location, Torque the bolts in the sequence shown. Hand tighten bolts 1D,1G and 1F until the bedplate contacts the block. Tighten bolts 1A - 1J to 54 Nm (40 ft. lbs.) Tighten bolts 1 - 8 to 7 Nm (5 ft. lbs.) Turn bolts 1 - 8 an additional 90 .
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Tighten bolts A - E 27 Nm ( 20 ft. lbs.). 8. Measure crankshaft end play.
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9. Install the connecting rods and measure side clearance (Refer to 9 - ENGINE/ENGINE BLOCK/PISTON & CONNECTING ROD - STANDARD PROCEDURE). 10. Install oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION). 11. Install the engine (Refer to 9 - ENGINE - INSTALLATION).
BEARINGS-CRANKSHAFT MAIN
STANDARD PROCEDURE MAIN BEARING FITTING
SELECT FIT IDENTIFICATION
The main bearings are select fit to achieve proper oil clearances. For main bearing selection, the crankshaft position sensor target wheel (2) has grade identification marks (3) stamped into it. These marks are read from left to right, corresponding with journal number 1, 2, 3, 4. The crankshaft position sensor target wheel (2) is mounted to the number 6 counter weight (1) on the crankshaft.
INSPECTION
Wipe the inserts clean and inspect for abnormal wear patterns and for metal or other foreign material imbedded in the lining. Normal main bearing insert wear patterns are illustrated. Inspect the back of the inserts for fractures, scrapings or irregular wear patterns. Inspect the upper insert locking tabs for damage. Replace all damaged or worn bearing inserts.
MAIN BEARING JOURNAL DIAMETER (CRANKSHAFT REMOVED)

Remove the crankshaft from the cylinder block (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT - REMOVAL). Clean the oil off the main bearing journal. Determine the maximum diameter of the journal with a micrometer. Measure at two locations 90 apart at each end of the journal. The maximum allowable taper is 0.008mm (0.0004 inch.) and maximum out of round is 0.005mm (0.002 inch). Compare the measured diameter with the journal diameter specification (Main Bearing Fitting Chart). Select inserts required to obtain the specified bearing-to-journal clearance.
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Install the crankshaft into the cylinder block (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT - INSTALLATION). Check crankshaft end play.
CRANKSHAFT MAIN BEARING SELECTION

1. Service main bearings are available in four grades. The chart below identifies the four service grades available. Crankshaft Marking R Size S Size T Size U Size Bearing Code Upper Bearing A B C Lower Bearing Main 1 and 4 1 2 Lower Main Bearing 2 and 3 3 4 Bearing Clearances Main 1, 4 Crankshaft R Crankshaft S Crankshaft T Crankshaft U Main 2, 3 Crankshaft R Crankshaft S Crankshaft T Crankshaft U .016 - .046 mm (.0006 - .0018 in.) .016 - .042 mm (.00062 - .016 in.) .018 - .044 mm (.0007 - .0017 in.) .014 - .044 mm (.0005 - .0017 in.) .004 - .034 mm ( .00015 - .0013 in.) .004 - .030 mm ( .00015 - .0011 in.) .006 - .032 mm (.0002 - .0012 in.) .002 - .032 mm (.00007 -. 0012 in.) 2.429 - 2.435 mm (.0956 - .0958 in.) 2.423 - 2.429 mm (.0953 - .0956 in.) Use with crankshaft T, U Use with crankshaft R, S 2.441 - 2.447 mm (.0961 -.0963 in.) 2.435 - 2.441 mm (.0958 - .0962 in.) Use with crankshaft T, U Use with crankshaft R, S .2.443 - 2.447 mm (.0961 - .0963 in.) 2.439 - 2.443 mm (0.960 - .0961 in.) 2.435 - 2.439 mm (.0958 - .0960 in.) Use with crankshaft U Use with crankshaft S, T Use with crankshaft size R Size JOURNAL SIZE SIZE mm (in.) 63.488 - 63.496 mm (2.4995 - 2.4998 in.) 63.496 - 63.500 mm (2.4998 - 2.4999 in.) 63.500 - 63.504 mm (2.4999 - 2.501 in.) 63.504 - 63.512 mm (2.5001 - 2.5004 in.) Bearing size Application
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SEAL-CRANKSHAFT OIL - FRONT
REMOVAL
1. Disconnect negative cable from battery. 2. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL). 3. Remove A/C compressor mouning fasteners and set aside. 4. Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 5. Remove upper radiator hose. 6. Disconnect electrical connector for fan mounted inside radiator shroud. 7. Remove radiator cooling fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL). 8. Remove crankshaft damper bolt. 9. Remove damper using Special Tools 8513 Insert (1) and Tool 1026 Three Jaw Puller (2).
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10. Using Special Tool 8511 (1), remove crankshaft front seal.
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INSTALLATION
CAUTION: To prevent severe damage to the Crankshaft, Damper or Special Tool 8512, thoroughly clean the damper bore and the crankshaft nose before installing Damper. 1. Using Special Tool 8348 (2) and 8512 (3) , install crankshaft front seal. 2. Install vibration damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION). 3. Install radiator cooling fan and shroud (Refer to 7 COOLING/ENGINE/RADIATOR FAN - INSTALLATION). 4. Install upper radiator hose. 5. Install A/C compressor and tighten fasteners to 54 Nm (40 ft. lbs.). 6. Install accessory drive belt (Refer to 7 - COOLING/ ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION). 7. Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 8. Connect negative cable to battery.
CRANKSHAFT OIL SEAL - REAR

DIAGNOSIS AND TESTING - REAR SEAL AREA LEAKS
Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak. If the leakage occurs at the crankshaft rear oil seal area: 1. Disconnect the battery. 2. Raise the vehicle. 3. Remove torque converter or clutch housing cover and inspect rear of block for evidence of oil. Use a black light to check for the oil leak: a. Circular spray pattern generally indicates seal leakage or crankshaft damage. b. Where leakage tends to run straight down, possible causes are a porous block, distributor seal, camshaft bore cup plugs, oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces. See Engine, for proper repair procedures of these items. 4. If no leaks are detected, pressurized the crankcase as outlined in the section, Inspection (Engine oil Leaks in general) CAUTION: Do not exceed 20.6 kPa (3 psi). 5. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected between the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal surface is damaged. The seal area on the crankshaft could have minor nicks or scratches that can be polished out with emery cloth.
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CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks or scratches. The crankshaft seal flange is specially machined to complement the function of the rear oil seal. 6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING), under the Oil Leak row, for components inspections on possible causes and corrections. 7. After the oil leak root cause and appropriate corrective action have been identified, (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT OIL SEAL - REAR - REMOVAL).
REMOVAL
NOTE: This procedure can be performed in vehicle. 1. If being preformed in vehicle, remove the transmission. 2. Remove the flexplate (Refer to 9 - ENGINE/ENGINE BLOCK/FLEX PLATE - REMOVAL). NOTE: The crankshaft oil seal (1) CAN NOT be reused after removal. NOTE: The crankshaft rear oil seal remover Special Tool 8506 (2) must be installed deeply into the seal. Continue to tighten the removal tool into the seal until the tool can not be turned farther. Failure to install tool correctly the first time will cause tool to pull free of seal without removing seal from engine. 3. Using Special Tool 8506 (2) , remove the crankshaft rear oil seal (1).
INSTALLATION
1. Lubricate the crankshaft flange with engine oil. 2. Position the magnetic seal guide Special Tool 8349-2 (2) onto the crankshaft rear face. Then position the crankshaft rear oil seal (1) onto the guide.
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3. Using Special Tools 8349 Crankshaft Rear Oil Seal Installer (2) and C-4171 Driver Handle (3), with a hammer, tap the seal (1) into place. Continue to tap on the driver handle until the seal installer seats against the cylinder block crankshaft bore. 4. Install the flexplate (Refer to 9 - ENGINE/ENGINE BLOCK/FLEX PLATE - INSTALLATION). 5. Install the transmission. .
FLEX PLATE
REMOVAL
1. Remove the transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE REMOVAL). 2. Remove the bolts using the sequence provided. 3. Remove the flexplate.
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INSTALLATION
1. Position the flexplate onto the crankshaft and install the bolts hand tight. 2. Tighten the flexplate retaining bolts to 95 Nm (70 ft. lbs.) in the sequence shown. 3. Install the transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC 42RLE INSTALLATION).
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ROD-PISTON & CONNECTING

DESCRIPTION
CAUTION: Do not use a metal stamp to mark connecting rods as damage may result, instead use ink or a scratch awl. The pistons (2) are made of a high strength aluminum alloy. The connecting rods are made of forged powdered metal, with a fractured cap design (1). A full floating piston pin (3) is used to attach the piston to the connecting rod.
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STANDARD PROCEDURE CONNECTING ROD BEARING FITTING

Inspect the connecting rod bearings for scoring (10 and (3). Check the bearings for normal wear patterns, scoring, grooving, fatigue and pitting. Replace any bearing that shows abnormal wear. Inspect the connecting rod journals for signs of scoring, nicks and burrs. Misaligned or bent connecting rods can cause abnormal wear on pistons, piston rings, cylinder walls, connecting rod bearings and crankshaft connecting rod journals. If wear patterns or damage to any of these components indicate the probability of a misaligned connecting rod, inspect it for correct rod alignment. Replace misaligned, bent or twisted connecting rods.
1. Wipe the oil from the connecting rod journal. 2. Lubricate the upper bearing insert (2) and position in connecting rod (1). Center bearing insert in connecting rod 3. Measure at point A and point B. Measurement should be less then .50mm (.0196 in.).
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4. Use piston ring compressor (3) and Guide Pins Special Tool 8507 (4) to install the rod and piston assemblies. The oil slinger slots in the rods must face front of the engine. The Fs (1) near the piston wrist pin bore should point to the front of the engine.
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5. Install the lower bearing insert in the bearing cap. Center bearing insert in connecting rod. The lower insert must be dry. Place strip of Plastigage (1) across full width of the lower insert at the center of bearing cap. Plastigage must not crumble in use. If brittle, obtain fresh stock. 6. Install bearing cap and connecting rod on the journal and tighten bolts to 27 Nm (20 ft. lbs.) plus a 90 turn. DO NOT rotate crankshaft. Plastigage will smear, resulting in inaccurate indication. 7. Remove the bearing cap and determine amount of bearing-to-journal clearance by measuring the width of compressed Plastigage (2). Refer to Engine Specifications for the proper clearance. Plastigage should indicate the same clearance across the entire width of the insert. If the clearance varies, it may be caused by either a tapered journal, bent connecting rod or foreign material trapped between the insert and cap or rod. 8. If the correct clearance is indicated, replacement of the bearing inserts is not necessary. Remove the Plastigage from crankshaft journal and bearing insert. Proceed with installation. 9. If bearing-to-journal clearance exceeds the specification, determin which services bearing set to use the bearing sizes are as follows:
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SIZE .025 mm (.001 in.) Std. .250 US STANDARD .250 mm (.010 in.) USED WITH JOURNAL SIZE 57.883-57.867 mm (2.2788-2.2783 in.) 57.908-57.892 mm (2.2798-2.2792 in.) 57.658-57.646 mm (2.2700-2.2695 in.)
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Bearing Mark .025 US
CAUTION: Connecting Rod Bolts are Torque to Yield Bolts and Must Not Be Reused. Always replace the Rod Bolts whenever they are loosened or removed. 10. Repeat the Plastigage measurement to verify your bearing selection prior to final assembly. 11. Once you have selected the proper insert, install the insert and cap. Tighten the connecting rod bolts to 27 Nm (20 ft. lbs.) plus a 90 turn.
Slide snug-fitting feeler gauge between the connecting rod and crankshaft journal flange. Refer to Engine Specifications for the proper clearance. Replace the connecting rod if the side clearance is not within specification.
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PISTON FITTING
1. To correctly select the proper size piston, a cylinder bore gauge (2), capable of reading in 0.003 mm ( .0001 in.) INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer. 2. Measure the inside diameter of the cylinder bore at a point 38.0 mm (1.5 inches) below top of bore (4). Start perpendicular (across or at 90 degrees) to the axis of the crankshaft at point A and then take an additional bore reading 90 degrees to that at point B.
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3. The coated pistons will be serviced with the piston pin and connecting rod pre-assembled. 4. The coating material (1) and (2) is applied to the piston after the final piston machining process. Measuring the outside diameter of a coated piston will not provide accurate results. Therefore measuring the inside diameter of the cylinder bore with a dial Bore Gauge is MANDATORY. To correctly select the proper size piston, a cylinder bore gauge capable of reading in 0.003 mm (.0001 in.) increments is required. 5. Piston installation into the cylinder bore requires slightly more pressure than that required for noncoated pistons. The bonded coating on the piston will give the appearance of a line-to-line fit with the cylinder bore.
REMOVAL
1. Disconnect negative cable from battery. 2. Remove the following components: Oil pan and gasket/windage tray (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL). Cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL) and (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL). 3. If necessary, remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cylinder block. Be sure to keep tops of pistons covered during this operation. Pistons and connecting rods must be removed from top of cylinder block. When removing piston and connecting rod assemblies from the engine, rotate crankshaft so the each connecting rod is centered in cylinder bore.
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CAUTION: DO NOT use a number stamp or a punch to mark connecting rods or caps, as damage to connecting rods could occur NOTE: Connecting rods and bearing caps are not interchangeable and should be marked before removing to ensure correct reassembly. 4. Mark connecting rod and bearing cap positions using a permanent ink marker or scribe tool. CAUTION: Care must be taken not to damage the fractured rod and cap joint face surfaces, as engine damage may occur. 5. Remove connecting rod cap. Install Special Tool 8507 Connecting Rod Guides into the connecting rod being removed. Remove piston from cylinder bore. Repeat this procedure for each piston being removed. CAUTION: Care must be taken not to nick crankshaft journals, as engine damage may occur 6. Immediately after piston and connecting rod removal, install bearing cap on the mating connecting rod to prevent damage to the fractured cap and rod surfaces.
CLEANING
CAUTION: DO NOT use a wire wheel or other abrasive cleaning devise to clean the pistons or connecting rods. The pistons have a Moly coating, this coating must not be damaged. 1. Using a suitable cleaning solvent clean the pistons in warm water and towel dry. 2. Use a wood or plastic scraper to clean the ring land grooves. CAUTION: DO NOT remove the piston pin from the piston and connecting rod assembly.
INSPECTION
Check the connecting rod journal for excessive wear, taper and scoring (Refer to 9 - ENGINE/ENGINE BLOCK/ PISTON & CONNECTING ROD - STANDARD PROCEDURE) Check the connecting rod for signs of twist or bending. Check the piston for taper and elliptical shape before it is fitted into the cylinder bore (Refer to 9 - ENGINE/ENGINE BLOCK/PISTON & CONNECTING ROD - STANDARD PROCEDURE). Check the piston for scoring, or scraping marks in the piston skirts. Check the ring lands for cracks and/or deterioration.
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INSTALLATION
1. Before installing piston and connecting rod assemblies into the bore, install the piston rings. 2. Immerse the piston head and rings in clean engine oil. Position a ring compressor (3) over the piston and rings. Tighten ring compressor (3). Ensure position of rings do not change during this operation. 3. Position bearing onto connecting rod. Ensure that hole in bearing shell aligns with hole in connecting rod. Lubricate bearing surface with clean engine oil. 4. Install Special Tool 8507 Connecting Rod Guides (4) into connecting rod bolt threads.
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5. The pistons are marked on the piston pin bore surface with an raised F (1) indicating installation position. This mark must be pointing toward the front of engine on both cylinder banks. The connecting rod oil slinger slot faces the front of the engine. 6. Wipe cylinder bore clean and lubricate with engine oil. 7. Rotate crankshaft until connecting rod journal is on the center of cylinder bore. Insert rod and piston into cylinder bore and carefully position connecting rod guides over crankshaft journal. 8. Tap piston down in cylinder bore using a hammer handle. While at the same time, guide connecting rod into position on rod journal. CAUTION: Connecting Rod Bolts are Torque to Yield Bolts and Must Not Be Reused. Always replace the Rod Bolts whenever they are loosened or removed. 9. Lubricate rod bolts and bearing surfaces with engine oil. Install connecting rod cap and bearing. Tighten bolts to 27 Nm (20 ft. lbs.) plus 90 . 10. Install the following components:
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Cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION). Timing chain and cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS INSTALLATION). Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION). Oil pan and gasket/windage tray. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION). 11. Fill crankcase with proper engine oil to correct level. 12. Connect negative cable to battery.
RINGS-PISTON
STANDARD PROCEDURE PISTON RING FITTING
Before reinstalling used rings or installing new rings, the ring clearances must be checked. 1. Wipe the cylinder bore clean. 2. Insert the ring in the cylinder bore. NOTE: The ring gap measurement must be made with the ring positioned at least 12mm (0.50 inch.) from bottom of cylinder bore. 3. Using a piston, to ensure that the ring is squared in the cylinder bore, slide the ring downward into the cylinder. 4. Using a feeler gauge (1), check the ring end gap. Replace any rings not within specification.
PISTON RING SIDE CLEARANCE NOTE: Make sure the piston ring grooves are clean and free of nicks and burrs. PISTON RING SPECIFICATION CHART
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Ring Position Upper Ring Intermediate Ring Oil Control Ring (Steel Rails) Ring Position Upper Ring Intermediate Ring Oil Control Ring (Steel Rail) .051-.094 mm

Groove Clearance (0.0020-.0037 in.) 0.04-0.08 mm (0.0016-0.0031 in.) .019-.229 mm (.0007-.0090 in.) Ring Gap 0.20-0.36 mm (0.0079-0.0142 in.) 0.37-0.63 mm (0.0146-0.0249 in.) 0.025-0.76 mm (0.0099- 0.03 in.) 0.11 mm (0.004 in.) 0.10 mm (0.004 in.) .25 mm (0.010 in.) Wear Limit 0.43 mm (0.0017 in.) 0.74 mm (0.029 in.) 1.55 mm (0.061 in.)
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Maximum Clearance
5. Measure the ring side clearance as shown make sure the feeler gauge (1) fits snugly between the ring land and the ring. Replace any ring not within specification.
6. Rotate the ring around the piston, the ring must rotate in the groove with out binding. 7. The No. 1 and No. 2 piston rings have a different cross section. Ensure No. 2 ring is installed with manufacturers I.D. mark (Dot) facing up, towards top of the piston. NOTE: Piston rings are installed in the following order: Oil ring expander. Upper oil ring side rail (1). Lower oil ring side rail. No. 2 Intermediate piston ring. No. 1 Upper piston ring. 8. Install the oil ring expander. 9. Install upper side rail by placing one end between the piston ring groove and the expander ring. Hold end firmly and press down the portion to be installed until side rail is in position. Repeat this step for the lower side rail.
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10. Install No. 2 intermediate piston ring using a piston ring installer. 11. Install No. 1 upper piston ring using a piston ring installer.
12. Position piston ring end gaps as shown in. It is important that expander ring gap is at least 45 from the side rail gaps, but not on the piston pin center or on the thrust direction.
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DAMPER-CRANKSHAFT
REMOVAL
1. Disconnect negative cable from battery. 2. Remove radiator fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL). 3. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL). 4. Remove crankshaft damper bolt. 5. Remove damper using Special Tools 8513 Insert (1) and 1026 Three Jaw Puller (2).
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INSTALLATION
CAUTION: To prevent severe damage to the Crankshaft, Damper or Special Tool 8512A, thoroughly clean the damper bore and the crankshaft nose before installing Damper. 1. Align crankshaft damper slot with key in crankshaft. Slide damper onto crankshaft slightly. CAUTION: Special Tool 8512A, is assembled in a specific sequence. Failure to assemble this tool in this sequence can result in tool failure and severe damage to either the tool or the crankshaft. 2. Assemble Special Tool 8512A as follows, The nut (2) is threaded onto the threaded rod (3) first. Then the roller bearing (1) is placed onto the threaded rod (The hardened bearing surface of the bearing MUSTface the nut (4) ). Then the hardened washer (5) slides onto the threaded rod. Once assembled coat the threaded rods threads with Mopar Nickel Anti-Seize or equivalent.
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3. Using Special Tool 8512A, press damper onto crankshaft. 4. Install then tighten crankshaft damper bolt to 175 Nm (130 ft. lbs.). 5. Install radiator fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION). 6. Install accessory drive belt (Refer to 7 - COOLING/ ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION) 7. Connect negative cable to battery.
COVER-STRUCTURAL
DESCRIPTION
The structural dust cover is made of die cast aluminum and joins the lower half of the transmission bell housing to the engine bedplate.
OPERATION
The structural cover provides additional powertrain stiffness and reduces noise and vibration.
REMOVAL
1. Raise vehicle on hoist. 2. Remove the left hand exhaust pipe from exhaust manifold. 3. Loosen the right hand exhaust manifold-to-exhaust pipe retaining bolts. 4. Remove the eight bolts (1,2,3) retaining structural cover in the sequence shown. 5. Pivot the exhaust pipe downward and remove the structural cover.
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INSTALLATION
CAUTION: The structural cover must be installed as described in the following steps. Failure to do so will cause severe damage to the cover. 1. Position the structural cover in the vehicle. 2. Install all bolts (1,2,3) retaining the cover-to-engine. DO NOT tighten the bolts at this time. 3. Install the four cover-to-transmission bolts. Do NOT tighten at this time. CAUTION: The structural cover must be held tightly against both the engine and the transmission bell housing during tightening sequence. Failure to do so may cause damage to the cover.
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4. Starting with the two rear cover-to-engine bolts, tighten bolts (1) to 54 Nm (40 ft. lbs.), then tighten bolts (2) and (3) to 54 Nm ( 40 ft. lbs.) in the sequence shown. 5. Install the exhaust pipe on left hand exhaust manifold. 6. Tighten exhaust manifold-to-exhaust pipe retaining bolts to 20 - 26 Nm (15-20 ft. lbs.).
MOUNT-ENGINE FRONT
REMOVAL
1. Disconnect negative battery cable. 2. Raise vehicle. 3. Remove engine mount thru bolts. 4. Raise engine using suitable jack. 5. Remove engine mount bolts (2). 6. Remove mount (1) from engine.
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INSTALLATION
1. Install the engine mount (1). 2. Lower the engine. 3. Install the thru bolts and nuts 4. Lower vehicle. 5. Connect negative battery cable.
MOUNT-ENGINE REAR
REMOVAL
4X2
1. Raise the vehicle on a hoist. 2. Using a suitable jack, support transmission. 3. Remove the crossmember. 4. Remove the fasteners (1) from the transmission mount to transmission. 5. Remove the mount (3). 6. Remove the transmission mount bracket (2), if required.
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4X4
1. 2. 3. 4. Raise the vehicle on a hoist. Using a suitable jack, support transmission. Remove the crossmember. Remove the fasteners (2) from the transmission mount (1) to transmission. 5. Remove the mount.
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INSTALLATION
4X2
1. Install the transmission mount bracket (2), if removed. 2. Position the transmission mount (3) on the transmission mount bracket (2). Install the fasteners (1)that attach the transmission mount to the bracket. 3. Torque the bolts to Nm ( ft.lbs.) torque. 4. Install the crossmember.
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4X4
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1. Position the transmission mount (1) on the transmission. Install the bolts (2) that attach the transmission mount to the transmission. 2. Torque the bolts to Nm ( ft.lbs.) torque. 3. Install the crossmember.
LUBRICATION
DESCRIPTION
The lubrication system is a full flow filtration pressure feed type.
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OPERATION
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1 2 3 4 5 6
OIL FLOW TO RIGHT CYLINDER HEAD CYLINDER BLOCK MAIN OIL GALLERY LEFT CYLINDER HEAD OIL GALLERY OIL FLOW TO BOTH SECONDARY TENSIONERS OIL FLOW TO LEFT CYLINDER HEAD OIL PRESSURE SENSOR LOCATION
7 - OIL FLOW TO COUNTER BALANCE SHAFT 8 - OIL PUMP OUTLET TO CYLINDER BLOCK 9 - OIL PUMP 10 - OIL FLOW TO CRANKSHAFT MAIN JOURNALS 11 - CRANKSHAFT MAIN BEARING JOURNALS 12 - RIGHT CYLINDER HEAD OIL GALLERY
Oil from the oil pan is pumped by a gerotor type oil pump directly mounted to the crankshaft nose. Oil pressure is controlled by a relief valve mounted inside the oil pump housing.
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The camshaft exhaust valve lobes and rocker arms are lubricated through a small hole in the rocker arm; oil flows through the lash adjuster then through the rocker arm and onto the camshaft lobe. Due to the orientation of the rocker arm, the camshaft intake lobes are not lubed in the same manner as the exhaust lobes. The intake lobes are lubed through internal passages in the camshaft. Oil flows through a bore in the No. 3 camshaft bearing bore, and as the camshaft turns, a hole in the camshaft aligns with the hole in the camshaft bore allowing engine oil to enter the camshaft tube. The oil then exits through 1.6mm (0.063 in.) holes drilled into the intake lobes, lubricating the lobes and the rocker arms.
Engine Lubrication Flow Chart - Block: Table 1 FROM Oil Pickup Tube Oil Pump Oil Filter Block Main Oil Gallery Oil Pump Oil Filter Block Main Oil Gallery 1. Crankshaft Main Journal 2. Left Cylinder Head* 3. Right Cylinder Head* 4. Counterbalance Shaft Rear Journal Crankshaft Main Journals Crankshaft Number One Main Journal Crankshaft Rod Journals 1. Front Timing Chain Idler Shaft 2. Counterbalance Shaft - Front Journal 3. Both Secondary Chain Tensioners Left Cylinder Head Right Cylinder Head Refer to Engine Lubrication Flow Chart - Cylinder Heads: Table 2 Refer to Engine Lubrication Flow Chart - Cylinder Heads: Table 2 TO
* The cylinder head gaskets have an oil restricter to control oil flow to the cylinder heads Engine Lubrication Flow Chart - Cylinder Heads: Table 2 FROM Cylinder Head Oil Port (in bolt hole) Main Oil Gallery (drilled through head from rear to front) Base of Camshaft Towers Lash Adjuster Towers TO Diagonal Cross Drilling to Main Oil Gallery 1. Base of Camshaft Towers 2. Lash Adjuster Towers Vertical Drilling Through Tower to Camshaft Bearings** Diagonal Drillings to Hydraulic Lash Adjuster Pockets
** The number three camshaft bearing journal feeds oil into the hollow camshaft tubes. Oil is routed to the intake lobes, which have oil passages drilled into them to lubricate the rocker arms.
DIAGNOSIS AND TESTING ENGINE OIL LEAK

Begin with a thorough visual inspection of the engine, particularly at the area of the suspected leak. If an oil leak source is not readily identifiable, the following steps should be followed: 1. Do not clean or degrease the engine at this time because some solvents may cause rubber to swell, temporarily stopping the leak. 2. Add an oil soluble dye (use as recommended by manufacturer). Start the engine and let idle for approximately 15 minutes. Check the oil dipstick to make sure the dye is thoroughly mixed as indicated with a bright yellow color under a black light.
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3. Using a black light, inspect the entire engine for fluorescent dye, particularly at the suspected area of oil leak. If the oil leak is found and identified, repair per service manual instructions. 4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat inspection.If the oil leak source is not positively identified at this time, proceed with the air leak detection test method.
Air Leak Detection Test Method

1. Disconnect the breather cap to air cleaner hose at the breather cap end. Cap or plug breather cap nipple. 2. Remove the PCV valve from the cylinder head cover. Cap or plug the PCV valve grommet. 3. Attach an air hose with pressure gauge and regulator to the dipstick tube. CAUTION: Do not subject the engine assembly to more than 20.6 kPa (3 PSI) of test pressure. 4. Gradually apply air pressure from 1 psi to 2.5 psi maximum while applying soapy water at the suspected source. Adjust the regulator to the suitable test pressure that provide the best bubbles which will pinpoint the leak source. If the oil leak is detected and identified, repair per service manual procedures. 5. If the leakage occurs at the rear oil seal area, refer to the section, Inspection for Rear Seal Area Leak. 6. If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps. Install the PCV valve and breather cap hose. 7. Clean the oil off the suspect oil leak area using a suitable solvent. Drive the vehicle at various speeds approximately 24 km (15 miles). Inspect the engine for signs of an oil leak by using a black light.
INSPECTION FOR REAR SEAL AREA LEAKS

Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak. If the leakage occurs at the crankshaft rear oil seal area: 1. Disconnect the battery. 2. Raise the vehicle. 3. Remove torque converter or clutch housing cover and inspect rear of block for evidence of oil. Use a black light to check for the oil leak: a. Circular spray pattern generally indicates seal leakage or crankshaft damage. b. Where leakage tends to run straight down, possible causes are a porous block, distributor seal, camshaft bore cup plugs oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces. 4. If no leaks are detected, pressurize the crankcase as outlined in the, Inspection (Engine oil Leaks in general) CAUTION: Do not exceed 20.6 kPa (3 psi). 5. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected between the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal surface is damaged. The seal area on the crankshaft could have minor nicks or scratches that can be polished out with emery cloth. CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks and scratches. The crankshaft seal flange is especially machined to complement the function of the rear oil seal. 6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled.
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CHECKING ENGINE OIL PRESSURE

1. Remove oil pressure sending unit (2) and install gauge assembly C-3292. 2. Run engine until thermostat opens. 3. Oil Pressure: Curb Idle - 25 kPa (4 psi) minimum 3000 rpm - 170 - 758 kPa (25 - 110 psi) 4. If oil pressure is 0 at idle, shut off engine. Check for a clogged oil pick-up screen or a pressure relief valve stuck open.
REAR SEAL AREA LEAKS

Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak. If the leakage occurs at the crankshaft rear oil seal area: 1. Disconnect the battery. 2. Raise the vehicle. 3. Remove torque converter or clutch housing cover and inspect rear of block for evidence of oil. Use a black light to check for the oil leak: a. Circular spray pattern generally indicates seal leakage or crankshaft damage. b. Where leakage tends to run straight down, possible causes are a porous block, camshaft bore cup plugs, oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces. See Engine, for proper repair procedures of these items. 4. If no leaks are detected, pressurized the crankcase as outlined in the section, Inspection (Engine oil Leaks in general) CAUTION: Do not exceed 20.6 kPa (3 psi). 5. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected between the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal surface is damaged. The seal area on the crankshaft could have minor nicks or scratches that can be polished out with emery cloth. CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks or scratches. The crankshaft seal flange is specially machined to complement the function of the rear oil seal. 6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) , under the Oil Leak, for components inspections on possible causes and corrections. 7. After the oil leak root cause and appropriate corrective action have been identified, (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT OIL SEAL - REAR - REMOVAL).
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PAN-ENGINE OIL
DESCRIPTION
The engine oil pan (1) is made of laminated steel and has a single plane sealing surface. The sandwich style oil pan gasket has an integrated windage tray (2) and steel carrier. The sealing area of the gasket is molded with rubber and is designed to be reused as long as the gasket is not cut, torn or ripped.
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REMOVAL
1. Disconnect negative battery cable. 2. Remove the radiator fan (Refer to 7 - COOLING/ ENGINE/RADIATOR FAN - REMOVAL).
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3. Remove the intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL). 4. Install Special Tool #8534 Do not raise engine at this time.
5. Remove the structural cover (Refer to 9 - ENGINE/ ENGINE BLOCK/STRUCTURAL COVER REMOVAL). using sequence shown.
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6. Remove both left and right side engine mount through bolts (3).
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7. Raise engine using special tool # 8534 (1), to provide clearance to remove oil pan. 8. Drain engine oil and remove oil filter.
NOTE: Do not pry on oil pan or oil pan gasket. Gasket is mounted to engine and does not come out with oil pan. 9. Remove the oil pan mounting bolts and oil pan. 10. Unbolt oil pump pickup tube and remove tube and oil pan gasket from engine.
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CLEANING
1. Clean oil pan in solvent and wipe dry with a clean cloth. 2. Clean the oil pan gasket surface. DO NOT use a grinder wheel or other abrasive tool to clean sealing surface. 3. Clean oil screen and tube thoroughly in clean solvent.
INSPECTION
1. Inspect oil drain plug and plug hole for stripped or damaged threads. Repair as necessary. 2. Inspect the oil pan mounting flange for bends or distortion. Straighten flange, if necessary.
INSTALLATION
1. Clean the oil pan gasket mating surface of the bedplate and oil pan. 2. Inspect integrated oil pan gasket, and replace as necessary. 3. Position the integrated oil pan gasket/windage tray assembly. 4. Install the oil pickup tube 5. If removed, install stud at position No. 9. 6. Install the mounting bolt and nuts. Tighten nuts to 28 Nm (20 ft. lbs.). 7. Position the oil pan and install the mounting bolts. Tighten the mounting bolts to 15 Nm (11 ft. lbs.) in the sequence shown.
8. Install structural dust cover .
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9. Lower the engine into mounts using Special Tool 8534 (1). 10. Remove Special Tool 8534.
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11. Install both the left and right side engine mount through bolts (3). Tighten the nuts to 68 Nm (50 ft. lbs.).
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12. Install the intake manifold (Refer to 9 - ENGINE/ MANIFOLDS/INTAKE MANIFOLD - INSTALLATION). 13. Fill engine oil. 14. Reconnect the negative battery cable. 15. Start engine and check for leaks.
SENSOR/SWITCH-OIL PRESSURE
DESCRIPTION
The 3 wire, solid-state engine oil pressure sensor (sending unit) is located in an engine oil pressure gallery.
OPERATION
The oil pressure sensor uses three circuits. They are: A 5 volt power supply from the Powertrain Control Module (PCM) A sensor ground through the PCMs sensor return A signal to the PCM relating to engine oil pressure
The oil pressure sensor has a 3 wire electrical function very much like the Manifold Absolute Pressure (MAP) sensor. Meaning different pressures relate to different output voltages. A 5 volt supply is sent to the sensor from the PCM to power up the sensor. The sensor returns a voltage signal back to the PCM relating to engine oil pressure. This signal is then transferred (bussed) to the instrument panel on either a CCD or PCI bus circuit (depending on vehicle line) to operate the oil pressure gauge and the check gauges lamp. Ground for the sensor is provided by the PCM through a low-noise sensor return.
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REMOVAL
1. Disconnect the negative cable from the battery. 2. Raise vehicle on hoist. 3. Remove front splash shield. 4. Disconnect oil pressure sender connector (4). 5. Remove the pressure sender (2).
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INSTALLATION
1. Install oil pressure sender. 2. Connect oil pressure sender wire. 3. Install front splash shield. 4. Lower vehicle. 5. Connect the negative battery cable.
PUMP-ENGINE OIL
REMOVAL
1. Remove the oil pan and pick-up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL). 2. Remove the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) REMOVAL). 3. Remove the timing chains and tensioners (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL). 4. Remove the four bolts, primary timing chain tensioner and the oil pump.
DISASSEMBLY
1. Remove oil pump cover screws and lift off cover plate. 2. Remove pump inner and outer rotors. NOTE: Once the oil pressure relief valve, cup plug, and pin are removed, the pump assembly must be replaced. 3. If it is necessary to remove the pressure relief valve, drive the roll pin from pump housing and remove cup plug, spring and valve.
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INSPECTION
CAUTION: Oil pump pressure relief valve and spring should not be removed from the oil pump. If these components are disassembled and or removed from the pump the entire oil pump assembly must be replaced. 1. Clean all parts thoroughly. Mating surface of the oil pump housing should be smooth. If the pump cover is scratched or grooved the oil pump assembly should be replaced. 2. Lay a straight edge (1) across the pump cover surface. If a 0.025 mm (0.001 in.) feeler gauge (2) can be inserted between the cover and the straight edge the oil pump assembly should be replaced.
3. Measure the thickness of the outer rotor. If the outer rotor thickness measures at 12.005 mm (0.472 in.) or less the oil pump assembly must be replaced.
4. Measure the diameter of the outer rotor. If the outer rotor diameter measures at 85.925 mm (3.382 in.) or less the oil pump assembly must be replaced. 5. Measure the thickness of the inner rotor. If the inner rotor thickness measures at 12.005 mm (0.472 in.) or less then the oil pump assembly must be replaced.
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6. Slide outer rotor (1) into the body of the oil pump. Press the outer rotor to one side of the oil pump body and measure clearance between the outer rotor and the body. If the measurement is 0.235mm (0.009 in.) or more the oil pump assembly must be replaced.
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7. Install the inner rotor in the into the oil pump body. Measure the clearance between the inner and outer rotors. If the clearance between the rotors is .150 mm (0.006 in.) or more the oil pump assembly must be replaced.
8. Place a straight edge (1) across the body of the oil pump (between the bolt holes), if a feeler gauge (2) of .095 mm (0.0038 in.) or greater can be inserted between the straightedge and the rotors, the pump must be replaced.
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NOTE: The 3.7 Oil pump is released as an assembly. There are no DaimlerChrysler part numbers for SubAssembly components. In the event the oil pump is not functioning or out of specification it must be replaced as an assembly.
ASSEMBLY
1. 2. 3. 4. 5. Wash all parts in a suitable solvent and inspect carefully for damage or wear. Install inner and outer rotors Install oil pump cover plate and install cover bolts and tighten them to 12 Nm (105 in. lbs.). Prime oil pump before installation by filling rotor cavity with engine oil. If oil pressure is low and pump is within specifications, inspect for worn engine bearings or other causes for oil pressure loss.
INSTALLATION
1. Position the oil pump onto the crankshaft and install one oil pump retaining bolts. 2. Position the primary timing chain tensioner and install three retaining bolts. 3. Tighten the oil pump and primary timing chain tensioner retaining bolts to 28 Nm (250 in. lbs.) in the sequence shown. 4. Install the secondary timing chain tensioners and timing chains (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS INSTALLATION). 5. Install the timing chain cover (Refer to 9 - ENGINE/ VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION). 6. Install the pick-up tube and oil pan (Refer to 9 ENGINE/LUBRICATION/OIL PAN INSTALLATION).
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FILTER-ENGINE OIL
REMOVAL
All engines are equipped with a high quality full-flow, disposable type oil filter (1). DaimlerChrysler Corporation recommends a Mopar or equivalent oil filter be used. 1. Position a drain pan under the oil filter. 2. Using a suitable oil filter wrench loosen filter. 3. Rotate the oil filter (1) counterclockwise to remove it from the cylinder block oil filter boss. 4. When filter separates from cylinder block oil filter boss, tip gasket end upward to minimize oil spill. Remove filter from vehicle. NOTE: Make sure filter gasket was removed with filter. 5. With a wiping cloth, clean the gasket sealing surface of oil and grime.
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INSTALLATION
1. Lightly lubricate oil filter gasket (2) with engine oil. 2. Thread filter onto adapter nipple. When gasket makes contact with sealing surface (1), hand tighten filter (2) one full turn, do not over tighten. 3. Add oil, verify crankcase oil level and start engine. Inspect for oil leaks.
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OIL
STANDARD PROCEDURE ENGINE OIL SERVICE
The engine oil level indicator (2) is located at the right rear of the engine on the 3.7L engines..
CRANKCASE OIL LEVEL INSPECTION

CAUTION: Do not overfill crankcase with engine oil, pressure loss or oil foaming can result. Inspect engine oil level approximately every 800 kilometers (500 miles). Unless the engine has exhibited loss of oil pressure, run the engine for about five minutes before checking oil level. Checking engine oil level on a cold engine is not accurate. To ensure proper lubrication of an engine, the engine oil must be maintained at an acceptable level. The acceptable levels are indicated between the ADD and SAFE marks on the engine oil dipstick. 1. Position vehicle on level surface. 2. With engine OFF, allow approximately ten minutes for oil to settle to bottom of crankcase, remove engine oil dipstick. 3. 4. 5. 6. Wipe dipstick clean. Install dipstick and verify it is seated in the tube. Remove dipstick, with handle held above the tip, take oil level reading. Add oil only if level is below the ADD mark on dipstick.
ENGINE OIL CHANGE

Change engine oil at mileage and time intervals described in Maintenance Schedules. Run engine until achieving normal operating temperature. 1. Position the vehicle on a level surface and turn engine off. 2. Hoist and support vehicle on safety stands. 3. Remove oil fill cap. 4. Place a suitable drain pan under crankcase drain.
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6. Install drain plug in crankcase.
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5. Remove drain plug from crankcase and allow oil to drain into pan. Inspect drain plug threads for stretching or other damage. Replace drain plug if damaged. 7. Lower vehicle and fill crankcase with specified type and amount of engine oil described in this section. 8. Install oil fill cap. 9. Start engine and inspect for leaks. 10. Stop engine and inspect oil level.
USED ENGINE OIL DISPOSAL

Care should be exercised when disposing used engine oil after it has been drained from a vehicle engine. Refer to the WARNING at beginning of this section.
MANIFOLD-INTAKE
DESCRIPTION
The intake manifold (2) is made of a composite material and features 300 mm (11.811 in.) long runners which maximizes low end torque. The intake manifold (2) uses single plane sealing which consist of six individual press in place port gaskets to prevent leaks. The throttle body (1) attaches directly to the intake manifold (2). Eight studs and two bolts are used to fasten the intake to the head.
DIAGNOSIS AND TESTING INTAKE MANIFOLD LEAKS

An intake manifold air leak is characterized by lower than normal manifold vacuum. Also, one or more cylinders may not be functioning. WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING. DO NOT STAND IN A DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE PULLEYS, BELTS OR THE FAN. DO NOT WEAR LOOSE CLOTHING.
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1. 2. 3. 4.
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Start the engine. Spray a small stream of water (spray bottle) at the suspected leak area. If engine RPMS change, the area of the suspected leak has been found. Repair as required.
REMOVAL
1. Perform the Fuel System Pressure Release procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE). 2. Disconnect negative cable from battery. 3. Remove resonator assembly and air inlet hose. 4. Disconnect throttle and speed control cables. 5. Disconnect electrical connectors for the following components: Refer to FUEL SYSTEM for component locations. Manifold Absolute Pressure (MAP) Sensor Intake Air Temperature (IAT) Sensor Throttle Position (TPS) Sensor Coolant Temperature (CTS) Sensor Idle Air Control (IAC) Motor 6. Disconnect vapor purge hose, brake booster hose, speed control servo hose, positive crankcase ventilation (PCV) hose. 7. Remove the generator. 8. Remove the air conditioning compressor. 9. Disconnect left and right radio suppressor straps. 10. Disconnect and remove ignition coil towers. 11. Remove top oil dipstick tube retaining bolt and ground strap. 12. Remove fuel rail. 13. Remove throttle body assembly and mounting bracket. 14. Drain cooling system below coolant temperature level (Refer to 7 - COOLING - STANDARD PROCEDURE). 15. Remove the heater hoses from the engine front cover and the heater core. 16. Unclip and remove heater hoses and tubes from intake manifold. 17. Support engine using engine support fixture (1), special tool # 8534.
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18. Remove the right side engine mount to frame bolt (3). 19. With the bolt removed, lower engine until engine mount rests in frame mount.
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20. Remove intake manifold retaining fasteners in reverse order of tightening sequence. 21. Remove intake manifold.
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INSTALLATION
1. Install intake manifold gaskets. 2. Install intake manifold. 3. Install intake manifold retaining bolts and tighten in sequence shown in to 12 Nm (105 in. lbs.).
4. Install left and right radio suppressor straps. 5. Install throttle body assembly. 6. Connect throttle cable and speed control cable to throttle body. 7. Install fuel rail. 8. Install ignition coil towers. 9. Position and install heater hoses and tubes onto intake manifold. 10. Install the heater hoses to the heater core and engine front cover. 11. Connect electrical connectors for the following components: Manifold Absolute Pressure (MAP) Sensor Intake Air Temperature (IAT) Sensor Throttle Position (TPS) Sensor Coolant Temperature (CTS) Sensor Idle Air Control (IAC) Motor Ignition coil towers Fuel injectors
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12. Install top oil dipstick tube retaining bolt and ground strap. 13. Install generator. 14. Install the air conditioning compressor. 15. Connect Vapor purge hose, Brake booster hose, Speed control servo hose, Positive crankcase ventilation (PCV) hose. 16. Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 17. Raise engine using engine support fixture (1), special tool # 8534.
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18. Install the right side engine mount to frame bolt (3). 19. Remove engine support fixture, special tool # 8534. 20. Install resonator assembly and air inlet hose. 21. Connect negative cable to battery.
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MANIFOLD-EXHAUST
DESCRIPTION
The exhaust manifolds( 1 and 2) are log style with a patented flow enhancing design to maximize performance. The exhaust manifolds are made of high silicon molybdenum cast iron. A perforated core graphite exhaust manifold gasket is used to improve sealing to the cylinder head.
The exhaust manifolds are covered by a three layer laminated heat shield ( 1 and 3) for thermal protection and noise reduction. The heat shields(1 and 3) are fastened with a torque prevailing nut that is backed off slightly to allow for the thermal expansion of the exhaust manifold.
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REMOVAL
RIGHT EXHAUST MANIFOLD
1. Disconnect the negative cable from the battery. 2. Raise and support the vehicle. 3. Remove the bolts and nuts attaching the exhaust pipe to the engine exhaust manifold. 4. Lower the vehicle. 5. Remove the exhaust heat shield (1). 6. Remove bolts, nuts (2) and washers attaching manifold to cylinder head. 7. Remove manifold and gasket from the cylinder head.
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LEFT EXHAUST MANIFOLD

1. Disconnect the negative cable from the battery. 2. Raise and support the vehicle. 3. Remove the bolts and nuts attaching the exhaust pipe to the engine exhaust manifold. 4. Lower the vehicle. 5. Remove the exhaust heat shields (1). 6. Remove bolts, nuts (2) and washers attaching manifold to cylinder head. 7. Remove manifold and gasket from the cylinder head.
INSTALLATION
RIGHT EXHAUST MANIFOLD
CAUTION: If the studs came out with the nuts when removing the engine exhaust manifold, install new studs. Apply sealer on the coarse thread ends. Water leaks may develop at the studs if this precaution is not taken.
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1. Position the engine exhaust manifold and gasket on the two studs located on the cylinder head. Install conical washers and nuts on these studs. 2. Install remaining conical washers. Starting at the center arm and working outward, tighten the bolts and nuts to 25 Nm (18 ft. lbs.) torque. 3. Install the exhaust heat shields. 4. Raise and support the vehicle. CAUTION: Over tightening heat shield fasteners, may cause shield to distort and/or crack. 5. Assemble exhaust pipe to manifold and secure with bolts, nuts and retainers. Tighten the bolts and nuts to 34 Nm (25 ft. lbs.) torque.
LEFT EXHAUST MANIFOLD

CAUTION: If the studs came out with the nuts when removing the engine exhaust manifold, install new studs. Apply sealer on the coarse thread ends. Water leaks may develop at the studs if this precaution is not taken. 1. Position the engine exhaust manifold and gasket on the two studs located on the cylinder head. Install conical washers and nuts on these studs. 2. Install remaining conical washers. Starting at the center arm and working outward, tighten the bolts and nuts to 25 Nm (18 ft. lbs.) torque. 3. Install the exhaust heat shields. 4. Raise and support the vehicle. CAUTION: Over tightening heat shield fasteners, may cause shield to distort and/or crack. 5. Assemble exhaust pipe to manifold and secure with bolts, nuts and retainers. Tighten the bolts and nuts to 34 Nm (25 ft. lbs.) torque.
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VALVE TIMING
DESCRIPTION
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Timing Drive System

1 - RIGHT CAMSHAFT SPROCKET AND SECONDARY CHAIN 2 - SECONDARY TIMING CHAIN TENSIONER (LEFT AND RIGHT SIDE NOT INTERCHANGEABLE) 3 - SECONDARY TENSIONER ARM 4 - LEFT CAMSHAFT SPROCKET AND SECONDARY CHAIN 5 - CHAIN GUIDE (LEFT AND RIGHT SIDE ARE NOT INTERCHANGEABLE) 6 - PRIMARY CHAIN 7 - IDLER SPROCKET 8 - CRANKSHAFT SPROCKET 9 - PRIMARY CHAIN TENSIONER
The timing drive system has been designed to provide quiet performance and reliability to support a non-free wheeling engine. Specifically the intake valves are non-free wheeling and can be easily damaged with forceful engine rotation if camshaft-to-crankshaft timing is incorrect. The timing drive system consists of a primary chain, two secondary timing chain drives and a counterbalance shaft drive.
OPERATION
The primary timing chain is a single inverted tooth chain type. The primary chain drives the large 50 tooth idler sprocket directly from a 25 tooth crankshaft sprocket. Primary chain motion is controlled by a pivoting leaf spring tensioner arm and a fixed guide. The arm and the guide both use nylon plastic wear faces for low friction and long wear. The primary chain receives oil splash lubrication from the secondary chain drive and designed oil pump leakage. The idler sprocket assembly connects the primary chain drive, secondary chain drives, and the counterbalance shaft. The idler sprocket assembly consists of two integral 26 tooth sprockets a 50 tooth sprocket and a helical gear that is press-fit to the assembly. The spline joint for the 50 tooth sprocket is a non serviceable press fit anti rattle
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type. A spiral ring is installed on the outboard side of the 50 tooth sprocket to prevent spline disengagement. The idler sprocket assembly spins on a stationary idler shaft. The idler shaft is a light press-fit into the cylinder block. A large washer on the idler shaft bolt and the rear flange of the idler shaft are used to control sprocket thrust movement. Pressurized oil is routed through the center of the idler shaft to provide lubrication for the two bushings used in the idler sprocket assembly. There are two secondary drive chains, both are roller type, one to drive the camshaft in each SOHC cylinder head. There are no shaft speed changes in the secondary chain drive system. Each secondary chain drives a 26 tooth cam sprocket directly from the 26 tooth sprocket on the idler sprocket assembly. A fixed chain guide and a hydraulic oil damped tensioner are used to maintain tension in each secondary chain system. The hydraulic tensioners for the secondary chain systems are fed pressurized oil from oil reservoir pockets in the block. Each tensioner incorporates a controlled leak path through a device known as a vent disc located in the nose of the piston to manage chain loads. Each tensioner also has a mechanical ratchet system that limits chain slack if the tensioner piston bleeds down after engine shut down. The tensioner arms and guides also utilize nylon wear faces for low friction and long wear. The secondary timing chains receive lubrication from a small orifice in the tensioners. This orifice is protected from clogging by a fine mesh screen which is located on the back of the hydraulic tensioners.
STANDARD PROCEDURE MEASURING TIMING CHAIN WEAR

NOTE: This procedure must be performed with the timing chain cover removed. 1. Remove the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL). 2. To determine if the secondary timing chains are worn, rotate the engine clockwise until maximum tensioner piston extension is obtained. Measure the distance between the secondary timing chain tensioner housing and the step ledge on the piston. The measurement at point (A) must be less than 15mm (.5906 inches). 3. If the measurement exceeds the specification the secondary timing chains are worn and require replacement (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL).
SERVICE PROCEDURE - TIMING VERIFICATION

CAUTION: The 3.7L is a non free-wheeling design engine. Therefore, correct engine timing is critical. NOTE: Components referred to as left hand or right hand are as viewed from the drivers position inside the vehicle. NOTE: The blue link plates on the chains and the dots on the camshaft drive sprockets may not line up during the timing verification procedure. The blue link plates are lined up with the sprocket dots only when re-timing the complete timing drive. Once the timing drive is rotated blue link-to-dot alignment is no longer valid. Engine base timing can be verified by the following procedure: 1. Remove the cylinder head covers. Refer to the procedure in this section. 2. Using a mirror, locate the TDC arrow (2) on the front cover (1). Rotate the crankshaft until the mark
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3. Note the location of the V6 mark (1) stamped into the camshaft drive gears. If the V6 mark on each camshaft drive gear is at the twelve oclock position, the engine is at TDC on the exhaust stroke. If the V6 mark on each gear is at the six oclock position, the engine is at TDC on the compression stroke. 4. If both of the camshaft drive gears are off in the same or opposite directions, the primary chain or both secondary chains are at fault. Refer to Timing Chain and Sprockets procedure in this section. 5. If only one of the camshaft drive gears is off and the other is correct, the problem is confined to one secondary chain. Refer to Single camshaft timing, in this procedure. 6. If both camshaft drive gear V6 marks are at the twelve oclock or the six oclock position the engine base timing is correct. Reinstall the cylinder head covers.
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on the crankshaft damper is aligned with the TDC arrow on the front cover. The engine is now at TDC.
COUNTER BALANCE SHAFT TIMING

1. Ensure that the engine is at TDC with both camshaft sprocket V6 marks (1) in the 12 oclock position.
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2. Look down the left cylinder head chain cavity. The timing dot on the counter balance shaft drive gear should be in the 6 oclock position (2).
TIMING - SINGLE CAMSHAFT

NOTE: to adjust the timing on one camshaft, preform the following procedure. 1. Using Chain Tensioner Wedge, Special Tool 8379 (2), stabilize the secondary chain drive (3). For reference purposes, mark the chain-to-sprocket position.
2. Remove the camshaft drive gear retaining bolt.
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3. Carefully remove the camshaft drive gear (2) from the camshaft. 4. Re-index the camshaft drive gear in the chain until the V6 mark is at the same position as the V6 mark on the opposite camshaft drive gear.
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5. Using Special Tool 8428 Camshaft Wrench (2), rotate the camshaft until the alignment dowel on the camshaft is aligned with the slot in the camshaft drive gear. CAUTION: Remove excess oil from camshaft sprocket retaining bolt before reinstalling bolt. Failure to do so may cause over-torqueing of bolt resulting in bolt failure.
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6. Position the camshaft drive gear onto the camshaft, remove oil from bolt then install the retaining bolt. Using Special Tools, Spanner Wrench 6958 with Adapter Pins 8346 (4) and a suitable torque wrench (1), tighten retaining bolt to 122 Nm (90 ft. Lbs.). 7. Remove Special Tool 8379. 8. Rotate the crankshaft two full revolutions, then verify that the camshaft drive gear V6 marks are in fact aligned. 9. Install the cylinder head covers (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION).
SHAFT-BALANCE
REMOVAL
1. Remove the primary and secondary timing chains. (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL). NOTE: The balance shaft and gear are serviced as an assembly. Do not attempt to remove the gear from the balance shaft.Remove the retaining bolt (4) from the counterbalance shaft thrust plate (2).
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2. Using Special Tool 8641 Counterbalance shaft remover/installer tool (1), remove the counterbalance shaft from the engine.
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INSTALLATION
NOTE: The balance shaft and gear are serviced as an assembly. Do not attempt to remove the gear from the balance shaft. 1. Coat counterbalance shaft bearing journals with clean engine oil. NOTE: The balance shaft is heavy, and care should be used when installing shaft, so bearings are not damaged. 2. Using Special Tool 8641 Counterbalance shaft remover/installer tool, carefully install counterbalance shaft into engine. 3. 4. 5. 6. Install Counterbalance shaft thrust plate retaining bolt finger tight.Do not tighten bolt at this time. Position the right side of the thrust plate with the right chain guide bolt, install bolt finger tight. Torque the thrust plate retaining bolt to 28 Nm (250 in. lbs.). Remove the chain guide bolt so that guide can be installed.
IDLER SHAFT
REMOVAL
1. Remove the primary and secondary timing chains and sprockets. Refer to procedure in this section. NOTE: To remove the idler shaft, it is necessary to tap threads into the shaft, to install the removal tool. 2. Using a 12 mm X 1.75 tap, cut threads in the idler shaft center bore. 3. Cover the radiator core with a suitable cover. CAUTION: Use care when removing the idler shaft, Do not strike the radiator cooling fins with the slide hammer. 4. Using Special Tool 8517 Slide Hammer, remove the idler shaft.
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INSTALLATION
1. Thoroughly clean the idler shaft bore. 2. Position the idler shaft in the bore. NOTE: The two lubrication holes in the idler shaft do not require any special alignment. NOTE: Before using the retaining bolt to install the idler shaft, coat the threads and the pilot on the idler shaft, with clean engine oil. 3. Using the primary idler sprocket retaining bolt and washer, carefully draw the idler shaft into the bore until fully seated. 4. Coat the idler shaft with clean engine oil. 5. Install the timing chains and sprockets. Refer to procedure in this section.
COVER - TIMING
REMOVAL
1. Disconnect the battery negative cable. 2. Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 3. Remove electric cooling fan and fan shroud assembly. 4. Remove radiator fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL). 5. Disconnect both heater hoses at timing cover. 6. Disconnect lower radiator hose at engine. 7. Remove accessory drive belt tensioner assembly (1). 8. Remove crankshaft damper (Refer to 9 - ENGINE/ ENGINE BLOCK/VIBRATION DAMPER REMOVAL). 9. Remove the generator (Refer to 8 - ELECTRICAL/ CHARGING/GENERATOR - REMOVAL). 10. Remove A/C compressor (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - REMOVAL). CAUTION: The 3.7L engine uses an anerobic sealer instead of a gasket to seal the front cover to the engine block, from the factory. For service, Mopar Grey Engine RTV sealant must be substituted. NOTE: It is not necessary to remove the water pump for timing cover removal.
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11. Remove the bolts holding the timing cover to engine block. 12. Remove the timing cover.
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INSTALLATION
CAUTION: Do not use oil based liquids to clean timing cover or block surfaces. Use only rubbing alcohol, along with plastic or wooden scrapers. Use no wire brushes or abrasive wheels or metal scrapers, or damage to surfaces could result. 1. Clean timing chain cover and block surface using rubbing alcohol. CAUTION: The 3.7L uses a special anerobic sealer instead of a gasket to seal the timing cover to the engine block, from the factory. For service repairs, Mopar Engine RTV must be used as a substitute. 2. Inspect the water passage o-rings (2) for any damage, and replace as necessary. 3. Apply Mopar Engine RTV sealer to front cover as shown (3) using a 3 to 4mm thick bead.
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4. Install cover. Tighten fasteners in sequence as shown in to 58 Nm (43 ft. lbs.). 5. Install crankshaft damper (Refer to 9 - ENGINE/ ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION). 6. Install the A/C compressor (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - INSTALLATION). 7. Install the generator (Refer to 8 - ELECTRICAL/ CHARGING/GENERATOR - INSTALLATION). 8. Install accessory drive belt tensioner (Refer to 7 COOLING/ACCESSORY DRIVE/BELT TENSIONERS - INSTALLATION). 9. Install radiator upper and lower hoses. 10. Install both heater hoses. 11. Install radiator fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION). 12. Fill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE). 13. Connect the battery negative cable.
TIMING CHAIN & SPROCKETS

REMOVAL
1. Disconnect negative cable from battery. 2. Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 3. Remove right and left cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL). 4. Remove radiator fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL). 5. Rotate engine until timing mark (2) on crankshaft damper aligns with TDC mark on timing chain cover (1).
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6. Make sure the camshaft sprocket V6 marks (1) are at the 12 oclock position (No. 1 TDC exhaust stroke). 7. Remove power steering pump (Refer to 19 STEERING/PUMP - REMOVAL).
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8. Remove access plugs (1 and 2) from left and right cylinder heads for access to chain guide fasteners. 9. Remove the oil fill housing to gain access to the right side tensioner arm fastener. 10. Remove crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL) and timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL). 11. Collapse and pin primary chain tensioner. CAUTION: Plate behind left secondary chain tensioner could fall into oil pan. Therefore, cover pan opening. 12. Remove secondary chain tensioners.
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13. Remove camshaft position sensor (2).
CAUTION: Care should be taken not to damage camshaft target wheel. Do not hold target wheel while loosening or tightening camshaft sprocket. Do not place the target wheel near a magnetic source of any kind. A damaged or magnetized target wheel could cause a vehicle no start condition. CAUTION: Do not forcefully rotate the camshafts or crankshaft independently of each other. Damaging intake valve to piston contact will occur. Ensure negative battery cable is disconnected to guard against accidental starter engagement. 14. Remove left and right camshaft sprocket bolts. 15. While holding the left camshaft steel tube with Special Tool 8428 Camshaft Wrench (2) , remove the left camshaft sprocket. Slowly rotate the camshaft approximately 5 degrees clockwise to a neutral position. 16. While holding the right camshaft steel tube with Special Tool 8428 Camshaft Wrench (2), remove the right camshaft sprocket. 17. Remove idler sprocket assembly bolt. 18. Slide the idler sprocket assembly and crank sprocket forward simultaneously to remove the primary and secondary chains. 19. Remove both pivoting tensioner arms and chain guides. 20. Remove primary chain tensioner.
INSPECTION
Inspect the following components: Sprockets for excessive tooth wear. Some tooth markings are normal and not a cause for sprocket replacement.
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Idler sprocket assembly bushing and shaft for excessive wear. Idler sprocket assembly spline joint. The joint should be tight with no backlash or axial movement. Chain guides and tensioner arms. Replace these parts if grooving in plastic face is more than 1 mm (0.039 in.) deep. If plastic face is severely grooved or melted, the tensioner lube jet may be clogged. The tensioner should be replaced. Secondary chain tensioner piston and ratcheting device. Inspect for evidence of heavy contact between tensioner piston and tensioner arm. If this condition exist the tensioner tensioner arm and chain should be replaced. Primary chain tensioner plastic faces. Replace as required.
INSTALLATION
1. Using a vise, lightly compress the secondary chain tensioner piston until the piston step (5) is flush with the tensioner body. Using a pin or suitable tool, release ratchet pawl (4) by pulling pawl back against spring force through access hole on side of tensioner. While continuing to hold pawl back, Push ratchet device to approximately 2 mm from the tensioner body. Install Special Tool 8514 lock pin (2) into hole on front of tensioner. Slowly open vise to transfer piston spring force to lock pin. 2. Position primary chain tensioner over oil pump and insert bolts into lower two holes on tensioner bracket. Tighten bolts to 28 Nm (250 in. lbs.). 3. Install right side chain tensioner arm. Install Torx bolt. Tighten Torx bolt to 28 Nm (250 in. lbs.). CAUTION: The silver bolts retain the guides to the cylinder heads and the black bolts retain the guides to the engine block. 4. Install the left side chain guide. Tighten the bolts to 28 Nm (250 in. lbs.). 5. Install left side chain tensioner arm, and Torx bolt. Tighten Torx bolt to 28 Nm (250 in. lbs.). 6. Install the right side chain guide. Tighten the bolts to 28 Nm (250 in. lbs.).
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7. Install both secondary chains onto the idler sprocket (2). Align two plated links on the secondary chains to be visible through the two lower openings on the idler sprocket (4 oclock and 8 oclock). Once the secondary timing chains are installed, position special tool 8429 ( 1) to hold chains in place for installation. 8. Align primary chain double plated links with the timing mark at 12 oclock on the idler sprocket. Align the primary chain single plated link with the timing mark at 6 oclock on the crankshaft sprocket. 9. Lubricate idler shaft and bushings with clean engine oil. NOTE: The idler sprocket must be timed to the counterbalance shaft drive gear before the idler sprocket is fully seated.
10. Install all chains, crankshaft sprocket, and idler sprocket as an assembly. After guiding both secondary chains through the block and cylinder head openings, affix chains with a elastic strap or equivalent. This will maintain tension on chains to aid in installation. Align the timing mark (2) on the idler sprocket gear (3) to the timing mark on the counterbalance shaft drive gear (1), then seat idler sprocket fully. Before installing idler sprocket bolt, lubricate washer with oil, and tighten idler sprocket assembly retaining bolt to 34 Nm (25 ft. lbs.). NOTE: It will be necessary to slightly rotate camshafts for sprocket installation. 11. Align left camshaft sprocket L dot to plated link on chain. 12. Align right camshaft sprocket R dot to plated link on chain. CAUTION: Remove excess oil from the camshaft sprocket bolt. Failure to do so can result in overtorque of bolt resulting in bolt failure. 13. Remove Special Tool 8429, then attach both sprockets to camshafts. Remove excess oil from bolts, then Install sprocket bolts, but do not tighten at this time. 14. Verify that all plated links are aligned with the marks on all sprockets and the V6 marks on camshaft sprockets are at the 12 oclock position. CAUTION: Ensure the plate between the left secondary chain tensioner and block is correctly installed. 15. Install both secondary chain tensioners. Tighten bolts to 28 Nm (250 in. lbs.). NOTE: Left and right secondary chain tensioners are not common. 16. Remove all locking pins (3) from tensioners.
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CAUTION: After pulling locking pins out of each tensioner, DO NOT manually extend the tensioner(s) ratchet. Doing so will over tension the chains, resulting in noise and/or high timing chain loads.
17. Using Special Tool 6958, Spanner with Adaptor Pins 8346 (4) , tighten left. camshaft sprocket bolts to 122 Nm (90 ft. lbs.).
18. Using Special Tool 6958, Spanner with Adaptor Pins 8346 (2) , tighten right camshaft sprocket bolts to 122 Nm (90 ft. lbs.). 19. Rotate engine two full revolutions. Verify timing marks are at the follow locations: primary chain idler sprocket dot is at 12 oclock primary chain crankshaft sprocket dot is at 6 oclock secondary chain camshaft sprockets V6 marks are at 12 oclock counterbalancer shaft drive gear dot is aligned to the idler sprocket gear dot 20. Lubricate all three chains with engine oil.
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21. After installing all chains, it is recommended that the idler gear end play be checked. The end play must be within 0.10 -0.25 mm (0.004 - 0.010 in.). If not within specification, the idler gear ( 1) must be replaced. 22. Install timing chain cover and crankshaft damper (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION) and (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION). 23. Install cylinder head covers (Refer to 9 - ENGINE/ CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).
NOTE: Before installing threaded plug in right cylinder head, the plug must be coated with sealant to prevent leaks. 24. Coat the large threaded access plug (2) with Mopar Thread Sealant with Teflon, then install into the right cylinder head and tighten to 81 Nm (60 ft. lbs.). 25. Install the oil fill housing. 26. Install access plug (1) in left cylinder head. 27. Install power steering pump (Refer to 19 STEERING/PUMP - INSTALLATION). 28. Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 29. Connect negative cable to battery.
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TABLE OF CONTENTS
page page CLEANING . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION - LEFT SIDE . . . . . . . . . . . VALVES & SEATS - INTAKE/EXHAUST DESCRIPTION ..................... STANDARD PROCEDURE - REFACING .. REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . ROCKER ARM - VALVE DESCRIPTION ..................... REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . SPRINGS - VALVE DESCRIPTION ..................... SEALS-VALVE GUIDE DESCRIPTION ..................... CYLINDER HEAD - RIGHT DESCRIPTION DESCRIPTION - CYLINDER HEAD .... DESCRIPTION - VALVE GUIDES . . . . . . DIAGNOSIS AND TESTING CYLINDER HEAD GASKET . . . . . . . . . . DIAGNOSIS AND TESTING - HYDRAULIC LASH ADJUSTER . . . . . . . . . . . . . . . . . . REMOVAL - RIGHT CYLINDER HEAD . . . . CLEANING . . . . . . . . . . . . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION - RIGHT CYLINDER HEAD CAMSHAFT - RIGHT DESCRIPTION ..................... REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . COVER - CYLINDER HEAD - RIGHT DESCRIPTION ..................... REMOVAL - RIGHT SIDE . . . . . . . . . . . . . . CLEANING . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION - RIGHT SIDE . . . . . . . . . . VALVES & SEATS - INTAKE/EXHAUST DESCRIPTION ..................... STANDARD PROCEDURE - REFACING .. REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . ROCKER ARM - VALVE DESCRIPTION ..................... REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . SPRINGS - VALVE DESCRIPTION ..................... SEALS - VALVE GUIDE DESCRIPTION ..................... ENGINE BLOCK DESCRIPTION ..................... . . 1339 . . 1339 . . . . . 1339 . 1340 . 1340 . 1342
ENGINE - 4.7L SERVICE INFORMATION DESCRIPTION - 4.7L ENGINE . . . . . . . . . . DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - INTRODUCTION . . . . . . . . DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE . . . . . . . DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL . . . . . . . . . DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION . . . . . . . . . DIAGNOSIS AND TESTING - CYLINDER COMPRESSION PRESSURE . . . . . . . . . DIAGNOSIS AND TESTING - CYLINDER COMBUSTION PRESSURE LEAKAGE . . STANDARD PROCEDURE STANDARD PROCEDURE - REPAIR DAMAGED OR WORN THREADS . . . . . STANDARD PROCEDURE - FORM-INPLACE GASKETS AND SEALERS . . . . . ENGINE GASKET SURFACE PREPARATION . . . . . . . . . . . . . . . . . . . . ENGINE CORE AND OIL GALLERY PLUGS REMOVAL - ENGINE . . . . . . . . . . . . . . . . . INSTALLATION - ENGINE . . . . . . . . . . . . . SPECIFICATIONS SPECIFICATIONS - 4.7L ENGINE . . . . . . TORQUE . . . . . . . . . . . . . . . . . . . . . . . . SPECIAL TOOLS 4.7L ENGINE . . . . . . . . . . . . . . . . . . . . . CLEANER-AIR ELEMENT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . CYLINDER HEAD - LEFT DESCRIPTION DESCRIPTION - CYLINDER HEAD .... DESCRIPTION - VALVE GUIDES . . . . . . DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - HYDRAULIC LASH ADJUSTER . . . . . . . . . . . . . . . . . . CYLINDER HEAD GASKET . . . . . . . . . . REMOVAL - LEFT CYLINDER HEAD . . . . . CLEANING . . . . . . . . . . . . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION - LEFT CYLINDER HEAD . CAMSHAFT - LEFT DESCRIPTION ..................... REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . COVER - CYLINDER HEAD - LEFT DESCRIPTION ..................... REMOVAL - LEFT SIDE . . . . . . . . . . . . . . .
. . 1293
. . 1294 . . 1295 . . 1296 . . 1297 . . 1298 . . 1299
. . 1343 . . 1343 . . 1344 . . 1344 . . 1344
. . 1299 . . 1300 . . 1300 . 1301 . . 1302 . . 1308 . . 1314 . . 1319 . . 1320 . . 1324 . . 1325
. . 1344 . . 1344 . . 1344 . . . . . . 1345 . 1346 . 1348 . 1348 . 1349
. . 1351 . . 1352 . . 1355 . . . . . . . . . 1358 . 1358 . 1359 . 1359 . 1359 . 1360 . 1360 . 1362
. . 1325 . . 1325
. . . . . .
. 1325 . 1326 . 1327 . 1330 . 1330 . 1330
. . 1363 . . 1363 . . 1364 . . 1364 . . 1364 . . 1364
. . 1333 . . 1334 . . 1336 . . 1339 . . 1339
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DIAGNOSIS AND TESTING - REAR SEAL AREA LEAKS . . . . . . . . . . . . . . . . . . . . . . . 1394 DIAGNOSIS AND TESTING - ENGINE OIL LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1395 OIL STANDARD PROCEDURE - ENGINE OIL SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 1396 FILTER - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1397 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1397 PAN - ENGINE OIL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1398 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1398 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 1399 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1400 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1400 SWITCH - OIL PRESSURE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1401 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 1401 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1402 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1402 PUMP - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1402 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 1402 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 1402 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1403 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 1405 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1405 MANIFOLD - INTAKE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1405 DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKAGE . . . . . . . . . . . . . . . . 1405 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1406 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 1407 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1407 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1407 MANIFOLD - EXHAUST LEFT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1408 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1408 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 1409 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1409 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1409 MANIFOLD - EXHAUST RIGHT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1410 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1410 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 1411 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1411 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1411 VALVE TIMING DESCRIPTION - TIMING DRIVE SYSTEM . . . 1412 OPERATION - TIMING DRIVE SYSTEM . . . . . 1412 STANDARD PROCEDURE STANDARD PROCEDURE - ENGINE TIMING - VERIFICATION . . . . . . . . . . . . . . . . . . . . . 1413 STANDARD PROCEDURE - MEASURING TIMING CHAIN WEAR . . . . . . . . . . . . . . . . 1417 COVER - TIMING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1418 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1419
STANDARD PROCEDURE - CYLINDER BORE HONING . . . . . . . . . . . . . . . . . . . . . . . . . . . 1365 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 1365 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1366 BEARINGS-CONNECTING ROD STANDARD PROCEDURE - CONNECTING ROD BEARING FITTING . . . . . . . . . . . . . . 1366 CRANKSHAFT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1369 STANDARD PROCEDURE MEASURING CRANKSHAFT END PLAY . . 1369 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1370 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1370 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1371 BEARINGS - CRANKSHAFT MAIN STANDARD PROCEDURE - CRANKSHAFT MAIN BEARING - FITTING . . . . . . . . . . . . . 1373 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1374 SEAL - CRANKSHAFT OIL - FRONT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1375 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1376 CRANKSHAFT OIL SEAL - REAR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1376 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1377 FLEX PLATE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1378 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1378 ROD - PISTON & CONNECTING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1379 STANDARD PROCEDURE PISTON FITTING . . . . . . . . . . . . . . . . . . . . 1379 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1380 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 1381 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1381 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1381 RINGS - PISTON STANDARD PROCEDURE - PISTON RING FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 1383 DAMPER - CRANKSHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1385 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1386 STRUCTURAL COVER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1387 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 1387 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1387 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1388 MOUNT-ENGINE FRONT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1388 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1389 MOUNT-ENGINE REAR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1389 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1390 LUBRICATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1391 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 1392 DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . 1394
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TIMING CHAIN & SPROCKETS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1419 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1423 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1423
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SHAFT - IDLER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1426 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1427

DESCRIPTION - 4.7L ENGINE
The 4.7 liter (287 CID) eight-cylinder engine is an 90 single overhead camshaft engine. The cast iron cylinder block is made up of two different components; the first component is the cylinder bore and upper block, the second component is the bedplate that comprises the lower portion of the cylinder block and houses the lower half of the crankshaft main bearings. The cylinders are numbered from front to rear with the left bank being numbered 1,3,5 and 7, and the right bank being numbered 2,4,6 and 8. The firing order is 18436572.
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The engine serial number (1) is located at the right front side of the engine block.
DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - INTRODUCTION

Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine maintenance. These malfunctions may be classified as either performance (e.g., engine idles rough and stalls) or mechanical (e.g., a strange noise). (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) - PERFORMANCE and (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)MECHANICAL for possible causes and corrections of malfunctions. (Refer to 14 - FUEL SYSTEM/ FUEL DELIVERY - DIAGNOSIS AND TESTING) and (Refer to 14 - FUEL SYSTEM/FUEL INJECTION - DIAGNOSIS AND TESTING) for the fuel system diagnosis. Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be isolated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided within the following diagnosis: Cylinder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). Cylinder Combustion Pressure Leakage Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). Engine Cylinder Head Gasket Failure Diagnosis (Refer to 9 - ENGINE/CYLINDER HEAD - DIAGNOSIS AND TESTING). Intake Manifold Leakage Diagnosis (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - DIAGNOSIS AND TESTING).
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CONDITION ENGINE WILL NOT START
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DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE

POSSIBLE CAUSE 1. Weak battery 2. Corroded or loose battery connections. 3. Faulty starter. CORRECTION 1. Charge or replace as necessary. 2. Clean and tighten battery connections. Apply a coat of light mineral grease to the terminals. 3. (Refer to 8 - ELECTRICAL/ STARTING - DIAGNOSIS AND TESTING). 4. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/IGNITION COIL - REMOVAL). 5. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/SPARK PLUG - CLEANING). 6. Clean system and replace fuel filter. 7. Repair or replace as necessary. 1. (Refer to 14 - FUEL SYSTEM/ FUEL INJECTION/IDLE AIR CONTROL MOTOR - REMOVAL). 2. Refer to Powertrain Diagnosis Information. 3. Inspect intake manifold and vacuum hoses, repair or replace as necessary. 4. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/IGNITION COIL - REMOVAL). 5. (Refer to 9 - ENGINE/VALVE TIMING - STANDARD PROCEDURE). 1. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/SPARK PLUG - CLEANING). 2. Clean system and replace fuel filter. 3. Refer to the Appropriate Diagnostic Information 4. Replace cylinder head gasket. 5. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING). 6. Replace as necessary. 7. Inspect and replace as necessary. 8. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/IGNITION COIL - REMOVAL).
4. Faulty coil or control unit.
6. Dirt or water in fuel system. 7. Faulty fuel pump, relay or wiring. ENGINE STALLS OR ROUGH IDLE 1. Idle speed set to low.
2. Idle mixture too lean or too rich. 3. Vacuum leak.
4. Faulty coil.
5. Incorrect engine timing.
ENGINE LOSS OF POWER
1. Dirty or incorrectly gapped spark plugs. 2. Dirt or water in fuel system. 3. Faulty fuel pump. 4. Blown cylinder head gasket. 5. Low compression. 6. Burned, warped or pitted valves. 7. Plugged or restricted exhaust system. 8. Faulty coil.
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CONDITION POSSIBLE CAUSE 1. Spark plugs dirty or incorrectly gapped. 2. Dirt in fuel system. 3. Burned, warped or pitted valves. 4. Faulty coil. CORRECTION
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1. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/SPARK PLUG - CLEANING). 2. Clean fuel system. 3. Replcae as necessary. 4. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/IGNITION COIL - REMOVAL). 1. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/SPARK PLUG - CLEANING). 2. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/IGNITION COIL - REMOVAL). 3. Clean system and replace fuel filter.
ENGINE MISSES ON ACCELERATION
ENGINE MISSES AT HIGH SPEED
1. Spark plugs dirty or incorrectly gapped. 2. Faulty coil.
3. Dirt or water in fuel system.
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL

CONDITION NOISY VALVES POSSIBLE CAUSES 1. High or low oil level in crankcase. 2. Thin or diluted oil. 3. Low oil pressure. CORRECTIONS 1. (Refer to LUBRICATION & MAINTENANCE SPECIFICATIONS) 2. Change oil and filter. 3. Check oil pump, if Ok, check rod and main bearings for excessive wear. 4. Replace as necessary. 5. Replace as necessary. 6. Replace as necessary. 7. (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS - STANDARD PROCEDURE) 8. (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS - STANDARD PROCEDURE)
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CONDITION CONNECTING ROD NOISE

POSSIBLE CAUSES 1. Insufficient oil supply. CORRECTIONS
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1. (Refer to LUBRICATION & MAINTENANCE SPECIFICATIONS) 2. Check oil pump, if Ok, check rod and main bearings for excessive wear. 3. Change oil and filter. 4. Replace as necessary. 5. Service or replace crankshaft. 6. Replace bent connecting rods. 1. (Refer to LUBRICATION & MAINTENANCE SPECIFICATIONS) 2. Check oil pump, if Ok, check rod and main bearings for excessive wear. 3. Change oil and filter. 4. Replace as necessary. 5. Check thrust washers for wear. 6. Service or replace crankshaft. 7. Tighten to correct torque
3. Thin or diluted oil. 4. Excessive bearing clearance. 5. Connecting rod journal out-of-round. 6. Misaligned connecting rods. MAIN BEARING NOISE 1. Insufficient oil supply.
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION

CONDITION OIL LEAKS POSSIBLE CAUSES 1. Gaskets and O-Rings. (a) Misaligned or damaged. (b) Loose fasteners, broken or porous metal parts. 2. Crankshaft rear seal CORRECTION 1. (a) Replace as necessary. (b) Tighten fasteners, Repair or replace metal parts. 2. Replace as necessary (Refer to 9 - ENGINE/ENGINE BLOCK/ CRANKSHAFT OIL SEAL - REAR REMOVAL). 3. Polish or replace crankshaft. 4. Replace oil pan (Refer to 9 ENGINE/LUBRICATION/OIL PAN REMOVAL). 5. Replace seal (Refer to 9 ENGINE/ENGINE BLOCK/ CRANKSHAFT OIL SEAL - FRONT - REMOVAL). 6. Polish or replace damper.
3. Crankshaft seal flange. Scratched, nicked or grooved. 4. Oil pan flange cracked.
5. Timing chain cover seal, damaged or misaligned.
6. Scratched or damaged vibration damper hub.
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CONDITION POSSIBLE CAUSES 1. Low oil level. 2. Faulty oil pressure sending unit. CORRECTION 1. Check and correct oil level.
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OIL PRESSURE DROP
2. Replace sending unit (Refer to 9 - ENGINE/LUBRICATION/OIL PRESSURE SENSOR/SWITCH REMOVAL). 3. Check oil pump and bearing clearance. 4. Replace oil filter (Refer to 9 ENGINE/LUBRICATION/OIL FILTER - REMOVAL). 5. Replace oil pump (Refer to 9 ENGINE/LUBRICATION/OIL PUMP - REMOVAL). 6. Change oil and filter. 7. Replace as necessary. 8. Replace oil pump (Refer to 9 ENGINE/LUBRICATION/OIL PUMP - REMOVAL). 9. Replace as necessary. 1. Hone cylinder bores and replace rings. 2. Replace rings (Refer to 9 ENGINE/ENGINE BLOCK/PISTON RINGS - STANDARD PROCEDURE). 3. Replace rings (Refer to 9 ENGINE/ENGINE BLOCK/PISTON RINGS - STANDARD PROCEDURE). 4. Ream guides and replace valves (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS - STANDARD PROCEDURE). 5. Replace valve guide seals.
3. Low oil pressure. 4. Clogged oil filter.
5. Worn oil pump.
6. Thin or diluted oil. 7. Excessive bearing clearance. 8. Oil pump relief valve stuck.
9. Oil pick up tube loose, damaged or clogged. OIL PUMPING AT RINGS; SPARK PLUGS FOULING 1. Worn or damaged rings. 2. Carbon in oil ring slots.
3. Incorrect ring size installed.
4. Worn valve guides.
5. Leaking valve guide seals.
DIAGNOSIS AND TESTING - CYLINDER COMPRESSION PRESSURE

The results of a cylinder compression pressure test can be utilized to diagnose several engine malfunctions. Ensure the battery is completely charged and the engine starter motor is in good operating condition. Otherwise the indicated compression pressures may not be valid for diagnosis purposes. 1. Clean the spark plug recesses with compressed air. 2. Remove the spark plugs. 3. Secure the throttle in the wide-open position. 4. Disable the fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - DESCRIPTION). 5. Remove the ASD relay (Refer to 8 - ELECTRICAL/IGNITION CONTROL/AUTO SHUT DOWN RELAY REMOVAL). 6. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three revolutions. 7. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders.
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8. (Refer to 9 - ENGINE - SPECIFICATIONS) for the correct engine compression pressures.
DIAGNOSIS AND TESTING - CYLINDER COMBUSTION PRESSURE LEAKAGE

The combustion pressure leakage test provides an accurate means for determining engine condition. Combustion pressure leakage testing will detect: Exhaust and intake valve leaks (improper seating). Leaks between adjacent cylinders or into water jacket. Any causes for combustion/compression pressure loss. 1. Check the coolant level and fill as required. DO NOT install the radiator cap. 2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF. 3. Remove the spark plugs. 4. Remove the oil filler cap. 5. Remove the air cleaner hose. 6. Calibrate the tester according to the manufacturers instructions. The shop air source for testing should maintain 483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended. 7. Perform the test procedures on each cylinder according to the tester manufacturers instructions. Set piston of cylinder to be tested at TDC compression,While testing, listen for pressurized air escaping through the throttle body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant. All gauge pressure indications should be equal, with no more than 25% leakage. FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the cylinder. Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART . CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART CONDITION AIR ESCAPES THROUGH THROTTLE BODY POSSIBLE CAUSE Intake valve bent, burnt, or not seated properly CORRECTION Inspect valve and valve seat. Reface or replace, as necessary. Inspect valve springs. Replace as necessary. Inspect valve and valve seat. Reface or replace, as necessary. Inspect valve springs. Replace as necessary. Remove cylinder head and inspect. Replace defective part Remove cylinder head and inspect. Replace gasket, head, or block as necessary Inspect for broken rings or piston. Measure ring gap and cylinder diameter, taper and out-of-round. Replace defective part as necessary
STANDARD PROCEDURE STANDARD PROCEDURE - REPAIR DAMAGED OR WORN THREADS

CAUTION: Be sure that the tapped holes maintain the original center line. Damaged or worn threads can be repaired. Essentially, this repair consists of: Drilling out worn or damaged threads.
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Tapping the hole with a special Heli-Coil Tap, or equivalent. Installing an insert into the tapped hole to bring the hole back to its original thread size.
STANDARD PROCEDURE - FORM-IN-PLACE GASKETS AND SEALERS

There are numerous places where form-in-place gaskets are used on the engine. Care must be taken when applying form-in-place gaskets to assure obtaining the desired results. Do not use form-in-place gasket material unless specified. Bead size, continuity, and location are of great importance. Too thin a bead can result in leakage while too much can result in spill-over which can break off and obstruct fluid feed lines. A continuous bead of the proper width is essential to obtain a leak-free gasket. There are numerous types of form-in-place gasket materials that are used in the engine area. Mopar Engine RTV GEN II, Mopar ATF-RTV, and Mopar Gasket Maker gasket materials, each have different properties and can not be used in place of the other. MOPAR ENGINE RTV GEN II Mopar Engine RTV GEN II is used to seal components exposed to engine oil. This material is a specially designed black silicone rubber RTV that retains adhesion and sealing properties when exposed to engine oil. Moisture in the air causes the material to cure. This material is available in three ounce tubes and has a shelf life of one year. After one year this material will not properly cure. Always inspect the package for the expiration date before use. MOPAR ATF RTV Mopar ATF RTV is a specifically designed black silicone rubber RTV that retains adhesion and sealing properties to seal components exposed to automatic transmission fluid, engine coolants, and moisture. This material is available in three ounce tubes and has a shelf life of one year. After one year this material will not properly cure. Always inspect the package for the expiration date before use. MOPAR GASKET MAKER Mopar Gasket Maker is an anaerobic type gasket material. The material cures in the absence of air when squeezed between two metallic surfaces. It will not cure if left in the uncovered tube. The anaerobic material is for use between two machined surfaces. Do not use on flexible metal flanges. MOPAR GASKET SEALANT Mopar Gasket Sealant is a slow drying, permanently soft sealer. This material is recommended for sealing threaded fittings and gaskets against leakage of oil and coolant. Can be used on threaded and machined parts under all temperatures. This material is used on engines with multi-layer steel (MLS) cylinder head gaskets. This material also will prevent corrosion. Mopar Gasket Sealant is available in a 13 oz. aerosol can or 4oz./16 oz. can w/applicator.
FORM-IN-PLACE GASKET AND SEALER APPLICATION

Assembling parts using a form-in-place gasket requires care but its easier than using precut gaskets. Mopar Gasket Maker material should be applied sparingly 1 mm (0.040 in.) diameter or less of sealant to one gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off. Components should be torqued in place within 15 minutes. The use of a locating dowel is recommended during assembly to prevent smearing material off the location. Mopar Engine RTV GEN II or ATF RTV gasket material should be applied in a continuous bead approximately 3 mm (0.120 in.) in diameter. All mounting holes must be circled. For corner sealing, a 3.17 or 6.35 mm (1/8 or 1/4 in.) drop is placed in the center of the gasket contact area. Uncured sealant may be removed with a shop towel. Components should be torqued in place while the sealant is still wet to the touch (within 10 minutes). The usage of a locating dowel is recommended during assembly to prevent smearing material off the location. Mopar Gasket Sealant in an aerosol can should be applied using a thin, even coat sprayed completely over both surfaces to be joined, and both sides of a gasket. Then proceed with assembly. Material in a can w/applicator can be brushed on evenly over the sealing surfaces. Material in an aerosol can should be used on engines with multilayer steel gaskets.
ENGINE GASKET SURFACE PREPARATION

To ensure engine gasket sealing, proper surface preparation must be performed, especially with the use of aluminum engine components and multi-layer steel cylinder head gaskets. Never use the following to clean gasket surfaces:
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Metal scraper Abrasive pad or paper to clean cylinder block and head High speed power tool with an abrasive pad or a wire brush NOTE: Multi-Layer Steel (MLS) head gaskets require a scratch free sealing surface. Only use the following for cleaning gasket surfaces: Solvent or a commercially available gasket remover Plastic or wood scraper Drill motor with 3M Roloc Bristle Disc (white or yellow)
CAUTION: Excessive pressure or high RPM (beyond the recommended speed), can damage the sealing surfaces. The mild (white, 120 grit) bristle disc is recommended. If necessary, the medium (yellow, 80 grit) bristle disc may be used on cast iron surfaces with care.
ENGINE CORE AND OIL GALLERY PLUGS

Using a blunt tool such as a drift and a hammer, strike the bottom edge of the cup plug. With the cup plug rotated, grasp firmly with pliers or other suitable tool and remove plug. CAUTION: Do not drive cup plug into the casting as restricted cooling can result and cause serious engine problems. Thoroughly clean inside of cup plug hole in cylinder block or head. Be sure to remove old sealer. Lightly coat inside of cup plug hole with Mopar Stud and Bearing Mount. Make certain the new plug is cleaned of all oil or grease. Using proper drive plug, drive plug into hole so that the sharp edge of the plug is at least 0.5 mm (0.020 in.) inside the lead-in chamfer. It is not necessary to wait for curing of the sealant. The cooling system can be refilled and the vehicle placed in service immediately.
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REMOVAL - ENGINE
1. Remove the strut tower support (1). 2. Release fuel rail pressure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE) then disconnect the fuel supply quick connect fitting at the fuel rail (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE). 3. Disconnect the battery negative and positive cables. 4. Disconnect two ground straps from the lower left hand side and one ground strap from the lower right hand side of the engine.
5. Remove the through bolt retaining nut and bolt (3) from both the left and right side engine mounts.
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6. Disconnect crankshaft position sensor (1).
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7. Remove exhaust crossover pipe from exhaust manifolds. 8. Remove structural cover (Refer to 9 - ENGINE/ENGINE BLOCK/STRUCTURAL COVER REMOVAL).
9. Remove starter (4) (Refer to 8 - ELECTRICAL/ STARTING/STARTER MOTOR - REMOVAL).
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10. Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 11. Remove torque converter bolts (3) (Automatic Transmission Only).
12. Remove transmission to engine mounting bolts (3). 13. Disconnect the engine block heater power cable from the block heater, if equipped. 14. Lower vehicle. 15. Remove throttle body resonator assembly and air inlet hose. 16. Disconnect throttle and speed control cables.
17. Disconnect tube from both the left and right side crankcase breathers (1). Remove breathers.
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18. Discharge A/C system (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/REFRIGERANT - STANDARD PROCEDURE). 19. Remove A/C compressor (2) (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - REMOVAL).
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20. Remove shroud, fan assembly (Refer to 7 COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - REMOVAL) and accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/ DRIVE BELTS - REMOVAL). 21. Disconnect transmission oil cooler lines at the radiator. 22. Disconnect radiator upper and lower hoses. 23. Remove radiator (Refer to 7 - COOLING/ENGINE/ RADIATOR - REMOVAL), A/C condenser (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C CONDENSER - REMOVAL) and transmission oil cooler. 24. Remove generator (3) (Refer to 8 - ELECTRICAL/ CHARGING/GENERATOR - REMOVAL).
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25. Disconnect the two heater hoses from the timing chain cover and heater core. 26. Unclip (2) and remove heater hoses (1) and tubes from the intake manifold.
27. Disconnect engine harness at the following points : Intake air temperature (IAT) sensor (4) Fuel Injectors Throttle Position (TPS) Switch (2) Idle Air Control (IAC) Motor (3) Engine Oil Pressure Switch Engine Coolant Temperature (ECT) Sensor Manifold absolute pressure (MAP) Sensor Camshaft Position (CMP) Sensor Coil Over Plugs 28. Disconnect the vacuum lines at the throttle body and intake manifold. 29. Remove power steering pump and position out of the way.
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30. Install Special Tools 8400 Lifting Studs, into the cylinder heads. 31. Install Engine Lifting Fixture Special Tool 8347 (3) following these steps. Holding the lifting fixture at a slight angle, slide the large bore in the front plate over the hex portion of the lifting stud. Position the two remaining fixture arms onto the two Special Tools 8400 Lifting Studs, in the cylinder heads. Pull foward and upward on the lifting fixture so that the lifting stud rest in the slotted area below the large bore. Secure the lifting fixture to the three studs using three 7/16 14 N/C locknuts. Make sure the lifting loop in the lifting fixture is in the last hole (closest to the throttle body) to minimize the angle of engine during removal.
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32. Disconnect body ground strap (3) at the right side cowl.
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33. Disconnect body ground strap (2) at the left side cowl. NOTE: It will be necessary to support the transmission in order to remove the engine. 34. Position a suitable jack under the transmission. 35. Remove engine from the vehicle.
1. Position engine in the vehicle. 2. Remove jack from under the transmission. 3. Remove Engine Lifting Fixture Special Tool 8347 (3). 4. Remove Special Tools 8400 Lifting Studs.
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5. Position both the left and right side engine mount brackets and install the through bolts (3) and nuts. Tighten to 95 Nm (70 ft. lbs.)
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6. Install transmission to engine mounting bolts (3). Tighten the bolts to 41 Nm (30 ft. lbs.).
7. Install torque converter bolts (3).
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8. Connect both left (2) and right (3) side body ground straps. 9. Position generator wiring behind the oil dipstick tube, then install the oil dipstick tube upper mounting bolt. 10. Install power steering pump. 11. Connect fuel supply line quick connect fitting (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/ QUICK CONNECT FITTING - STANDARD PROCEDURE). 12. Connect the vacuum lines at the throttle body and intake manifold.
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13. Connect engine harness at the following points: Intake Air Temperature (IAT) Sensor (4) Idle Air Control (IAC) Motor (3) Fuel Injectors Throttle Position (TPS) Switch (2) Engine Oil Pressure Switch Engine Coolant Temperature (ECT) Sensor Manifold Absolute Pressure (MAP) Sensor Camshaft Position (CMP) Sensor Coil Over Plugs
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14. Position and install heater hoses (1) and tubes onto intake manifold. 15. Install the heater hoses onto the heater core and the engine front cover, and install clips (2).
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16. Install generator (3) (Refer to 8 - ELECTRICAL/ CHARGING/GENERATOR - INSTALLATION). 17. Install A/C condenser (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C CONDENSER - INSTALLATION), radiator (Refer to 7 COOLING/ENGINE/RADIATOR - INSTALLATION) and transmission oil cooler. 18. Connect radiator upper and lower hoses. 19. Connect the transmission oil cooler lines to the radiator. 20. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION), fan assembly and shroud (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - INSTALLATION).
21. Install A/C compressor (2) (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - INSTALLATION).
22. Install both breathers (1). Connect tube to both crankcase breathers. 23. Connect throttle and speed control cables. 24. Install throttle body resonator assembly and air inlet hose. Tighten clamps 4 Nm (35 in. lbs.).
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25. Raise vehicle. 26. Connect crankshaft position sensor (1).
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27. Install starter (4) (Refer to 8 - ELECTRICAL/ STARTING/STARTER MOTOR - INSTALLATION).
CAUTION: The structural cover requires a specific torque sequence. Failure to follow this sequence may cause severe damage to the cover. 28. Install structural cover (Refer to 9 - ENGINE/ENGINE BLOCK/STRUCTURAL COVER - INSTALLATION). 29. Install exhaust crossover pipe.
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30. Install engine block heater power cable, If equipped. 31. Install the strut tower support (1). 32. Check and fill engine oil. 33. Recharge the A/C system (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/REFRIGERANT - STANDARD PROCEDURE). 34. Refill the engine cooling system (Refer to 7 COOLING - STANDARD PROCEDURE). 35. Connect the battery positive and negative cables. 36. Start the engine and check for leaks.
SPECIFICATIONS SPECIFICATIONS - 4.7L ENGINE

GENERAL DESCRIPTION DESCRIPTION Engine Type Displacement Bore Stroke Compression Ratio Horsepower Torque Lead Cylinder Firing Order CYLINDER BLOCK DESCRIPTION Metric Bore Diameter Out of Round (MAX) Taper (MAX) 93.010 .0075 mm 0.076 mm 0.051 mm SPECIFICATION Standard 3.6619 0.0003 in. 0.003 in. 0.002 in. SPECIFICATION 90 SOHC V-8 16-Valve 4.7 Liters / 4701 cc 287 ( Cubic Inches) 93.0 mm (3.66 in.) 86.5 mm (3.40 in.) 9.0:1 235 BHP @ 4800 RPM 295 LB-FT @ 3200 RPM #1 Left Bank 1-8-4-3-6-5-7-2
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PISTONS DESCRIPTION
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SPECIFICATION Metric Standard 3.6605 in. 12.9 oz 3.282 - 3.273 in 3.261 - 3.310 in. 3.302 - 3.310 in. 92.975 mm 366 grams No. 1 No. 2 No. 3 83.37 - 83.13 mm 82.833 - 83.033 mm 83.88 - 84.08 mm
Diameter Weight Ring Groove Diameter
PISTON PINS DESCRIPTION Metric Clearance In Piston Diameter PISTON RINGS DESCRIPTION Metric Ring Gap Top Compression Ring Second Compression Ring Oil Control (Steel Rails) Side Clearance Top Compression Ring Second Compression Ring Oil Ring (Steel Ring) Ring Width Top Compression Ring Second Compression Ring Oil Ring (Steel Rails) CONNECTING RODS DESCRIPTION Metric Bearing Clearance Side Clearance Piston Pin Bore Diameter (Interference Fit) Bearing Bore Out of Round (MAX) Total Weight (Less Bearing) 0.004 mm 555 grams 0.015 - 0.055 mm 0.10 - 0.35 mm .025 - .048 mm 0.001 - 0.0019 in. 0.0002 in. 19.5771 ounces SPECIFICATION Standard 0.0006 - 0.0022 in. 0.004 - 0.0138 in. 1.472 - 1.490 mm 1.472 - 1.490 mm 0.445 - 0.470 mm 0.057 - 0.058 in. 0.057 - 0.058 in. 0.017 - 0.018 in. .051 - .094 mm 0.040 - 0.080 mm .019 - .229 mm 0.0020 - 0.0037 in. 0.0016 - 0.0031 in. .0007 - .0091 in. 0.20 - 0.36 mm 0.37 - 0.63 mm 0.25 - 0.76 mm 0.0079 - 0.0142 in. 0.0146 - 0.0249 in. 0.0099 - 0.30 in. SPECIFICATION Standard 0.010 - 0.019 mm 24.013 - 24.016 mm SPECIFICATION Standard 0.0004 - 0.0008 in. 0.9454 - 0.9455 in.
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SPECIFICATION
CRANKSHAFT DESCRIPTION Metric Main Bearing Journal Diameter Bearing Clearance Out of Round (MAX) Taper (MAX) End Play End Play (MAX) Connecting Rod Journal Diameter Bearing Clearance Out of Round (MAX) Taper (MAX) CAMSHAFT DESCRIPTION Metric Bore Diameter Bearing Journal Diameter Bearing Clearance Bearing Clearance (MAX) End Play End Play (MAX) VALVE TIMING DESCRIPTION Intake Opens (BTDC) Closes (ATDC) Duration Exhaust Opens (BTDC) Closes (ATDC) Duration Valve Overlap 240.5 13.2 253.70 17.6 4.4 239.1 243.5 SPECIFICATION 26.02 - 26.04 mm 25.975 - 25.995 mm 0.025 - 0.065 mm 0.065 mm .075 - .200 mm .200 mm SPECIFICATION Standard 1.0245 - 1.0252 in. 1.0227 - 1.0235 in. 0.001 - 0.0026 in. 0.0026 in. 0.003 - 0.0079 in. 0.0079 in. 63.488 - 63.512 mm 0.004 - 0.034 mm 0.005 mm 0.008 mm 0.052 - 0.282 mm 0.282 mm 50.992 - 51.008 mm 0.010 - 0.048 0.005 mm 0.008 mm
Standard 2.4996 - 2.5005 in. 0.0002 - 0.0013 in. 0.0004 in. 0.0004 in. 0.0021 - 0.0112 in. 0.0112 in. 2.0076 - 2.0082 in. 0.0004 - 0.0019 in. 0.0002 in. 0.0004 in.
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VALVES DESCRIPTION Face Angle Head Diameter Intake Exhaust
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SPECIFICATION 45 - 45.5
48.52 - 48.78 mm (1.9103 - 1.9205 in.) 36.87 - 37.13 mm (1.4516 - 1.4618 in.)
Length (Overall) Intake Exhaust 113.45 - 114.21 mm (4.4666 - 4.4965) 114.92 - 115.68 mm (4.5244 - 4.5543 in.) Stem Diameter Intake Exhaust 6.931 - 6.957 mm (0.2729 - 0.2739 in.) 6.902 - 6.928 mm (0.2717 - 0.2728 in.) Stem - to - Guide Clearance Intake Exhaust 0.018 - 0.069 mm (0.0008 - 0.0028 in.) 0.047 - 0.098 mm (0.0019 - 0.0039 in.) Max. Allowable Stem - to - Guide Clearance (Rocking Method) Intake Exhaust Valve Lift (Zero Lash) Intake Exhaust VALVE SPRING DESCRIPTION Free Length (Approx) Intake Exhaust Spring Force (Valve Closed) Intake and Exhaust Spring Force (Valve Open) Intake and Exhaust 776.0 - 870.0 N @ 28.88 mm (174.451 - 195.583 lbs. @ 1.137 in.) 313.0 - 354.0 N @ 40.12 mm (70.365 - 79.582 lbs. @ 1.5795 in.) 49.0 mm (1.9291 in.) 49.0 mm (1.9291 in.) SPECIFICATION 11.25 mm (0.443 in.) 10.90 mm (0.4292 in.) 0.069 mm (0.0028 in.) 0.098 mm (0.0039 in.)
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DESCRIPTION SPECIFICATION
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Number of Coils Intake Exhaust Wire Diameter Intake and Exhaust 4.6 3.67mm (0.1811 - 0.1445 in.) Installed Height (Spring Seat to Bottom of Retainer) Nominal Intake Exhaust CYLINDER HEAD DESCRIPTION Gasket Thickness (Compressed) Valve Seat Angle Valve Seat Runout (MAX) Valve Seat Width Intake Exhaust Guide Bore Diameter (Std.) Cylinder Head Warpage (Flatness) OIL PUMP DESCRIPTION Clearance Over Rotors/End Face (MAX) Cover Out - of -Flat (MAX) Inner and Outer Rotor Thickness Outer Rotor to pocket (Diametral) clearance (MAX) Outer Rotor Diameter (MIN) Tip Clearance Between Rotors (MAX) OIL PRESSURE SPECIFICATION At Curb Idle Speed (MIN)* @ 3000 rpm SPECIFICATION 48 kPa (7 psi) 240 - 725 kPa (35 - 105 psi) SPECIFICATION 0.095 mm (0.0038 in.) 0.025 mm (0.001 in.) 12.02 mm (0.4731 in.) .235 mm (.0093 in.) 85.925 mm (0.400 in.) 0.150 mm (0.006 in.) 1.75 - 2.36 mm (0.0698 - 0.0928 in.) 1.71 - 2.32 mm (0.0673 - 0.0911 in.) 6.975 - 7.00 mm (0.2747 - 0.2756 in.) 0.0508 mm (0.002 in.) SPECIFICATION 0.7 mm (0.0276 in.) 44.5 - 45.0 0.051 mm (0.002 in.) 40.12 mm (1.579 in.) 40.12 mm (1.579 in.) 7.3 7.3
* CAUTION: If pressure is zero at curb idle, DO NOT run engine at 3000 rpm.
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TORQUE
DESCRIPTION Camshaft
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Nm
Ft. Lbs.
In. Lbs. 100
Non - Oiled Sprocket Bolt Bearing Cap Bolts Timing Chain CoverBolts Connecting Rod CapBolts Bed PlateBolts Cylinder HeadBolts Crankshaft DamperBolt Cylinder Head CoverBolts Exhaust ManifoldBolts Exhaust Manifold Heat ShieldNuts FlexplateBolts Engine Mount Bracket to BlockBolts Rear Mount to TransmissionBolts Generator MountingBolts M10 Bolts M8 Bolts Intake ManifoldBolts
122 11 58 27
90 43 20 PLUS 90 TURN Refer to Procedure Refer to Procedure
175 12 25 8 60 61 46 54 28 12
130 18 Then loosen 45 45 45 34 40 Refer to Procedure for Tightening Sequence
105 72 250 105
Oil PanBolts Oil PanDrain Plug Oil PumpBolts Oil Pump CoverBolts Oil Pickup TubeBolt and Nut Oil Dipstick Tube to Engine BlockBolt Oil Fill TubeBolts Timing Chain GuideBolts Timing Chain Tensioner ArmSpecial Pin Bolt Hydraulic TensionerBolts Timing Chain Primary TensionerBolts Timing Drive Idler SprocketBolt Thermostat HousingBolts Water PumpBolts
15 34 28 12 28 15 12 28 17 28 28 34 13 58
25 25 43
130 250 105 250 130 105 250 150 250 250 115
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Front Crankshaft Seal Remover 8511 Spanner Wrench 6958
Front Crankshaft Seal Installer 8348
Adapter Pins 8346
Engine Lifting Studs 8400 Handle C-4171
Engine Lift Fixture 8347
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Rear Crankshaft Seal Installer 8349 ENGINE SUPPORT FIXTURE 8534
Rear Crankshaft Seal Remover 8506
Puller 1026
Connecting Rod Guides 8507 Crankshaft Damper Removal Insert 8513
Crankshaft Damper Installer 8512 Chain Tensioner Wedge 8379
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Chain Tensioner Pins 8514
Idler Shaft Remover 8517
Secondary Chain Holder 8515 Valve Spring Compressor Adapters 8519
Remover, Rocker Arm 8516
Valve Spring Tester C-647 Valve Spring Compressor 8387
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Dial Indicator C-3339 Piston Ring Compressor C-385
COMPRESSOR VALVE SPRING C-3422-C Pressure Tester Kit 7700
INDICATOR CYLINDER BORE C-119
GAUGE OIL PRESSURE - C-3292
BLOC-CHEK KIT C-3685
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CLEANER-AIR ELEMENT
REMOVAL
Filter Element Only
Housing removal is not necessary for element (filter) replacement. 1. Loosen clamp (1) and disconnect air duct at air cleaner cover (3). 2. Pry over 4 spring clips (5) from housing cover (spring clips retain cover to housing). 3. Release housing cover (3) from locating tabs on housing and remove cover (3). 4. Remove air cleaner element (filter) from housing. 5. Clean inside of housing before replacing element.
Housing Assembly
1. Loosen clamp and disconnect air duct at air cleaner cover. 2. Lift entire housing assembly (1) from 4 locating pins (2).
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INSTALLATION
1. Install filter element into housing (1). 2. Position housing cover into housing locating tabs. 3. Pry up 4 spring clips and lock cover to housing. 4. Install air duct to air cleaner cover and tighten hose clamp to 3 Nm (30 in. lbs.) torque. 5. If any other hose clamps were removed from air intake system, tighten them to 3.4 Nm (30 in. lbs.) torque. 6. If any bolts were removed from air resonator housing or air intake tubing, tighten them to 4.5 Nm (40 in. lbs.) torque.
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CYLINDER HEAD - LEFT

DESCRIPTION DESCRIPTION - CYLINDER HEAD
DESCRIPTION - VALVE GUIDES

The valve guides are made of powered metal and are pressed into the cylinder head. The guides are not replaceable or serviceable, and valve guide reaming is not recommended. If the guides are worn beyond acceptable limits, replace the cylinder heads.
DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - HYDRAULIC LASH ADJUSTER

A tappet-like noise may be produced from several items. Check the following items. 1. Engine oil level too high or too low. This may cause aerated oil to enter the adjusters and cause them to be spongy. 2. Insufficient running time after rebuilding cylinder head. Low speed running up to 1 hour may be required. 3. Turn engine off and let set for a few minutes before restarting. Repeat this several times after engine has reached normal operating temperature. 4. Low oil pressure. 5. The oil restrictor in cylinder head gasket or the oil passage to the cylinder head is plugged with debris. 6. Air ingested into oil due to broken or cracked oil pump pick up. 7. Worn valve guides. 8. Rocker arm ears contacting valve spring retainer.
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9. Rocker arm loose, adjuster stuck or at maximum extension and still leaves lash in the system. 10. Oil leak or excessive cam bore wear in cylinder head. 11. Faulty lash adjuster. a. Check lash adjusters for sponginess while installed in cylinder head and cam on camshaft at base circle. Depress part of rocker arm over adjuster. Normal adjusters should feel very firm. Spongy adjusters can be bottomed out easily. b. Remove suspected lash adjusters, and replace. c. Before installation, make sure adjusters are at least partially full of oil. This can be verified by little or no plunger travel when lash adjuster is depressed.
CYLINDER HEAD GASKET


To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in Cylinder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). An engine cylinder head gasket leaking between adjacent cylinders will result in approximately a 5070% reduction in compression pressure.

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REMOVAL - LEFT CYLINDER HEAD
1. Disconnect the negative cable from the battery. 2. Raise the vehicle on a hoist. 3. Disconnect the exhaust pipe at the left side exhaust manifold. 4. Drain the engine coolant. Refer to COOLING SYSTEM. 5. Lower the vehicle. 6. Remove the intake manifold (Refer to 9 - ENGINE/ MANIFOLDS/INTAKE MANIFOLD - REMOVAL). 7. Remove the master cylinder and booster assembly. Refer to section 5 brakes.
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8. Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
9. Remove the fan shroud and fan blade assembly (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - REMOVAL). 10. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL). 11. Remove the power steering pump and set aside. 12. Rotate the crankshaft until the damper timing mark is aligned with TDC indicator mark.
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13. Verify the V8 mark on the camshaft sprocket is at the 12 oclock position. Rotate the crankshaft one turn if necessary. 14. Remove the crankshaft damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - REMOVAL). 15. Remove the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) REMOVAL).
16. Lock the secondary timing chains to the idler sprocket using Special Tool 8515.
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NOTE: Mark the secondary timing chain prior to removal to aid in installation. 17. Mark the secondary timing chain, one link on each side of the V8 mark on the camshaft drive gear. 18. Remove the left side secondary chain tensioner (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL).
19. Remove the cylinder head access plug (2). 20. Remove the left side secondary chain guide (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL). 21. Remove the retaining bolt and the camshaft drive gear. CAUTION: Do not allow the engine to rotate. Severe damage to the valve train can occur.
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CAUTION: Do not overlook the four smaller bolts at the front of the cylinder head. Do not attempt to remove the cylinder head without removing these four bolts. NOTE: The cylinder head is attached to the cylinder block with fourteen bolts. 22. Remove the cylinder head retaining bolts using the sequence provided. 23. Remove the cylinder head and gasket. Discard the gasket. CAUTION: Do not lay the cylinder head on its gasket sealing surface, due to the design of the cylinder head gasket any distortion to the cylinder head sealing surface may prevent the gasket from properly sealing resulting in leaks.
CLEANING
To ensure engine gasket sealing, proper surface preparation must be performed, especially with the use of aluminum engine components. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
INSPECTION
INSTALLATION - LEFT CYLINDER HEAD

NOTE: The cylinder head bolts are tightened using a torque plus angle procedure. The bolts must be examined BEFORE reuse. If the threads are necked down (2) the bolts should be replaced. Necking can be checked by holding a straight edge against the threads. If all the threads do not contact the scale, the bolt should be replaced.
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2. Position the new cylinder head gasket on the locating dowels. CAUTION: When installing cylinder head, use care not damage the tensioner arm or the guide arm. 3. Position the cylinder head onto the cylinder block. Make sure the cylinder head seats fully over the locating dowels. NOTE: The four smaller cylinder head mounting bolts require sealant to be added to them before installing. Failure to do so may cause leaks. 4. Lubricate the cylinder head bolt threads with clean engine oil and install the ten M11 bolts. 5. Coat the four M8 cylinder head bolts with Mopar Lock and Seal Adhesive then install the bolts. NOTE: The cylinder head bolts are tightened using an angle torque procedure, however, the bolts are not a torque-to-yield design. 6. Tighten the bolts in sequence using the following steps and torque values: Step 1: Tighten bolts 110, 20 Nm (15 ft. lbs.). Step 2: Tighten bolts 110, 47 Nm (35 ft. lbs.). Tighten bolts 1114, 25 Nm (18 ft. lbs.). Step 3: Tighten bolts 110, 90 degrees. Tighten bolts 1114, 30 Nm (22 ft. lbs.).
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7. Position the secondary chain onto the camshaft drive gear, making sure one marked chain link is on either side of the V8 mark on the gear and position the gear onto the camshaft. 8. Install the camshaft drive gear retaining bolt. 9. Install the left side secondary chain guide (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - INSTALLATION).
10. Install the cylinder head access plug (2). 11. Re-set and Install the left side secondary chain tensioner (Refer to 9 - ENGINE/VALVE TIMING/ TIMING BELT/CHAIN AND SPROCKETS INSTALLATION).
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12. Remove Special Tool 8515 (6). 13. Install the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION). 14. Install the crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION). 15. Install the power steering pump. 16. Install the fan blade assembly and fan shroud (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - INSTALLATION).
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17. Install the cylinder head cover (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION). 18. Reinstall the master cylinder and booster assembly. Refer to section 5 brakes. 19. Install the intake manifold (Refer to 9 - ENGINE/ MANIFOLDS/INTAKE MANIFOLD - INSTALLATION). 20. Refill the cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 21. Raise the vehicle. 22. Install the exhaust pipe onto the left exhaust manifold. 23. Lower the vehicle. 24. Connect the negative cable to the battery. 25. Start the engine and check for leaks.
CAMSHAFT - LEFT
DESCRIPTION
The camshafts consist of powdered metal steel lobes which are sinter-bonded to a steel tube. A steel post or nose piece is friction-welded to the steel camshaft tube. Five bearing journals are machined into the camshaft, four on the steel tube and one on the steel nose piece. Camshaft end play is controlled by two thrust walls that border the nose piece journal. Engine oil enters the hollow camshafts at the third journal and lubricates every intake lobe rocker through a drilled passage in the intake lobe.
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REMOVAL
1. Remove cylinder head cover (1) (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
CAUTION: When the timing chain is removed and the cylinder heads are still installed, DO NOT forcefully rotate the camshafts or crankshaft independently of each other. Severe valve and/or piston damage can occur. CAUTION: When removing the cam sprocket, timing chains or camshaft, Failure to use Special Tool 8350 will result in hydraulic tensioner ratchet over extension, requiring timing chain cover removal to reset the tensioner ratchet. 2. Set engine to TDC cylinder #1, camshaft sprocket V8 marks at the 12 oclock position (1). 3. Mark one link on the secondary timing chain on both sides of the V8 mark on the camshaft sprocket to aid in installation. CAUTION: Do not hold or pry on the camshaft target wheel (Located on the right side camshaft sprocket) for any reason, Severe damage will occur to the target wheel resulting in a vehicle no start condition. 4. Loosen but DO NOT remove the camshaft sprocket retaining bolt. Leave the bolt snug against the sprocket.
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NOTE: The timing chain tensioners must be secured prior to removing the camshaft sprockets. Failure to secure tensioners will allow the tensioners to extend, requiring timing chain cover removal in order to reset tensioners. CAUTION: Do not force wedge past the narrowest point between the chain strands. Damage to the tensioners may occur. 5. Position Special Tool 8350 (4) timing chain wedge between the timing chain strands, tap the tool to securely wedge the timing chain against the tensioner arm and guide.
NOTE: When gripping the camshaft, place the pliers on the tube portion of the camshaft only. Do not grip the lobes or the sprocket areas. 6. Hold the camshaft (3) with adjustable pliers (2) while removing the camshaft sprocket bolt and sprocket (1). 7. Using the pliers, gently allow the camshaft to rotate 15 clockwise until the camshaft is in the neutral position (no valve load).
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INSTALLATION
1. Lubricate camshaft journals with clean engine oil. NOTE: Position the left side camshaft so that the camshaft sprocket dowel is near the 1 oclock position, This will place the camshaft at the neutral position easing the installation of the camshaft bearing caps. 2. Position the camshaft into the cylinder head. 3. Install the camshaft bearing caps, hand tighten the retaining bolts. 4. Working in 12 turn increments, tighten the bearing cap retaining bolts starting with the middle cap working outward. 5. Torque the camshaft bearing cap retaining bolts to 11 Nm (100 in. lbs.).
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6. Position the camshaft drive gear into the timing chain aligning the V8 mark between the two marked chain links (Two links marked during removal) (1).
NOTE: When gripping the camshaft, place the pliers on the tube portion of the camshaft only. Do not grip the lobes or the sprocket areas. 7. Using the adjustable pliers (1), rotate the camshaft until the camshaft sprocket dowel (2) is aligned with the slot in the camshaft sprocket. Install the sprocket onto the camshaft. CAUTION: Remove excess oil from camshaft sprocket bolt. Failure to do so can cause bolt over-torque resulting in bolt failure. 8. Remove excess oil from bolt, then install the camshaft sprocket retaining bolt and hand tighten.
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9. Remove Special Tool 8350 timing chain wedge (4). 10. Using Special Tool 6958 spanner wrench (4)with adapter pins 8346, torque the camshaft sprocket retaining bolt (2) to 122 Nm (90 ft. lbs.).
11. Install the cylinder head cover (1).
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COVER - CYLINDER HEAD - LEFT
DESCRIPTION
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The cylinder head covers are made of injection molded thermo-set plastic, and are not interchangeable from sideto-side. It is imperative that nothing rest on the cylinder head covers. Prolonged contact with other items may wear a hole in the cylinder head cover.
REMOVAL - LEFT SIDE

1. Disconnect negative cable from battery. 2. Remove the resonator assemble and air inlet hose. 3. Disconnect injector connectors and un-clip the injector harness. 4. Route injector harness in front of cylinder head cover. 5. Disconnect the left side breather tube and remove the breather tube. 6. Remove the cylinder head cover mounting bolts. 7. Remove cylinder head cover and gasket. NOTE: The gasket may be used again, provided no cuts, tears, or deformation has occurred.
CLEANING
Clean cylinder head cover gasket surface. Clean head rail, if necessary.
INSTALLATION - LEFT SIDE

CAUTION: Do not use harsh cleaners to clean the cylinder head covers. Severe damage to covers may occur. 1. Clean cylinder head cover and both sealing surfaces. Inspect and replace gasket as necessary. 2. Install cylinder head cover and hand start all fasteners. Verify that all studs are in the correct location shown in. 3. Tighten cylinder head cover bolts (1) and double ended studs to 12 Nm (105 in. lbs.). 4. Install left side breather and connect breather tube. 5. Connect injector electrical connectors and injector harness retaining clips. 6. Install the resonator and air inlet hose. 7. Connect negative cable to battery.

DESCRIPTION
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STANDARD PROCEDURE - REFACING

NOTE: Valve seats that are worn or burned can be reworked, provided that correct angle and seat width are maintained. Otherwise the cylinder head must be replaced. NOTE: When refacing valves (4) and valve seats, it is important that the correct size valve guide pilot be used for reseating stones. A true and complete surface must be obtained. 1. Using a suitable dial indicator measure the center of the valve seat Total run out must not exceed 0.051 mm (0.002 in). 2. Apply a small amount of Prussian blue to the valve seat, insert the valve into the cylinder head, while applying light pressure on the valve rotate the valve. Remove the valve and examine the valve face. If the blue is transferred below the top edge of the valve face, lower the valve seat using a 15 degree stone. If the blue is transferred to the bottom edge of the valve face, raise the valve seat using a 65 degree stone. 3. When the seat is properly positioned the width of the intake seat must be 1.75 - 2.36 mm (0.0689 - 0.0928 in.) and the exhaust seat must be 1.71 - 2.32 mm (0.0673 - 0.0911 in.). 4. Check the valve spring (6) installed height after refacing the valve and seat. The installed height for both intake and exhaust valve springs must not exceed 40.74 mm (1.6039 in.). 5. The valve seat and valve face must maintain a face angle of 44.5 - 45 angle .
REMOVAL
NOTE: The cylinder heads must be removed in order to preform this procedure. 1. Remove rocker arms and lash adjusters. Refer to procedures in this section.
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2. Remove the camshaft bearing caps and the camshaft. NOTE: All eight valve springs and valves are removed in the same manner; this procedure only covers one valve and valve spring. 3. Using Special Tool C-3422B or C-3422C Valve Spring Compressor and Special tool 8519 Adapter, compress the valve spring. NOTE: It may be necessary to tap the top of the valve spring to loosen the spring retainers locks enough to be removed. 4. Remove the two spring retainer lock halves. NOTE: the valve spring is under tension use care when releasing the valve spring compressor. 5. Remove the valve spring compressor. 6. Remove the spring retainer, and the spring.
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NOTE: Check for sharp edges on the keeper grooves. Remove any burrs from the valve stem before removing the valve from the cylinder head. 7. Remove the valve from the cylinder head. NOTE: The valve stem seals are common between intake and exhaust. 8. Remove the valve stem seal. Mark the valve for proper installation.

NOTE: Whenever the valves are removed from the cylinder head it is recommended that the valve springs be inspected and tested for reuse. Inspect the valve springs for physical signs of wear or damage. Turn table of tool C-647 until surface is in line with the 40.12 mm (1.579 in.) mark on the threaded stud and the zero mark on the front. Place spring over the stud on the table and lift compressing lever to set tone device. Pull on torque wrench until Ping is heard. Take reading on torque wrench at this instant. Multiply this reading by two. This will give the spring load at test length. Fractional measurements are indicated on the table for finer adjustments. Refer to Specifications Section to obtain specified height and allowable tensions. Replace any springs that do not meet specifications.
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INSTALLATION
1. coat the valve stem with clean engine oil and insert it into the cylinder head. 2. Install the valve stem seal. make sure the seal is fully seated and that the garter spring at the top of the seal is intact. 3. Install the spring and the spring retainer. 4. Using the valve spring compressor, compress the spring and install the two valve spring retainer halves. 5. Release the valve spring compressor and make sure the two spring retainer halves and the spring retainer are fully seated. 6. lubricate the camshaft journal with clean engine oil then Position the camshaft (with the sprocket dowel on the left camshaft at 11 oclock and the right camshaft at 12 oclock), then position the camshaft bearing caps. 7. Install the camshaft bearing cap retaining bolts. Tighten the bolts 913 Nm (100 in. lbs.) in 12 turn increments in the sequence shown.
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8. Position the hydraulic lash adjusters and rocker arms.
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ROCKER ARM - VALVE

DESCRIPTION
The rocker arms are steel stampings with an integral roller bearing. The rocker arms incorporate a 2.8 mm (0.11 inch) oil hole in the lash adjuster socket for roller and camshaft lubrication.
REMOVAL
NOTE: Disconnect the battery negative cable to prevent accidental starter engagement. 1. Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL). 2. For rocker arm removal on cylinders 3 and 5 Rotate the crankshaft until cylinder #1 is at TDC exhaust stroke. 3. For rocker arm removal on cylinders 2 and 8 Rotate the crankshaft until cylinder #1 is at TDC compression stroke. 4. For rocker arm removal on cylinders 4 and 6 Rotate the crankshaft until cylinder #3 is at TDC compression stroke. 5. For rocker arm removal on cylinders 1 and 7 Rotate the crankshaft until cylinder #2 is at TDC compression stroke. 6. Using special tool 8516 Rocker Arm Remover (2), press downward on the valve spring, remove rocker arm.
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INSTALLATION
CAUTION: Make sure the rocker arms are installed with the concave pocket over the lash adjusters. Failure to do so may cause severe damage to the rocker arms and/or lash adjusters. NOTE: Coat the rocker arms with clean engine oil prior to installation. 1. For rocker arm installation on cylinders 3 and 5 Rotate the crankshaft until cylinder #1 is at TDC exhaust stroke. 2. For rocker arm installation on stroke. 3. For rocker arm installation on stroke. 4. For rocker arm installation on stroke. 5. Using special tool 8516 press cylinders 2 and 8 Rotate the crankshaft until cylinder #1 is at TDC compression cylinders 4 and 6 Rotate the crankshaft until cylinder #3 is at TDC compression cylinders 1 and 7 Rotate the crankshaft until cylinder #2 is at TDC compression downward on the valve spring, install rocker arm.
6. Install the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).
SPRINGS - VALVE
DESCRIPTION
The valve springs are made from high strength chrome silicon steel. The springs are common for intake and exhaust applications,except for the 4.7L H.O. which has unique intake and exhaust springs. The valve spring seat is integral with the valve stem seal, which is a positive type seal to control lubrication.
SEALS-VALVE GUIDE
DESCRIPTION
The valve stem seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter spring maintains consistent lubrication control to the valve stems.
CYLINDER HEAD - RIGHT

DESCRIPTION DESCRIPTION - CYLINDER HEAD
DESCRIPTION - VALVE GUIDES

DIAGNOSIS AND TESTING CYLINDER HEAD GASKET

A cylinder head gasket leak can be located between adjacent cylinders or between a cylinder and the adjacent water jacket. Possible indications of the cylinder head gasket leaking between adjacent cylinders are:
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Loss of engine power Engine misfiring Poor fuel economy
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Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are: Engine overheating Loss of coolant Excessive steam (white smoke) emitting from exhaust Coolant foaming

To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in Cylinder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). An engine cylinder head gasket leaking between adjacent cylinders will result in approximately a 5070% reduction in compression pressure.

DIAGNOSIS AND TESTING - HYDRAULIC LASH ADJUSTER

A tappet-like noise may be produced from several items. Check the following items. 1. Engine oil level too high or too low. This may cause aerated oil to enter the adjusters and cause them to be spongy. 2. Insufficient running time after rebuilding cylinder head. Low speed running up to 1 hour may be required. 3. Turn engine off and let set for a few minutes before restarting. Repeat this several times after engine has reached normal operating temperature. 4. Low oil pressure. 5. The oil restrictor in cylinder head gasket or the oil passage to the cylinder head is plugged with debris. 6. Air ingested into oil due to broken or cracked oil pump pick up. 7. Worn valve guides. 8. Rocker arm ears contacting valve spring retainer. 9. Rocker arm loose, adjuster stuck or at maximum extension and still leaves lash in the system. 10. Oil leak or excessive cam bore wear in cylinder head. 11. Faulty lash adjuster.
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a. Check lash adjusters for sponginess while installed in cylinder head and cam on camshaft at base circle. Depress part of rocker arm over adjuster. Normal adjusters should feel very firm. Spongy adjusters can be bottomed out easily. b. Remove suspected lash adjusters, and replace. c. Before installation, make sure adjusters are at least partially full of oil. This can be verified by little or no plunger travel when lash adjuster is depressed.
REMOVAL - RIGHT CYLINDER HEAD

1. Disconnect battery negitive cable. 2. Raise the vehicle on a hoist. 3. Disconnect the exhaust pipe at the right side exhaust manifold. 4. Drain the engine coolant (Refer to 7 - COOLING STANDARD PROCEDURE). 5. Lower the vehicle. 6. Remove the intake manifold (Refer to 9 - ENGINE/ MANIFOLDS/INTAKE MANIFOLD - REMOVAL). 7. Remove the cylinder head cover (1) (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
8. Remove the fan shroud (Refer to 7 - COOLING/ ENGINE/FAN DRIVE VISCOUS CLUTCH REMOVAL). 9. Remove oil fill housing from cylinder head. 10. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL). 11. Rotate the crankshaft until the damper timing mark is aligned with TDC indicator mark (2).
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12. Verify the V8 mark on the camshaft sprocket is at the 12 oclock position (2). Rotate the crankshaft one turn if necessary. 13. Remove the crankshaft damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - REMOVAL). 14. Remove the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) REMOVAL).
15. Lock the secondary timing chains to the idler sprocket using Special Tool 8515 (6). NOTE: Mark the secondary timing chain prior to removal to aid in installation. 16. Mark the secondary timing chain, one link on each side of the V8 mark on the camshaft drive gear. 17. Remove the right side secondary chain tensioner (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL).
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18. Remove the cylinder head access plug (1). 19. Remove the right side secondary chain guide (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL). 20. Remove the retaining bolt and the camshaft drive gear. CAUTION: Do not allow the engine to rotate. severe damage to the valve train can occur.
CAUTION: Do not overlook the four smaller bolts at the front of the cylinder head. Do not attempt to remove the cylinder head without removing these four bolts. CAUTION: Do not hold or pry on the camshaft target wheel for any reason. A damaged target wheel can result in a vehicle no start condition. NOTE: The cylinder head is attached to the cylinder block with fourteen bolts. 21. Remove the cylinder head retaining bolts using the sequence provided. 22. Remove the cylinder head and gasket. Discard the gasket. CAUTION: Do not lay the cylinder head on its gasket sealing surface, do to the design of the cylinder head gasket any distortion to the cylinder head sealing surface may prevent the gasket from properly sealing resulting in leaks.
CLEANING
To ensure engine gasket sealing, proper surface preparation must be performed, especially with the use of aluminum engine components. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
INSPECTION
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INSTALLATION - RIGHT CYLINDER HEAD
NOTE: The cylinder head bolts are tightened using a torque plus angle procedure. The bolts must be examined BEFORE reuse. If the threads are necked down (2) the bolts should be replaced. Necking (2) can be checked by holding a straight edge against the threads. If all the threads do not contact the scale (2), the bolt should be replaced.
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2. Position the new cylinder head gasket on the locating dowels. CAUTION: When installing cylinder head, use care not damage the tensioner arm or the guide arm. 3. Position the cylinder head onto the cylinder block. Make sure the cylinder head seats fully over the locating dowels. NOTE: The four smaller cylinder head mounting bolts require sealant to be added to them before installing. Failure to do so may cause leaks. 4. Lubricate the cylinder head bolt threads with clean engine oil and install the ten M10 bolts. 5. Coat the four M8 cylinder head bolts with Mopar Lock and Seal Adhesive then install the bolts. NOTE: The cylinder head bolts are tightened using an angle torque procedure, however, the bolts are not a torque-to-yield design.
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6. Tighten the bolts in sequence using the following steps and torque values: Step 1: Tighten bolts 110, 20 Nm (15 ft. lbs.). Step 2: Tighten bolts 110, 47 Nm (35 ft. lbs.). Tighten bolts 1114, 25 Nm (18 ft. lbs.). Step 3: Tighten bolts 110, 90 degrees. Tighten bolts 1114, 30 Nm (22 ft. lbs.).
7. Position the secondary chain onto the camshaft drive gear, making sure one marked chain link is on either side of the V8 mark on the gear (2) and position the gear onto the camshaft. 8. Install the camshaft drive gear retaining bolt. 9. Install the right side secondary chain guide (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION).
10. Install the right side cylinder head access plug (1). 11. Re-set and install the right side secondary chain tensioner.
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12. Remove Special Tool 8515 (6). 13. Install the timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION). 14. Install the crankshaft damper (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER INSTALLATION). 15. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION). 16. Install the fan shroud.
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17. Install the cylinder head cover (1) (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION). 18. Install the intake manifold (Refer to 9 - ENGINE/ MANIFOLDS/INTAKE MANIFOLD - INSTALLATION). 19. Install oil fill housing onto cylinder head. 20. Refill the cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 21. Raise the vehicle. 22. Install the exhaust pipe onto the right exhaust manifold. 23. Lower the vehicle. 24. Reconnect battery negitive cable. 25. Start the engine and check for leaks.
CAMSHAFT - RIGHT
DESCRIPTION
The camshafts consist of powdered metal steel lobes which are sinter-bonded to a steel tube. A steel post or nose piece is friction-welded to the steel camshaft tube. Five bearing journals are machined into the camshaft, four on the steel tube and one on the steel nose piece. Camshaft end play is controlled by two thrust walls that border the nose piece journal. Engine oil enters the hollow camshafts at the third journal and lubricates every intake lobe rocker through a drilled passage in the intake lobe.
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REMOVAL
1. Remove the cylinder head covers (1) (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
CAUTION: When the timing chain is removed and the cylinder heads are still installed, DO NOT forcefully rotate the camshafts or crankshaft independently of each other. Severe valve and/or piston damage can occur. CAUTION: When removing the cam sprocket, timing chains or camshaft, Failure to use special tool 8350 will result in hydraulic tensioner ratchet over extension, Requiring timing chain cover removal to re-set the tensioner ratchet. 2. Set engine to TDC cylinder #1, camshaft sprocket V8 marks at the 12 oclock position. 3. Mark one link on the secondary timing chain on both sides of the V8 mark on the camshaft sprocket (2) to aid in installation.
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CAUTION: Do not hold or pry on the camshaft target wheel for any reason, Severe damage will occur to the target wheel. A damaged target wheel could cause a vehicle no start condition. 4. Loosen but DO NOT remove the camshaft sprocket retaining bolt (2). Leave bolt snug against sprocket (3).
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NOTE: The timing chain tensioners must be secured prior to removing the camshaft sprockets. Failure to secure tensioners will allow the tensioners to extend, requiring timing chain cover removal in order to reset tensioners. CAUTION: Do not force wedge (3) past the narrowest point between the chain strands. Damage to the tensioners may occur. 5. Position Special Tool 8350 timing chain wedge (3) between the timing chain strands. Tap the tool to securely wedge the timing chain against the tensioner arm and guide.
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6. Remove the camshaft position sensor (1).
NOTE: When gripping the camshaft, place the pliers (1) on the tube portion of the camshaft only. Do not grip the lobes or the sprocket areas. 7. Hold the camshaft with adjustable pliers (1) while removing the camshaft sprocket bolt (2)and sprocket (3). 8. Using the pliers (1), gently allow the camshaft to rotate 45 counter-clockwise until the camshaft is in the neutral position (no valve load).
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INSTALLATION
1. Lubricate camshaft journals with clean engine oil. NOTE: Position the right side camshaft so that the camshaft sprocket dowel is near the 10 oclock position, This will place the camshaft at the neutral position easing the installation of the camshaft bearing caps. 2. Position the camshaft into the cylinder head. 3. Install the camshaft bearing caps, hand tighten the retaining bolts. 4. Working in 1/2 turn increments, tighten the bearing cap retaining bolts starting with the middle cap working outward. 5. Torque the camshaft bearing cap retaining bolts to 11 Nm (100 in. lbs.).
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6. Position the camshaft drive gear into the timing chain aligning the V8 mark (2) between the two marked chain links (Two links marked during removal).
NOTE: When gripping the camshaft, place the pliers on the tube portion of the camshaft only. Do not grip the lobes or the sprocket areas. 7. Using the adjustable pliers (1), rotate the camshaft until the camshaft sprocket dowel (2) is aligned with the slot in the camshaft sprocket (2). Install the sprocket onto the camshaft. CAUTION: Remove excess oil from camshaft sprocket bolt. Failure to do so can cause bolt over-torque resulting in bolt failure. 8. Remove excess oil from camshaft sprocket bolt, then install the camshaft sprocket retaining bolt and hand tighten.
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9. Remove timing chain wedge special tool 8350 (3). 10. Using Special Tool 6958 spanner wrench with adapter pins 8346 (2), torque the camshaft sprocket retaining bolt (4) to 122 Nm (90 ft. lbs.).
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11. Install the camshaft position sensor.
12. Install the cylinder head cover (1) (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION).
COVER - CYLINDER HEAD - RIGHT

DESCRIPTION
The cylinder head covers are made of injection molded thermo-set plastic, and are not interchangeable from sideto-side. It is imperative that nothing rest on the cylinder head covers. Prolonged contact with other items may wear a hole in the cylinder head cover.
REMOVAL - RIGHT SIDE

1. Disconnect battery negative cable. 2. Disconnect battery positive cable. 3. Remove the battery tray. 4. Drain cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE). 5. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL). 6. Remove air conditioning compressor retaining bolts and move compressor to the left. 7. Remove heater hoses. 8. Disconnect injector and ignition coil connectors. 9. Disconnect and remove positive crankcase ventilation (PCV) hose. 10. Remove oil fill tube. 11. Un-clip injector and ignition coil harness and move away from cylinder head cover. 12. Remove right rear breather tube and filter assembly.
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13. Remove cylinder head cover retaining bolts. 14. Remove cylinder head cover.
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NOTE: The gasket may be used again, provided no cuts, tears, or deformation has occurred.
CLEANING
Clean cylinder head cover gasket surface. Clean head rail, if necessary.
INSTALLATION - RIGHT SIDE

CAUTION: Do not use harsh cleaners to clean the cylinder head covers. Severe damage to covers may occur. 1. Clean cylinder head cover and both sealing surfaces. Inspect and replace gasket as necessary. 2. Install cylinder head cover and hand start all fasteners (1). Verify that all double ended studs are in the correct location shown in. 3. Tighten cylinder head cover bolts and double ended studs to 12 Nm (105 in. lbs). 4. Install right rear breather tube and filter assembly. 5. Connect injector, ignition coil electrical connectors and harness retaining clips. 6. Install the oil fill tube. 7. Install PCV hose. 8. Install heater hoses. 9. Install air conditioning compressor retaining bolts. 10. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION). 11. Fill Cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE). 12. Install air cleaner assembly, resonator assembly and air inlet hose. 13. Connect battery negative cable.

DESCRIPTION
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NOTE: Valve seats that are worn or burned can be reworked, provided that correct angle and seat width are maintained. Otherwise the cylinder head must be replaced. NOTE: When refacing valves (4) and valve seats, it is important that the correct size valve guide pilot be used for reseating stones. A true and complete surface must be obtained. 1. Using a suitable dial indicator measure the center of the valve seat Total run out must not exceed 0.051 mm (0.002 in). 2. Apply a small amount of Prussian blue to the valve seat, insert the valve into the cylinder head, while applying light pressure on the valve rotate the valve. Remove the valve and examine the valve face. If the blue is transferred below the top edge of the valve face, lower the valve seat using a 15 degree stone. If the blue is transferred to the bottom edge of the valve face, raise the valve seat using a 65 degree stone. 3. When the seat is properly positioned the width of the intake seat must be 1.75 - 2.36 mm (0.0689 - 0.0928 in.) and the exhaust seat must be 1.71 - 2.32 mm (0.0673 - 0.0911 in.). 4. Check the valve spring (6) installed height after refacing the valve and seat. The installed height for both intake and exhaust valve springs must not exceed 40.74 mm (1.6039 in.). 5. The valve seat and valve face must maintain a face angle of 44.5 - 45 angle .
REMOVAL
NOTE: The cylinder heads must be removed in order to preform this procedure. 1. Remove rocker arms and lash adjusters. Refer to procedures in this section.
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2. Remove the camshaft bearing caps and the camshaft. NOTE: All eight valve springs and valves are removed in the same manner; this procedure only covers one valve and valve spring. 3. Using Special Tool C-3422B or C-3422C Valve Spring Compressor and Special tool 8519 Adapter, compress the valve spring. NOTE: It may be necessary to tap the top of the valve spring to loosen the spring retainers locks enough to be removed. 4. Remove the two spring retainer lock halves. NOTE: the valve spring is under tension use care when releasing the valve spring compressor. 5. Remove the valve spring compressor. 6. Remove the spring retainer, and the spring.
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NOTE: Check for sharp edges on the keeper grooves. Remove any burrs from the valve stem before removing the valve from the cylinder head. 7. Remove the valve from the cylinder head. NOTE: The valve stem seals are common between intake and exhaust. 8. Remove the valve stem seal. Mark the valve for proper installation.

NOTE: Whenever the valves are removed from the cylinder head it is recommended that the valve springs be inspected and tested for reuse. Inspect the valve springs for physical signs of wear or damage. Turn table of tool C-647 until surface is in line with the 40.12 mm (1.579 in.) mark on the threaded stud and the zero mark on the front. Place spring over the stud on the table and lift compressing lever to set tone device. Pull on torque wrench until Ping is heard. Take reading on torque wrench at this instant. Multiply this reading by two. This will give the spring load at test length. Fractional measurements are indicated on the table for finer adjustments. Refer to Specifications Section to obtain specified height and allowable tensions. Replace any springs that do not meet specifications.
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INSTALLATION
1. coat the valve stem with clean engine oil and insert it into the cylinder head. 2. Install the valve stem seal. make sure the seal is fully seated and that the garter spring at the top of the seal is intact. 3. Install the spring and the spring retainer. 4. Using the valve spring compressor, compress the spring and install the two valve spring retainer halves. 5. Release the valve spring compressor and make sure the two spring retainer halves and the spring retainer are fully seated. 6. lubricate the camshaft journal with clean engine oil then Position the camshaft (with the sprocket dowel on the left camshaft at 11 oclock and the right camshaft at 12 oclock), then position the camshaft bearing caps. 7. Install the camshaft bearing cap retaining bolts. Tighten the bolts 913 Nm (100 in. lbs.) in 12 turn increments in the sequence shown.
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8. Position the hydraulic lash adjusters and rocker arms.
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ROCKER ARM - VALVE

DESCRIPTION
The rocker arms are steel stampings with an integral roller bearing. The rocker arms incorporate a 2.8 mm (0.11 inch) oil hole in the lash adjuster socket for roller and camshaft lubrication.
REMOVAL
NOTE: Disconnect the battery negative cable to prevent accidental starter engagement. 1. Remove the cylinder head cover (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL). 2. For rocker arm removal on cylinders 3 and 5 Rotate the crankshaft until cylinder #1 is at TDC exhaust stroke. 3. For rocker arm removal on cylinders 2 and 8 Rotate the crankshaft until cylinder #1 is at TDC compression stroke. 4. For rocker arm removal on cylinders 4 and 6 Rotate the crankshaft until cylinder #3 is at TDC compression stroke. 5. For rocker arm removal on cylinders 1 and 7 Rotate the crankshaft until cylinder #2 is at TDC compression stroke. 6. Using special tool 8516 Rocker Arm Remover (2), press downward on the valve spring, remove rocker arm.
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INSTALLATION
CAUTION: Make sure the rocker arms are installed with the concave pocket over the lash adjusters. Failure to do so may cause severe damage to the rocker arms and/or lash adjusters. NOTE: Coat the rocker arms with clean engine oil prior to installation. 1. For rocker arm installation on cylinders 3 and 5 Rotate the crankshaft until cylinder #1 is at TDC exhaust stroke. 2. For rocker arm installation on stroke. 3. For rocker arm installation on stroke. 4. For rocker arm installation on stroke. 5. Using special tool 8516 press cylinders 2 and 8 Rotate the crankshaft until cylinder #1 is at TDC compression cylinders 4 and 6 Rotate the crankshaft until cylinder #3 is at TDC compression cylinders 1 and 7 Rotate the crankshaft until cylinder #2 is at TDC compression downward on the valve spring, install rocker arm.
6. Install the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).
SPRINGS - VALVE
DESCRIPTION
The valve springs are made from high strength chrome silicon steel. The springs are common for intake and exhaust applications,except for the 4.7L H.O. which has unique intake and exhaust springs. The valve spring seat is integral with the valve stem seal, which is a positive type seal to control lubrication.
SEALS - VALVE GUIDE

DESCRIPTION
The valve stem seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter spring maintains consistent lubrication control to the valve stems.
ENGINE BLOCK
DESCRIPTION
The cylinder block is made of cast iron. The block is a closed deck design with the left bank forward. To provide high rigidity and improved NVH an enhanced compacted graphite bedplate is bolted to the block. The block design allows coolant flow between the cylinders bores, and an internal coolant bypass to a single poppet inlet thermostat is included in the cast aluminum front cover.
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Before honing, stuff plenty of clean shop towels under the bores and over the crankshaft to keep abrasive materials from entering the crankshaft area. 1. Used carefully, the Cylinder Bore Sizing Hone C-823, equipped with 220 grit stones, is the best tool for this job. In addition to deglazing, it will reduce taper and out-of-round, as well as removing light scuffing, scoring and scratches. Usually, a few strokes will clean up a bore and maintain the required limits. CAUTION: DO NOT use rigid type hones to remove cylinder wall glaze. 2. Deglazing of the cylinder walls may be done if the cylinder bore is straight and round. Use a cylinder surfacing hone, Honing Tool C-3501, equipped with 280 grit stones (C-3501-3810). about 20-60 strokes, depending on the bore condition, will be sufficient to provide a satisfactory surface. Using honing oil C-3501-3880, or a light honing oil, available from major oil distributors.
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STANDARD PROCEDURE - CYLINDER BORE HONING
CAUTION: DO NOT use engine or transmission oil, mineral spirits, or kerosene. 3. Honing should be done by moving the hone up and down fast enough to get a crosshatch pattern (1). The hone marks should INTERSECT at 50 to 60 for proper seating of rings (2). 4. A controlled hone motor speed between 200 and 300 RPM is necessary to obtain the proper crosshatch angle. The number of up and down strokes per minute can be regulated to get the desired 50 to 60 angle. Faster up and down strokes increase the crosshatch angle. 5. After honing, it is necessary that the block be cleaned to remove all traces of abrasive. Use a brush to wash parts with a solution of hot water and detergent. Dry parts thoroughly. Use a clean, white, lint-free cloth to check that the bore is clean. Oil the bores after cleaning to prevent rusting.
CLEANING
Once the block has been completely cleaned, apply Loctite PST pipe sealant with Teflon 592 to the threads of the front and rear oil galley plugs. Tighten the plugs to 34 Nm (25 ft. lbs.) torque.
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INSPECTION
1. It is mandatory to use a dial bore gauge (2) to measure each cylinder bore (3) diameter. To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm (.0001 in.) INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer. 2. Measure the inside diameter of the cylinder bore at three levels below top of bore. Start perpendicular (across or at 90 degrees) to the axis of the crankshaft and then take two additional reading. 3. Measure the cylinder bore diameter crosswise to the cylinder block near the top of the bore. Repeat the measurement near the middle of the bore, then repeat the measurement near the bottom of the bore. 4. Determine taper by subtracting the smaller diameter from the larger diameter. 5. Rotate measuring device 90 and repeat steps above. 6. Determine out-of-roundness by comparing the difference between each measurement. 7. If cylinder bore taper does not exceed 0.025 mm (0.001 inch) and out-of-roundness does not exceed 0.025 mm (0.001 inch), the cylinder bore can be honed. If the cylinder bore taper or out- of-round condition exceeds these maximum limits, the cylinder block must be replaced. A slight amount of taper always exists in the cylinder bore after the engine has been in use for a period of time.
BEARINGS-CONNECTING ROD
STANDARD PROCEDURE - CONNECTING ROD BEARING FITTING
Inspect the connecting rod bearings for scoring. Check the bearings for normal wear patterns, scoring, grooving, fatigue and pitting. Replace any bearing that shows abnormal wear. Inspect the connecting rod journals for signs of scoring, nicks and burrs. Misaligned or bent connecting rods can cause abnormal wear on pistons, piston rings, cylinder walls, connecting rod bearings and crankshaft connecting rod journals. If wear patterns or damage to any of these components indicate the probability of a misaligned connecting rod, inspect it for correct rod alignment. Replace misaligned, bent or twisted connecting rods. 1. Wipe the oil from the connecting rod journal.
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2. Lubricate the upper bearing insert (2) and install in connecting rod (1). Center bearing insert (2) in connecting rod.
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3. Use piston ring compressor (3) and Guide Pins Special Tool 8507 (4) to install the rod and piston assemblies. The oil slinger slots in the rods must face front of the engine. The Fs near the piston wrist pin bore should point to the front of the engine.
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4. Install the lower bearing insert in the bearing cap Center bearing insert (2) in connecting rod (1).. The lower insert must be dry. Place strip of Plastigage across full width of the lower insert at the center of bearing cap. Plastigage must not crumble in use. If brittle, obtain fresh stock.
5. Install bearing cap and connecting rod on the journal and tighten bolts to 27 Nm (20 ft. lbs.) plus a 90 turn. DO NOT rotate crankshaft. Plastigage will smear, resulting in inaccurate indication. 6. Remove the bearing cap and determine amount of bearing-to-journal clearance by measuring the width of compressed Plastigage (2). Refer to Engine Specifications for the proper clearance. Plastigage should indicate the same clearance across the entire width of the insert. If the clearance varies, it may be caused by either a tapered journal, bent connecting rod or foreign material trapped between the insert and cap or rod. 7. If the correct clearance is indicated, replacement of the bearing inserts is not necessary. Remove the Plastigage (2) from crankshaft journal and bearing insert. Proceed with installation.
Bearing Mark
SIZE
USED WITH JOURNAL SIZE
.025 US
.025 mm (.001 in.)
50.983-50.967 mm (2.0073-2.0066 in.) 50.992-51.008 mm (2.0076-2.0082 in.)
Std.
STANDARD
.250 US
.250 mm (.010 in.)
50.758-50.742 mm (1.9984-1.9978 in.)
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8. If bearing-to-journal clearance exceeds the specification, determine which service bearing set to use, using the following bearing sizes:
CAUTION: Connecting Rod Bolts are Torque to Yield Bolts and Must Not Be Reused. Always replace the Rod Bolts whenever they are loosened or removed. 9. Repeat the Plastigage measurement to verify your bearing selection prior to final assembly. 10. Once you have selected the proper insert, install the insert and cap. Tighten the connecting rod bolts to 27 Nm (20 ft. lbs.) plus a 90 turn. Slide snug-fitting feeler gauge between the connecting rod and crankshaft journal flange. Refer to Engine Specifications for the proper clearance. Replace the connecting rod if the side clearance is not within specification.
CRANKSHAFT
DESCRIPTION
The 4.7L crankshaft is constructed of nodular cast iron. The crankshaft is a cross shaped four throw design with eight counterweights for balancing purposes. The crankshaft is supported by five select fit main bearings with the number three serving as the thrust washer location. The main journals of the crankshaft are cross drilled to improve rod bearing lubrication. The number eight counterweight has provisions for crankshaft position sensor target wheel mounting. The select fit main bearing markings are located on the rear side of the target wheel. The crankshaft oil seals are one piece design. The front oil seal is retained in the timing chain cover, and the rear seal is pressed in to a bore formed by the cylinder block and the bedplate assembly.
STANDARD PROCEDURE MEASURING CRANKSHAFT END PLAY

1. 2. 3. 4. Mount a dial indicator to front of engine with the locating probe on nose of crankshaft. Move crankshaft all the way to the rear of its travel. Zero the dial indicator. Move crankshaft all the way to the front and read the dial indicator. (Refer to 9 - ENGINE - SPECIFICATIONS) for end play specification.
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REMOVAL
NOTE: To remove the crankshaft from the engine, the engine must be removed from the vehicle. 1. Remove the engine. (Refer to 9 - ENGINE REMOVAL). 2. Remove the engine oil pump. (Refer to 9 ENGINE/LUBRICATION/OIL PUMP - REMOVAL). CAUTION: DO NOT pry on the oil pan gasket when removing the oil pan, The oil pan gasket is mounted to the cylinder block in three locations and will remain attached to block when removing oil pan. Gasket can not be removed with oil pan. 3. Remove oil pan. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL). 4. Remove the oil pump pickup tube and oil pan gasket /windage tray. 5. Remove the bedplate mounting bolts. Note the location of the three stud bolts for installation. 6. Remove the connecting rods from the crankshaft. CAUTION: The bedplate to cylinder block mating surface is a critical sealing surface. Do not pry on or damage this surface in anyway. NOTE: The bedplate contains the lower main bearing halves. Use care when handling bedplate as not to drop or damage bearing halves. Installing main bearing halves in the wrong position will cause sever damage to the crankshaft. NOTE: The bedplate has pry points cast into it. Use these points only. The pry points are on both the left and right sides, only the left side is shown. 7. Carefully pry on the pry points to loosen the bedplate then remove the bedplate. CAUTION: When removing the crankshaft, use care not to damage bearing surfaces on the crankshaft. 8. Remove the crankshaft. 9. Remove the crankshaft target wheel.
INSPECTION
NOTE: Thoroughly inspect the connecting rod bearing bores and main bearing bores for scoring, blueing or severe scratches. Further disassembly may be required. If connecting rod bearing bores show damage, the cylinder heads must be removed to service the piston and rod assemblies. If the bedplate or the cylinder block main bearing bores show damage the engine must be replaced. 1. If required, remove the main bearing halves from the cylinder block and bedplate. 2. Thoroughly clean the bedplate to cylinder block sealing surfaces and main bearing bores. Remove all oil and sealant residue.
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3. Inspect the bedplate main bearing bores for cracks, scoring or severe blueing. If either condition exists the engine must be replaced. 4. Inspect the crankshaft thrust washers for scoring, scratches, wear or blueing. If either condition exist replace the thrust washer. 5. Inspect the oil pan gasket/windage tray for splits, tears or cracks in the gasket sealing surfaces. Replace gasket as necessary.
INSTALLATION
CAUTION: Main bearings are select fit. (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT MAIN BEARINGS - STANDARD PROCEDURE) for proper bearing selections. 1. Lubricate upper main bearing halves with clean engine oil. CAUTION: When installing crankshaft, use care not to damage bearing surfaces on the crankshaft. NOTE: Apply sealant to the target wheel retaining screws prior to installation. 2. Install the crankshaft target wheel. Torque the mounting screws to 15 Nm (12 ft. lbs.). 3. Position crankshaft in cylinder block. 4. Install the thrust washers (1).
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CAUTION: The bedplate to cylinder block mateing surface must be coated with sealant prior to installation. Failure to do so will cause severe oil leaks. NOTE: The installation time to install the bedplate after the sealant has been applied is critical. NOTE: Make sure that the bedplate and cylinder block sealing surfaces are clean and free of oil or other contaminants. Contaminants on the sealing surfaces may cause main bearing distortion and/or oil leaks. 5. Apply a 2.5mm (0.100 inch) bead of Mopar Gen II Silicone Rubber Adhesive sealant (2) to the cylinder blockto-bedplate mating surface (1) as shown. 6. Coat the crankshaft main bearing journals with clean engine oil and position the bedplate onto the cylinder block.
NOTE: Lubricate the bedplate retaining bolts with clean engine oil prior to installation. 7. Install the bedplate retaining bolts, making sure to place the stud bolts in the correct location, Torque the bolts in the sequence shown. Tighten bolts A L to 54 Nm (40 ft. lbs.) Tighten bolts 110 to 2.8 Nm (25 in. lbs.) Turn bolts 110 an additional 90 . Tighten bolts A1 A6 to 27 Nm (20 ft. lbs.) 8. Measure crankshaft end play. (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT - STANDARD PROCEDURE).
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9. Install the connecting rods and measure side clearance. (Refer to 9 - ENGINE/ENGINE BLOCK/CONNECTING ROD BEARINGS - STANDARD PROCEDURE).
10. Position the oil pan gasket/windage tray, using a new o-ring, install the oil pickup tube. Torque the bolt to 28Nn (20 ft. lbs.) torque the nuts to 28Nm (20 ft. lbs.). 11. Install the oil pan. Torque the retaining bolts to 15 Nm (11 ft. lbs.) in the sequence shown. 12. Install the engine (Refer to 9 - ENGINE INSTALLATION).
BEARINGS - CRANKSHAFT MAIN

STANDARD PROCEDURE - CRANKSHAFT MAIN BEARING - FITTING
Crankshaft removed from the cylinder block. Clean the oil off the main bearing journal. Determine the maximum diameter of the journal with a micrometer. Measure at two locations 90 apart at each end of the journal. The maximum allowable taper is 0.008mm (0.0004 inch.) and maximum out of round is 0.005mm (0.002 inch). Compare the measured diameter with the journal diameter specification (Main Bearing Fitting Chart). Select inserts required to obtain the specified bearing-to-journal clearance.

The main bearings are select fit to achieve proper oil clearances. For main bearing selection, the crankshaft position sensor target wheel has grade identification marks stamped into it (2). These marks are read from left to right, corresponding with journal number 1, 2, 3, 4 and 5. The crankshaft position sensor target wheel (2) is mounted to the number 8 counter weight (1) on the crankshaft.
NOTE: Service main bearings are coded. These codes identify what size (grade) the bearing is.
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FOR USE WITH JOURNAL SIZE
MAIN BEARING SELECTION CHART - 4.7L GRADE MARKING A 0.008 mm U/S (0.0004 in.) U/S B NOMINAL SIZE mm (in.)
63.48863.496 mm (2.49962.4999 in.) 63.49663.504 mm (2.49992.5002 in.)
0.008 mm O/S (0.0004 in.) O/S
63.50463.512 mm (2.50022.5005 in.)
INSPECTION
Wipe the inserts clean and inspect for abnormal wear patterns and for metal or other foreign material imbedded in the lining. Normal main bearing insert wear patterns are illustrated. NOTE: If any of the crankshaft journals are scored, the crankshaft must be repaired or replaced. Inspect the back of the inserts for fractures, scrapings or irregular wear patterns. Inspect the upper insert locking tabs for damage. Replace all damaged or worn bearing inserts.
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SEAL - CRANKSHAFT OIL - FRONT
REMOVAL
1. Disconnect negative cable from battery. 2. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL). 3. Remove A/C compressor mouning fasteners and set aside. 4. Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 5. Remove upper radiator hose. 6. Disconnect electrical connector for fan mounted inside radiator shroud. 7. Remove radiator shroud attaching fasteners. NOTE: Transmission cooler line snaps into shroud lower right hand corner. 8. Remove radiator cooling fan and shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN REMOVAL). 9. Remove crankshaft damper bolt. 10. Remove damper using Special Tools 8513 Insert and 1026 Three Jaw Puller (2).
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11. Using Special Tool 8511 (1), remove crankshaft front seal.
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INSTALLATION
CAUTION: To prevent severe damage to the Crankshaft, Damper or Special Tool 8512, thoroughly clean the damper bore and the crankshaft nose before installing Damper. 1. Using Special Tool 8348 and 8512 (2,3), install crankshaft front seal. 2. Install vibration damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION). 3. Install radiator cooling fan and shroud (Refer to 7 COOLING/ENGINE/RADIATOR FAN - INSTALLATION). 4. Install upper radiator hose. 5. Install A/C compressor and tighten fasteners to 54 Nm (40 ft. lbs.). 6. Install accessory drive belt refer (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION). 7. Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 8. Connect negative cable to battery.
CRANKSHAFT OIL SEAL - REAR

REMOVAL
NOTE: This procedure can be performed in vehicle. 1. If being performed in vehicle, remove the transmission. 2. Remove the flexplate (Refer to 9 - ENGINE/ENGINE BLOCK/FLEX PLATE - REMOVAL). NOTE: The crankshaft oil seal CAN NOT be reused after removal. NOTE: The crankshaft rear oil seal remover Special Tool 8506 must be installed deeply into the seal. Continue to tighten the removal tool into the seal until the tool can not be turned farther. Failure to install tool correctly the first time will cause tool to pull free of seal without removing seal from engine. 3. Using Special Tool 8506 (2), remove the crankshaft rear oil seal (1)
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INSTALLATION
1. Lubricate the crankshaft flange with engine oil. 2. Position the magnetic seal guide Special Tool 8349-2 onto the crankshaft rear face. Then position the crankshaft rear oil seal (1) onto the guide (2).
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3. Using Special Tools 8349 Crankshaft Rear Oil Seal Installer (2) and C-4171 Driver Handle (3), with a hammer, tap the seal (1) into place. Continue to tap on the driver handle until the seal installer seats against the cylinder block crankshaft bore. 4. Install the flexplate. 5. Install the transmission.
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FLEX PLATE
REMOVAL
1. Remove the transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/ 545RFE - REMOVAL). 2. Remove the bolts and flexplate (1).
INSTALLATION
1. Position the flexplate onto the crankshaft and install the bolts hand tight. 2. Tighten the flexplate retaining bolts to 60 Nm (45 ft. lbs.) in the sequence shown. 3. Install the transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - INSTALLATION).
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ROD - PISTON & CONNECTING
DESCRIPTION
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CAUTION: Do not use a metal stamp to mark connecting rods as damage may result, instead use ink or a scratch awl. The pistons are made of a high strength aluminum alloy. The anodized top ring groove and crown has been replaced with a coated top ring that is blue in color on the bottom surface. Piston skirts are coated with a solid lubricant (Molykote) to reduce friction and provide scuff resistance. The connecting rods are made of forged powdered metal, with a fractured cap design. A pressed fit piston pin is used to attach the piston and connecting rod on the 4.7L.
STANDARD PROCEDURE - PISTON FITTING

1. To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm ( .0001 in.) INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer. 2. Measure the inside diameter of the cylinder bore at a point 38.0 mm (1.5 inches) below top of bore. Start perpendicular (across or at 90 degrees) to the axis of the crankshaft at point A and then take an additional bore reading 90 degrees to that at point B.
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3. The coated pistons will be serviced with the piston pin and connecting rod pre-assembled. 4. The coating material is applied to the piston after the final piston machining process. Measuring the outside diameter of a coated piston will not provide accurate results. Therefore measuring the inside diameter of the cylinder bore with a dial Bore Gauge is MANDATORY. To correctly select the proper size piston, a cylinder bore gauge capable of reading in 0.003 mm (.0001 in.) increments is required. 5. Piston installation into the cylinder bore requires slightly more pressure than that required for noncoated pistons. The bonded coating on the piston will give the appearance of a line-to-line fit with the cylinder bore.
REMOVAL
1. Disconnect negative cable from battery. 2. Remove the following components: Oil pan and gasket/windage tray (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL). Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL) and (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL). Timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL). Cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL) and (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL). 3. If necessary, remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cylinder block. Be sure to keep tops of pistons covered during this operation. Pistons and connecting rods must be removed from top of cylinder block. When removing piston and connecting rod assemblies from the engine, rotate crankshaft so the each connecting rod is centered in cylinder bore. CAUTION: DO NOT use a number stamp or a punch to mark connecting rods or caps, as damage to connecting rods could occur NOTE: Connecting rods and bearing caps are not interchangeable and should be marked before removing to ensure correct reassembly. 4. Mark connecting rod and bearing cap positions using a permanent ink marker or scribe tool. CAUTION: Care must be taken not to damage the fractured rod and cap joint face surfaces, as engine damage may occur.
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5. Remove connecting rod cap. Install Special Tool 8507 Connecting Rod Guides into the connecting rod being removed. Remove piston from cylinder bore. Repeat this procedure for each piston being removed. CAUTION: Care must be taken not to nick crankshaft journals, as engine damage may occur 6. Immediately after piston and connecting rod removal, install bearing cap on the mating connecting rod to prevent damage to the fractured cap and rod surfaces. 7. Carefully remove piston rings from piston(s), starting from the top ring down.
CLEANING
INSPECTION
Check the connecting rod journal for excessive wear, taper and scoring (Refer to 9 - ENGINE/ENGINE BLOCK/ CONNECTING ROD BEARINGS - STANDARD PROCEDURE). Check the connecting rod for signs of twist or bending. Check the piston for taper and elliptical shape before it is fitted into the cylinder bore (Refer to 9 - ENGINE/ENGINE BLOCK/PISTON & CONNECTING ROD - STANDARD PROCEDURE). Check the piston for scoring, or scraping marks in the piston skirts. Check the ring lands for cracks and/or deterioration.
INSTALLATION
1. Before installing piston and connecting rod assemblies into the bore, install the piston rings. 2. Immerse the piston head and rings in clean engine oil. Position a ring compressor (3) over the piston and rings. Tighten ring compressor. Ensure position of rings do not change during this operation. 3. Position bearing onto connecting rod. Ensure that hole in bearing shell aligns with hole in connecting rod. Lubricate bearing surface with clean engine oil.
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4. Install Special Tool 8507 Connecting Rod Guides (4) into connecting rod bolt threads. 5. The pistons are marked on the piston pin bore surface with an raised F indicating installation position (1). This mark must be pointing toward the front of engine on both cylinder banks. The connecting rod oil slinger slot faces the front of the engine. 6. Wipe cylinder bore clean and lubricate with engine oil. 7. Rotate crankshaft until connecting rod journal is on the center of cylinder bore. Insert rod and piston into cylinder bore and carefully position connecting rod guides over crankshaft journal. 8. Tap piston down in cylinder bore using a hammer handle. While at the same time, guide connecting rod into position on rod journal. CAUTION: Connecting Rod Bolts are Torque to Yield Bolts and Must Not Be Reused. Always replace the Rod Bolts whenever they are loosened or removed. 9. Lubricate rod bolts and bearing surfaces with engine oil. Install connecting rod cap and bearing. Tighten bolts to 27 Nm (20 ft. lbs.) plus 90 . 10. Install the following components: Cylinder head(s). (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION). Timing chain and cover. (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION). Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION). Oil pan and gasket/windage tray. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION). 11. Fill crankcase with proper engine oil to correct level. 12. Connect negative cable to battery.
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RINGS - PISTON
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STANDARD PROCEDURE - PISTON RING FITTING

Before reinstalling used rings or installing new rings, the ring clearances must be checked. 1. Wipe the cylinder bore clean. 2. Insert the ring in the cylinder bore. NOTE: The ring gap measurement must be made with the ring positioned at least 12mm (0.50 inch.) from bottom of cylinder bore. 3. Using a piston, to ensure that the ring is squared in the cylinder bore, slide the ring downward into the cylinder. 4. Using a feeler gauge (1) check the ring end gap. Replace any rings not within specification.
PISTON RING SIDE CLEARANCE NOTE: Make sure the piston ring grooves are clean and free of nicks and burrs.
5. Measure the ring side clearance as shown make sure the feeler gauge (1) fits snugly between the ring land and the ring. Replace any ring not within specification. 6. Rotate the ring around the piston, the ring must rotate in the groove with out binding.
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Maximum Clearance 0.11 mm (0.004 in.) 0.10 mm (0.004 in.) .25 mm (0.010 in.) Wear Limit 0.43 mm (0.0017 in.) 0.74 mm (0.029 in.) 1.55 mm (0.061 in.)
PISTON RING SPECIFICATION CHART Ring Position Upper Ring Intermediate Ring Oil Control Ring (Steel Rails) Ring Position Upper Ring Intermediate Ring Oil Control Ring (Steel Rail) Groove Clearance .051-.094 mm (0.0020-.0037 in.) 0.04-0.08 mm (0.0016-0.0031 in.) .019-.229 mm (.0007-.0090 in.) Ring Gap 0.20-0.36 mm (0.0079-0.0142 in.) 0.37-0.63 mm (0.0146-0.0249 in.) 0.025-0.76 mm (0.0099- 0.03 in.)
7. The No. 1 and No. 2 piston rings have a different cross section. Ensure No. 2 ring is installed with manufacturers I.D. mark (Dot) facing up, towards top of the piston. NOTE: Piston rings are installed in the following order: Oil ring expander. Upper oil ring side rail. Lower oil ring side rail. No. 2 Intermediate piston ring. No. 1 Upper piston ring. 8. Install the oil ring expander. 9. Install upper side rail (1) by placing one end between the piston ring groove and the expander ring. Hold end firmly and press down the portion to be installed until side rail is in position. Repeat this step for the lower side rail.
10. Install No. 2 intermediate piston ring using a piston ring installer.
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12. Position piston ring end gaps as shown in. It is important that expander ring gap (5) is at least 45 from the side rail gaps, but not on the piston pin center or on the thrust direction.
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11. Install No. 1 upper piston ring using a piston ring installer.
DAMPER - CRANKSHAFT
REMOVAL
1. Disconnect negative cable from battery. 2. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL). 3. Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 4. Remove radiator upper hose. 5. Remove upper fan shroud. 6. Using Special Tools 6958 Spanner with Adapter Pins 8346 (1), loosen fan and viscous assembly from water pump. 7. Remove fan and viscous assembly. 8. Disconnect electrical connector for fan mounted inside radiator shroud.
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NOTE: Transmission cooler line snaps into shroud lower right hand corner. 9. Remove crankshaft damper bolt. 10. Remove damper using Special Tools 8513 Insert and 1026 Three Jaw Puller (2).
INSTALLATION
CAUTION: To prevent severe damage to the Crankshaft, Damper or Special Tool 8512A, thoroughly clean the damper bore and the crankshaft nose before installing Damper. 1. Align crankshaft damper slot with key in crankshaft. Slide damper onto crankshaft slightly. CAUTION: Special Tool 8512A, is assembled in a specific sequence. Failure to assemble this tool in this sequence can result in tool failure and severe damage to either the tool or the crankshaft. 2. Assemble Special Tool 8512A as follows, The nut (2) is threaded onto the shaft first. Then the roller bearing (1) is placed onto the threaded rod (3) (The hardened bearing surface of the bearing (1) MUSTface the nut (2). Then the hardened washer (5)slides onto the threaded rod. Once assembled coat the threaded rods threads with Mopar Nickel Anti-Seize or equivalent.
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3. Using Special Tool 8512A, press damper onto crankshaft (1). 4. Install then tighten crankshaft damper bolt to 175 Nm (130 ft. lbs.). 5. Install fan blade assembly (Refer to 7 - COOLING/ ENGINE/FAN DRIVE VISCOUS CLUTCH INSTALLATION). 6. Install radiator upper shroud and tighten fasteners to 11 Nm (95 in. lbs.). 7. Connect electrical connector for shroud fan. 8. Install radiator upper hose. 9. Install accessory drive belt (Refer to 7 - COOLING/ ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION). 10. Refill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 11. Connect negative cable to battery.
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STRUCTURAL COVER
DESCRIPTION
The structural dust cover is made of die cast aluminum and joins the lower half of the transmission bell housing to the engine bedplate.
OPERATION
REMOVAL
1. Raise vehicle on hoist. 2. Remove the left hand exhaust pipe from exhaust manifold. 3. Loosen the right hand exhaust manifold-to-exhaust pipe retaining bolts. 4. Remove the eight bolts (1,2,3) retaining structural cover in the sequence shown. 5. Pivot the exhaust pipe downward and remove the structural cover.
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INSTALLATION
CAUTION: The structural cover must be installed as described in the following steps. Failure to do so will cause severe damage to the cover. 1. Position the structural cover in the vehicle. 2. Install all four bolts (1,2,3)retaining the cover-to-engine. DO NOT tighten the bolts at this time. 3. Install the four cover-to-transmission bolts (1,2,3). Do NOT tighten at this time. CAUTION: The structural cover must be held tightly against both the engine and the transmission bell housing during tightening sequence. Failure to do so may cause damage to the cover. 4. Starting with the two rear cover-to-engine bolts, tighten bolts (1) to 54 Nm (40 ft. lbs.), then tighten bolts (2) and (3) to 54 Nm ( 40 ft. lbs.) in the sequence shown. 5. Install the exhaust pipe on left hand exhaust manifold. 6. Tighten exhaust manifold-to-exhaust pipe retaining bolts to 2026 Nm (1520 ft. lbs.).
MOUNT-ENGINE FRONT
REMOVAL
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INSTALLATION
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MOUNT-ENGINE REAR
REMOVAL
4X2
1. Raise the vehicle on a hoist. 2. Using a suitable jack, support transmission. 3. Remove the crossmember. 4. Remove the fasteners (1) from the transmission mount to transmission. 5. Remove the mount (3). 6. Remove the transmission mount bracket (2), if required.
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4X4
1. 2. 3. 4.
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Raise the vehicle on a hoist. Using a suitable jack, support transmission. Remove the crossmember. Remove the fasteners (2) from the transmission mount (1) to transmission. 5. Remove the mount.
INSTALLATION
4X2
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4X4
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LUBRICATION
DESCRIPTION
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OPERATION
Oil from the oil pan is pumped by a gerotor type oil pump directly mounted to the crankshaft nose. Oil pressure is controlled by a relief valve mounted inside the oil pump housing. The camshaft exhaust valve lobes and rocker arms are lubricated through a small hole in the rocker arm; oil flows through the lash adjuster then through the rocker arm and onto the camshaft lobe. Due to the orentation of the rocker arm, the camshaft intake lobes are not lubed in the same manner as the exhaust lobes. The intake lobes are lubed through internal passages in the camshaft. Oil flows through a bore in the number 3 camshaft bearing bore, and as the camshaft turns, a hole in the camshaft aligns with the hole in the camshaft bore allowing engine oil to enter the camshaft tube. The oil then exits through 1.6mm (0.063 in.) holes drilled into the intake lobes, lubricating the lobes and the rocker arms.
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Engine Lubrication Flow ChartBlock: Table 1 FROM Oil Pickup Tube Oil Pump Oil Filter Block Main Oil Gallery
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TO Oil Pump Oil Filter Block Main Oil Gallery 1. Crankshaft Main Journal 2. Left Cylinder Head* 3. Right Cylinder Head*
Crankshaft Main Journals Crankshaft Number One Main Journal Left Cylinder Head Right Cylinder Head
Crankshaft Rod Journals 1.Front Timing Chain Idler Shaft 2.Both Secondary Chain Tensioners See Table 2 See Table 2
* The cylinder head gaskets have an oil restricter to control oil flow to the cylinder heads. Engine Lubrication Flow ChartCylinder Heads: Table 2 FROM Cylinder Head Oil Port (in bolt hole) Main Oil Gallery (drilled through head from rear to front) Base of Camshaft Towers Lash Adjuster Towers TO Diagonal Cross Drilling to Main Oil Gallery 1. Base of Camshaft Towers 2. Lash Adjuster Towers Vertical Drilling Through Tower to Camshaft Bearings** Diagonal Drillings to Hydraulic Lash Adjuster Pockets
** The number three camshaft bearing journal feeds oil into the hollow camshaft tubes. Oil is routed to the intake lobes, which have oil passages drilled into them to lubricate the rocker arms.
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DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - ENGINE OIL PRESSURE

1. Remove oil pressure sending unit and install gauge assembly C-3292. 2. Run engine until thermostat opens. 3. Oil Pressure: Curb Idle25 Kpa (4 psi) minimum 3000 rpm170 - 550 KPa (25 - 80 psi) 4. If oil pressure is 0 at idle, shut off engine. Check for a clogged oil pick-up screen or a pressure relief valve stuck open.

Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak. If the leakage occurs at the crankshaft rear oil seal area: 1. Disconnect the battery. 2. Raise the vehicle. 3. Remove torque converter or clutch housing cover and inspect rear of block for evidence of oil. Use a black light to check for the oil leak: a. Circular spray pattern generally indicates seal leakage or crankshaft damage. b. Where leakage tends to run straight down, possible causes are a porous block, distributor seal, camshaft bore cup plugs, oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces. See Engine, for proper repair procedures of these items. 4. If no leaks are detected, pressurized the crankcase as outlined in the section, Inspection (Engine oil Leaks in general) CAUTION: Do not exceed 20.6 kPa (3 psi). 5. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected between the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal surface is damaged. The seal area on the crankshaft could have minor nicks or scratches that can be polished out with emery cloth. CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks or scratches. The crankshaft seal flange is specially machined to complement the function of the rear oil seal. 6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING), under the Oil Leak row, for components inspections on possible causes and corrections.
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7. After the oil leak root cause and appropriate corrective action have been identified, (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT OIL SEAL - REAR - REMOVAL).
DIAGNOSIS AND TESTING - ENGINE OIL LEAK

Begin with a thorough visual inspection of the engine, particularly at the area of the suspected leak. If an oil leak source is not readily identifiable, the following steps should be followed: 1. Do not clean or degrease the engine at this time because some solvents may cause rubber to swell, temporarily stopping the leak. 2. Add an oil soluble dye (use as recommended by manufacturer). Start the engine and let idle for approximately 15 minutes. Check the oil dipstick to make sure the dye is thoroughly mixed as indicated with a bright yellow color under a black light. 3. Using a black light, inspect the entire engine for fluorescent dye, particularly at the suspected area of oil leak. If the oil leak is found and identified, repair per service manual instructions. 4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat inspection.If the oil leak source is not positively identified at this time, proceed with the air leak detection test method.

1. Disconnect the breather cap to air cleaner hose at the breather cap end. Cap or plug breather cap nipple. 2. Remove the PCV valve from the cylinder head cover. Cap or plug the PCV valve grommet. 3. Attach an air hose with pressure gauge and regulator to the dipstick tube. CAUTION: Do not subject the engine assembly to more than 20.6 kPa (3 PSI) of test pressure. 4. Gradually apply air pressure from 1 psi to 2.5 psi maximum while applying soapy water at the suspected source. Adjust the regulator to the suitable test pressure that provide the best bubbles which will pinpoint the leak source. If the oil leak is detected and identified, repair per service manual procedures. 5. If the leakage occurs at the rear oil seal area, refer to the section, Inspection for Rear Seal Area Leak. 6. If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps. Install the PCV valve and breather cap hose. 7. Clean the oil off the suspect oil leak area using a suitable solvent. Drive the vehicle at various speeds approximately 24 km (15 miles). Inspect the engine for signs of an oil leak by using a black light.

Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak. If the leakage occurs at the crankshaft rear oil seal area: 1. Disconnect the battery. 2. Raise the vehicle. 3. Remove torque converter or clutch housing cover and inspect rear of block for evidence of oil. Use a black light to check for the oil leak: a. Circular spray pattern generally indicates seal leakage or crankshaft damage. b. Where leakage tends to run straight down, possible causes are a porous block, distributor seal, camshaft bore cup plugs oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces. 4. If no leaks are detected, pressurize the crankcase as outlined in the, Inspection (Engine oil Leaks in general) CAUTION: Do not exceed 20.6 kPa (3 psi). 5. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected between the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal surface is damaged. The seal area on the crankshaft could have minor nicks or scratches that can be polished out with emery cloth.
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CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks and scratches. The crankshaft seal flange is especially machined to complement the function of the rear oil seal. 6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled.
OIL
STANDARD PROCEDURE - ENGINE OIL SERVICE
The engine oil level indicator (2) is located at the right rear of the engine on the 4.7L engines.

CAUTION: Do not overfill crankcase with engine oil, pressure loss or oil foaming can result. Inspect engine oil level approximately every 800 kilometers (500 miles). Unless the engine has exhibited loss of oil pressure, run the engine for about five minutes before checking oil level. Checking engine oil level on a cold engine is not accurate. To ensure proper lubrication of an engine, the engine oil must be maintained at an acceptable level. The acceptable levels are indicated between the ADD and SAFE marks on the engine oil dipstick. 1. Position vehicle on level surface. 2. With engine OFF, allow approximately ten minutes for oil to settle to bottom of crankcase, remove engine oil dipstick. 3. Wipe dipstick clean. 4. Install dipstick and verify it is seated in the tube. 5. Remove dipstick, with handle held above the tip, take oil level reading. 6. Add oil only if level is below the ADD mark on dipstick.
ENGINE OIL CHANGE

Change engine oil at mileage and time intervals described in Maintenance Schedules. Run engine until achieving normal operating temperature. 1. Position the vehicle on a level surface and turn engine off. 2. Hoist and support vehicle on safety stands. 3. Remove oil fill cap. 4. Place a suitable drain pan under crankcase drain.
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6. Install drain plug in crankcase.
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5. Remove drain plug from crankcase and allow oil to drain into pan. Inspect drain plug threads for stretching or other damage. Replace drain plug if damaged. 7. Lower vehicle and fill crankcase with specified type and amount of engine oil described in this section. 8. Install oil fill cap. 9. Start engine and inspect for leaks. 10. Stop engine and inspect oil level. NOTE: Care should be exercised when disposing used engine oil after it has been drained from a vehicle engine. Refer to the WARNING at beginning of this section.
FILTER - ENGINE OIL

REMOVAL
All engines are equipped with a high quality full-flow, disposable type oil filter. DaimlerChrysler Corporation recommends a Mopar or equivalent oil filter be used. 1. Position a drain pan under the oil filter. 2. Using a suitable oil filter wrench loosen filter. 3. Rotate the oil filter counterclockwise to remove it from the cylinder block oil filter boss. 4. When filter separates from cylinder block oil filter boss, tip gasket end upward to minimize oil spill. Remove filter from vehicle. NOTE: Make sure filter gasket was removed with filter. 5. With a wiping cloth, clean the gasket sealing surface of oil and grime.
INSTALLATION
1. Lightly lubricate oil filter gasket (2) with engine oil. 2. Thread filter (3) onto adapter nipple. When gasket makes contact with sealing surface, hand tighten filter one full turn, do not over tighten. 3. Add oil, verify crankcase oil level and start engine. Inspect for oil leaks.
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PAN - ENGINE OIL

DESCRIPTION
The engine oil pan is made of laminated steel and has a single plane sealing surface. The sandwich style oil pan gasket has an integrated windage tray and steel carrier. The sealing area of the gasket is molded with rubber and is designed to be reused as long as the gasket is not cut, torn or ripped.
REMOVAL
1. Disconnect the negative battery cable. 2. Install engine support fixture (1) special tool # 8534. Do not raise engine at this time.
3. Loosen both left and right side engine mount through bolts (3). Do not remove bolts.
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4. Remove the structural dust cover. 5. Drain engine oil.
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CAUTION: Only raise the engine enough to provide clearance for oil pan removal. Check for proper clearance at fan shroud to fan and cowl to intake manifold. 6. Raise engine using special tool (1) # 8534 to provide clearance to remove oil pan.
NOTE: Do not pry on oil pan or oil pan gasket. Gasket is integral to engine windage tray and does not come out with oil pan. 7. Remove the oil pan mounting bolts and oil pan. 8. Unbolt oil pump pickup tube and remove tube. 9. Inspect the integral windage tray and gasket and replace as needed.
CLEANING
1. Clean oil pan in solvent and wipe dry with a clean cloth. 2. Clean the oil pan gasket surface. DO NOT use a grinder wheel or other abrasive tool to clean sealing surface. 3. Clean oil screen and tube thoroughly in clean solvent.
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INSPECTION
1. Inspect oil drain plug and plug hole for stripped or damaged threads. Repair as necessary. 2. Inspect the oil pan mounting flange for bends or distortion. Straighten flange, if necessary.
INSTALLATION
1. Clean the oil pan gasket mating surface of the bedplate and oil pan. 2. Position the oil pan gasket and pickup tube with new o-ring. Install the mounting bolt and nuts. Tighten bolt and nuts to 28 Nm (20 ft. lbs.). 3. Position the oil pan and install the mounting bolts. Tighten the mounting bolts to 15 Nm (11 ft. lbs.) in the sequence shown.
4. Lower the engine into mounts using special tool (1) # 8534.
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5. Install both the left and right side engine mount through bolts (3). Tighten the nuts to 68 Nm (50 ft. lbs.). 6. Remove special tool # 8534.
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7. Install structural dust cover. 8. Fill engine oil. 9. Reconnect the negative battery cable. 10. Start engine and check for leaks.
SWITCH - OIL PRESSURE

DESCRIPTION
The 1 wire, solid-state engine oil pressure sensor (sending unit) is located in an engine oil pressure gallery.
OPERATION
The oil pressure sensor uses three circuits. They are: A 5 volt power supply from the Powertrain Control Module (PCM) A sensor ground through the PCMs sensor return A signal to the PCM relating to engine oil pressure
The oil pressure sensor has a 3 wire electrical function very much like the Manifold Absolute Pressure (MAP) sensor. Meaning different pressures relate to different output voltages. A 5 volt supply is sent to the sensor from the PCM to power up the sensor. The sensor returns a voltage signal back to the PCM relating to engine oil pressure. This signal is then transferred (bussed) to the instrument panel on either a CCD or PCI bus circuit (depending on vehicle line) to operate the oil pressure gauge and the check gauges lamp. Ground for the sensor is provided by the PCM through a low-noise sensor return.
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REMOVAL
1. Disconnect the negative cable from the battery. 2. Raise vehicle on hoist. 3. Remove front splash shield. 4. Disconnect oil pressure sender wire (4). 5. Remove the pressure sender (2).
INSTALLATION
1. Install oil pressure sender. 2. Connect oil pressure sender wire. 3. Install front splash shield. 4. Lower vehicle. 5. Connect the negative battery cable.
PUMP - ENGINE OIL

REMOVAL
1. Remove the oil pan and pick-up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL). 2. Remove the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) REMOVAL). 3. Remove the timing chains and tensioners (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL). 4. Remove the four bolts, primary timing chain tensioner and the oil pump.
DISASSEMBLY
1. Remove oil pump cover screws and lift off cover plate. 2. Remove pump inner and outer rotors. NOTE: Once the oil pressure relief valve, cup plug, and pin are removed, the pump assembly must be replaced. 3. If it is necessary to remove the pressure relief valve, drive the roll pin from pump housing and remove cup plug, spring and valve.
CLEANING
1. Wash all parts in a suitable solvent.
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INSPECTION
CAUTION: Oil pump pressure relief valve and spring should not be removed from the oil pump. If these components are disassembled and or removed from the pump the entire oil pump assembly must be replaced. 1. Clean all parts thoroughly. Mating surface of the oil pump housing should be smooth. If the pump cover is scratched or grooved the oil pump assembly should be replaced. 2. Lay a straight edge across the pump cover surface (3). If a 0.025 mm (0.001 in.) feeler gauge (2) can be inserted between the cover and the straight edge the oil pump assembly should be replaced.
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3. Measure the thickness of the outer rotor. If the outer rotor thickness measures at 12.005 mm (0.472 in.) or less the oil pump assembly must be replaced. 4. Measure the diameter of the outer rotor. If the outer rotor diameter measures at 85.925 mm (3.382 in.) or less the oil pump assembly must be replaced.
5. Measure the thickness of the inner rotor. If the inner rotor thickness measures at 12.005 mm (0.472 in.) or less then the oil pump assembly must be replaced.
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6. Slide outer rotor (2) into the body of the oil pump. Press the outer rotor to one side of the oil pump body and measure clearance between the outer rotor and the body. If the measurement is 0.235mm (0.009 in.) or more the oil pump assembly must be replaced.
7. Install the inner rotor in the into the oil pump body. Measure the clearance between the inner (3) and outer (1) rotors. If the clearance between the rotors is .150 mm (0.006 in.) or more the oil pump assembly must be replaced.
8. Place a straight edge (1) across the body of the oil pump (between the bolt holes), if a feeler gauge (2) of .095 mm (0.0038 in.) or greater can be inserted between the straightedge and the rotors, the pump must be replaced.
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NOTE: The 3.7L/4.7L Oil pump is released as an assembly. There are no DaimlerChrysler part numbers for Sub-Assembly components. In the event the oil pump is not functioning or out of specification it must be replaced as an assembly.
ASSEMBLY
1. 2. 3. 4. 5. Wash all parts in a suitable solvent and inspect carefully for damage or wear. Install inner and outer rotors Install oil pump cover plate and install cover bolts and tighten them to 12 Nm (105 in. lbs.). Prime oil pump before installation by filling rotor cavity with engine oil. If oil pressure is low and pump is within specifications, inspect for worn engine bearings or other causes for oil pressure loss.
INSTALLATION
1. Position the oil pump onto the crankshaft and install one oil pump retaining bolts. 2. Position the primary timing chain tensioner and install three retaining bolts. 3. Tighten the oil pump and primary timing chain tensioner retaining bolts to 28 Nm (250 in. lbs.) in the sequence shown. 4. Install the secondary timing chain tensioners and timing chains (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS INSTALLATION). 5. Install the timing chain cover (Refer to 9 - ENGINE/ VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION). 6. Install the pick-up tube and oil pan (Refer to 9 ENGINE/LUBRICATION/OIL PAN INSTALLATION).
MANIFOLD - INTAKE
DESCRIPTION
The intake manifold is made of a composite material and features long runners which maximizes low end torque. The intake manifold uses single plane sealing which consist of eight individual press in place port gaskets to prevent leaks. Eight studs and two bolts are used to fasten the intake to the head.
DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKAGE

An intake manifold air leak is characterized by lower than normal manifold vacuum. Also, one or more cylinders may not be functioning. WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING. DO NOT STAND IN A DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE PULLEYS, BELTS OR THE FAN. DO NOT WEAR LOOSE CLOTHING. 1. Start the engine. 2. Spray a small stream of water at the suspected leak area.
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3. If a change in RPM is observed the area of the suspected leak has been found. 4. Repair as required.
REMOVAL
1. Perform the Fuel System Pressure Release procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE). 2. Disconnect negative cable from battery. 3. Remove air cleaner housing and throttle body resonator. 4. Disconnect throttle and speed control cables. 5. Disconnect electrical connectors for the following components: Manifold Absolute Pressure (MAP) Sensor Intake Air Temperature (IAT) Sensor Throttle Position (TPS) Sensor Coolant Temperature (CTS) Sensor Idle Air Control (IAC) Motor 6. Disconnect vapor purge hose, brake booster hose, speed control servo hose, positive crankcase ventilation (PCV) hose. 7. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL). 8. Disconnect generator electrical connections. 9. Unbolt the generator and move it away from the intake manifold for clearance. 10. Disconnect air conditioning compressor electrical connections. 11. Unbolt the air conditioning compressor and move it away from the intake manifold for clearance. 12. Disconnect left and right radio suppressor straps. 13. Disconnect and remove ignition coil towers (Refer to 8 - ELECTRICAL/IGNITION CONTROL/IGNITION COIL REMOVAL). 14. 15. 16. 17. 18. Remove top oil dipstick tube retaining bolt and ground strap. Remove fuel rail (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL RAIL - REMOVAL). Remove throttle body assembly and mounting bracket. Drain cooling system below coolant temperature level (Refer to 7 - COOLING - STANDARD PROCEDURE). Remove intake manifold retaining fasteners, in reverse order of tightening sequence.
NOTE: Intake must be lifted upward and level in the front and rear to clear the cowl. Interference with the cowl will occur during removal. 19. Remove intake manifold.
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CLEANING
NOTE: There is NO approved repair procedure for the intake manifold. If severe damage is found during inspection, the intake manifold must be replaced. Before installing the intake manifold thoroughly clean the mating surfaces. Use a suitable cleaning solvent, then air dry.
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INSPECTION
1. Inspect the intake sealing surface for cracks, nicks and distortion. 2. Inspect the intake manifold vacuum hose fittings for looseness or blockage. 3. Inspect the manifold to throttle body mating surface for cracks, nicks and distortion.
INSTALLATION
1. Install intake manifold gaskets. 2. Install intake manifold. 3. Install intake manifold retaining bolts and tighten in sequence shown in to 12 Nm (105 in. lbs.). 4. 5. 6. 7. Install left and right radio suppressor straps. Install throttle body assembly. Install throttle cable bracket. Connect throttle cable and speed control cable to throttle body.
8. Install fuel rail (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL RAIL - INSTALLATION). 9. Install ignition coil towers (Refer to 8 - ELECTRICAL/IGNITION CONTROL/IGNITION COIL INSTALLATION). 10. Install coolant temperature sensor (Refer to 7 COOLING/ENGINE/ENGINE COOLANT TEMP SENSOR - INSTALLATION). 11. Connect electrical connectors for the following components: Manifold Absolute Pressure (MAP) Sensor Intake Air Temperature (IAT) Sensor Throttle Position (TPS) Sensor Coolant Temperature (CTS) Sensor Idle Air Control (IAC) Motor Ignition coil towers Fuel injectors 12. Install top oil dipstick tube retaining bolt and ground strap.
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13. Install generator including electrical connections (Refer to 8 - ELECTRICAL/CHARGING/GENERATOR INSTALLATION). 14. Connect Vapor purge hose, Brake booster hose, Speed control servo hose, Positive crankcase ventilation (PCV) hose. 15. Install air conditioning compressor including electrical connections. 16. Fill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE). 17. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION). 18. Install air cleaner housing and throttle body resonator. Tighten resonator bolts 4.5 Nm (40 in. lbs.). 19. Connect negative cable to battery.
MANIFOLD - EXHAUST LEFT

DESCRIPTION
The exhaust manifolds are log style with a patented flow enhancing design to maximize performance. The exhaust manifolds are made of high silicon molybdenum cast iron. A perforated core graphite exhaust manifold gasket is used to improve sealing to the cylinder head. The exhaust manifolds are covered by a three layer laminated heat shield for thermal protection and noise reduction. The heat shields are fastened with a torque prevailing nut that is backed off slightly to allow for the thermal expansion of the exhaust manifold.
REMOVAL
1. 2. 3. 4. 5. 6. Disconnect negative cable for battery. Hoist vehicle. Disconnect exhaust pipe at manifold. Lower vehicle. Remove air cleaner housing and tube. Remove the front two exhaust heat shield retaining fasteners. Raise vehicle and remove the fasteners at rear of heat shield.
7. Remove heat shield. 8. Lower vehicle and remove the upper exhaust manifold retaining bolts. 9. Raise vehicle and remove the lower exhaust manifold retaining bolts. 10. Remove exhaust manifold and gasket. Manifold is removed from below the engine compartment.
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CLEANING
1. Clean the exhaust manifold using a suitable cleaning solvent, then allow to air dry. 2. Clean all gasket residue from the manifold mating surface.
INSPECTION
1. Inspect the exhaust manifold for cracks in the mating surface and at every mounting bolt hole. 2. Using a straight edge and a feeler gauge, check the mating surface for warp and twist. 3. Inspect the manifold to exhaust pipe mating surface for cracks, gouges, or other damage that would prevent sealing.
INSTALLATION
1. Install exhaust manifold and gasket from below engine compartment. 2. Install lower exhaust manifold fasteners. DO NOT tighten until all fasteners are in place. 3. Lower vehicle and install upper exhaust manifold fasteners. Tighten all manifold bolts starting at center and working outward to 25 Nm (18 ft. lbs.). CAUTION: Over tightening heat shield fasteners, may cause shield to distort and/or crack. 4. Install exhaust manifold heat shield. Tighten fasteners to 8 Nm (72 in. lbs.), then loosen 45 degrees. 5. Install air cleaner housing and tube. 6. Connect exhaust pipe to manifold. 7. Connect negative cable to battery.
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MANIFOLD - EXHAUST RIGHT

DESCRIPTION
The exhaust manifolds are log style with a patented flow enhancing design to maximize performance. The exhaust manifolds are made of high silicon molybdenum cast iron. A perforated core graphite exhaust manifold gasket is used to improve sealing to the cylinder head. The exhaust manifolds are covered by a three layer laminated heat shield for thermal protection and noise reduction. The heat shields are fastened with a torque prevailing nut that is backed off slightly to allow for the thermal expansion of the exhaust manifold.
REMOVAL
1. Disconnect negative cable for battery. 2. Remove battery from vehicle. 3. Remove Power Distribution Center (PDC) fasteners and set aside. 4. Remove battery tray assembly. 5. Remove washer bottle assembly 6. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL). 7. Remove A/C compressor from mounting and set aside. 8. Remove A/C accumulator support bracket fastener. 9. Drain coolant (Refer to 7 - COOLING - STANDARD PROCEDURE). 10. Remove heater hoses at engine. 11. Remove fasteners attaching exhaust manifold heat shield. 12. Remove heat shield. 13. Remove upper exhaust manifold attaching fasteners. 14. Raise vehicle on hoist. 15. Disconnect exhaust pipe from manifold. 16. Remove fasteners attaching starter. Move starter aside. 17. Remove lower exhaust manifold attaching fasteners. 18. Remove exhaust manifold and gasket. Manifold is removed from below the engine compartment.
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CLEANING
1. Clean the exhaust manifold using a suitable cleaning solvent, then allow to air dry. 2. Clean all gasket residue from the manifold mating surface.
INSPECTION
1. Inspect the exhaust manifold for cracks in the mating surface and at every mounting bolt hole. 2. Using a straight edge and a feeler gauge, check the mating surface for warp and twist. 3. Inspect the manifold to exhaust pipe mating surface for cracks, gouges, or other damage that would prevent sealing.
INSTALLATION
1. Install exhaust manifold and gasket from below engine compartment. 2. Install lower exhaust manifold fasteners. DO NOT tighten until all fasteners are in place. 3. Lower vehicle and install upper exhaust manifold fasteners. Tighten all manifold bolts starting at center and working outward to 25 Nm (18 ft. lbs.). CAUTION: Over tightening heat shield fasteners, may cause shield to distort and/or crack. 4. Install exhaust manifold heat shield. Tighten fasteners to 8 Nm (72 in. lbs.), then loosen 45 degrees. 5. Install starter and fasteners. 6. Connect exhaust pipe to manifold. 7. Connect heater hoses at engine.
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8. Install fastener attaching A/C accumulator. 9. Install A/C compressor and fasteners. 10. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION). 11. Install washer bottle and battery tray assembly. 12. Install PDC. 13. Install battery and connect cables. 14. Fill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
VALVE TIMING
DESCRIPTION - TIMING DRIVE SYSTEM
The timing drive system has been designed to provide quiet performance and reliability to support a non-free wheeling engine. Specifically the intake valves are non-free wheeling and can be easily damaged with forceful engine rotation if camshaft-to-crankshaft timing is incorrect. The timing drive system consists of a primary chain and two secondary timing chain drives.
OPERATION - TIMING DRIVE SYSTEM

The primary timing chain is a single inverted tooth type. The primary chain drives the large fifty tooth idler sprocket directly from a 25 tooth crankshaft sprocket. Primary chain motion is controlled by a pivoting leaf spring tensioner arm and a fixed guide. The arm and the guide both use nylon plastic wear faces for low friction and long wear. The primary chain receives oil splash lubrication from the secondary chain drive and oil pump leakage. The idler sprocket assembly connects the primary and secondary chain drives. The idler sprocket assembly consists of two integral thirty tooth sprockets and a fifty tooth sprocket that is splined to the assembly. The spline joint is a non serviceable press fit anti rattle type. The idler sprocket assembly spins on a stationary idler shaft. The idler shaft is press-fit into the cylinder block. A large washer on the idler shaft bolt and the rear flange of the idler shaft are used to control sprocket thrust movement. Pressurized oil is routed through the center of the idler shaft to provide lubrication for the two bushings used in the idler sprocket assembly.
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There are two secondary drive chains, both are inverted tooth type, one to drive the camshaft in each SOHC cylinder head. There are no shaft speed changes in the secondary chain drive system. Each secondary chain drives a thirty tooth cam sprocket directly from the thirty tooth sprocket on the idler sprocket assembly. A fixed chain guide and a hydraulic oil damped tensioner are used to maintain tension in each secondary chain system. The hydraulic tensioners for the secondary chain systems are fed pressurized oil from oil reservoir pockets in the block. Each tensioner also has a mechanical ratchet system that limits chain slack if the tensioner piston bleeds down after engine shut down. The tensioner arms and guides also utilize nylon wear faces for low friction and long wear. The secondary timing chains receive lubrication from a small orifice in the tensioners. This orifice is protected from clogging by a fine mesh screen which is located on the back of the hydraulic tensioners.
STANDARD PROCEDURE STANDARD PROCEDURE - ENGINE TIMING - VERIFICATION

CAUTION: The 4.7L is a non free-wheeling design engine. Therefore, correct engine timing is critical. NOTE: Components referred to as left hand or right hand are as viewed from the drivers position inside the vehicle. NOTE: The blue link plates on the chains and the dots on the camshaft drive sprockets may not line up during the timing verification procedure. The blue link plates are lined up with the sprocket dots only when re-timing the complete timing drive. Once the timing drive is rotated blue link-to-dot alignment is no longer valid. Engine base timing can be verified by the following procedure: 1. Remove the cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) REMOVAL). 2. Using a mirror, locate the TDC arrow on the front cover. Rotate the crankshaft until the mark on the crankshaft damper is aligned with the TDC arrow on the front cover. The engine is now at TDC.
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3. Note the location of the V8 mark stamped into the camshaft drive gears. If the V8 mark on each camshaft drive gear is at the twelve oclock position, the engine is at TDC (cylinder #1) on the exhaust stroke. If the V8 mark on each gear is at the six oclock position, the engine is at TDC (cylinder #1) on the compression stroke. 4. If both of the camshaft drive gears are off in the same or opposite directions, the primary chain or both secondary chains are at fault. Refer to Timing Chain and Sprockets procedure in this section. 5. If only one of the camshaft drive gears is off and the other is correct, the problem is confined to one secondary chain. Refer to Single camshaft timing, in this procedure. 6. If both camshaft drive gear V8 marks are at the twelve oclock or the six o clock position the engine base timing is correct. Reinstall the cylinder head covers.
SINGLE CAMSHAFT TIMING

NOTE: to adjust the timing on one camshaft, peform the following procedure.
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2. Remove the camshaft drive gear retaining bolt.
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1. Using Chain Tensioner Wedge, special tool 8350 (3), stabilize the secondary chain drive. For reference purposes, mark the chain-to-sprocket position. 3. Carefully remove the camshaft drive gear from the camshaft. 4. Re-index the camshaft drive gear in the chain until the V8 mark is at the same position as the V8 mark on the opposite camshaft drive gear.
NOTE: When gripping the camshaft, place the pliers on the tube portion of the camshaft only. Do not grip the lobes or the sprocket areas. 5. Using a suitable pair of adjustable pliers (1), rotate the camshaft until the alignment dowel (2) on the camshaft is aligned with the slot in the camshaft drive gear.
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CAUTION: Remove excess oil from camshaft sprocket retaining bolt before reinstalling bolt. Failure to do so may cause over-torqueing of bolt resulting in bolt failure. 6. Position the camshaft drive gear onto the camshaft, remove oil from bolt then install the retaining bolt. Using Special Tools, Spanner Wrench 6958 with Adapter Pins 8346 and a suitable torque wrench (1), Tighten retaining bolt to 122Nm (90 ft. Lbs.).
7. Remove special tool 8350 (3,4).
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8. Rotate the crankshaft two full revolutions, then reverify that the camshaft drive gear V8 marks are in fact aligned. 9. Install the cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).
STANDARD PROCEDURE - MEASURING TIMING CHAIN WEAR

NOTE: This procedure must be performed with the timing chain cover removed. 1. Remove the timing chain cover. (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL). 2. To determine if the secondary timing chains are worn, rotate the engine clockwise until maximum tensioner piston (2) extension is obtained. Measure the distance between the secondary timing chain tensioner housing and the step ledge on the piston. The measurement at point (A) must be less than 15mm (0.5906 inches). 3. If the measurement exceeds the specification the secondary timing chains are worn and require replacement. (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS REMOVAL). NOTE: If the secondary chains are to be replaced the primary chain must also be replaced.
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COVER - TIMING
REMOVAL
1. Disconnect the battery negative cable. 2. Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 3. Disconnect both heater hoses at timing cover. 4. Disconnect lower radiator hose at engine. 5. Remove crankshaft damper (Refer to 9 - ENGINE/ ENGINE BLOCK/VIBRATION DAMPER REMOVAL). 6. Remove accessory drive belt tensioner assembly (1). 7. Remove the generator and A/C compressor.
CAUTION: The 4.7L engine uses an RTV sealer instead of a gasket to seal the front cover to the engine block, from the factory. For service, Mopar Grey Engine RTV sealant must be substituted. NOTE: It is not necessary to remove the water pump for timing cover removal. 8. Remove the bolts holding the timing cover to engine block. 9. Remove cover.
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INSTALLATION
CAUTION: Do not use oil based liquids to clean timing cover or block surfaces. Use only rubbing alcohol, along with plastic or wooden scrapers. Use no wire brushes or abrasive wheels or metal scrapers, or damage to surfaces could result. 1. Clean timing chain cover and block surface using rubbing alcohol. CAUTION: The 4.7L can use a special RTV sealer instead of a carrier gasket to seal the timing cover to the engine block, from the factory. For service repairs, Mopar Grey Engine RTV must be used as a substitute, if RTV is present. If the front cover being used has no provisions for the water passage o-rings, then Mopar Grey Engine RTV must be applied around the water passages. 2. Inspect the water passage o-rings, if equipped for any damage, and replace as necessary. 3. Apply Mopar Grey Engine RTV sealer to the front cover following the path above, using a 3 to 4mm thick bead.
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4. Install cover. Tighten flange head fasteners in sequence as shown in to 58 Nm (43 ft. lbs.). 5. Install the A/C compressor and generator. 6. Install crankshaft damper (Refer to 9 - ENGINE/ ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION). 7. Install accessory drive belt tensioner assembly. Tighten fastener to 54 Nm (40 ft. lbs.). 8. Install lower radiator hose. 9. Install both heater hoses. 10. Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 11. Connect the battery negative cable.

REMOVAL
1. Disconnect negative cable from battery. 2. Drain cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE). 3. Remove right and left cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL). 4. Remove radiator fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
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5. Rotate engine until timing mark on crankshaft damper aligns with TDC mark on timing chain cover (#1 cylinder exhaust stroke) and the camshaft sprocket V8 marks are at the 12 oclock position.
6. Remove power steering pump. 7. Remove access plugs (2) from left and right cylinder heads for access to chain guide fasteners. 8. Remove the oil fill housing to gain access to the right side tensioner arm fastener.
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9. Remove crankshaft damper (Refer to 9 - ENGINE/ ENGINE BLOCK/VIBRATION DAMPER REMOVAL) and timing chain cover (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL). 10. Collapse and pin primary chain tensioner. CAUTION: Plate behind left secondary chain tensioner could fall into oil pan. Therefore, cover pan opening. 11. Remove secondary chain tensioners. 12. Remove camshaft position sensor from right cylinder head. CAUTION: Care should be taken not to damage camshaft target wheel. Do not hold target wheel while loosening or tightening camshaft sprocket. Do not place the target wheel near a magnetic source of any kind. A damaged or magnetized target wheel could cause a vehicle no start condition. CAUTION: Do not forcefully rotate the camshafts or crankshaft independently of each other. Damaging intake valve to piston contact will occur. Ensure negative battery cable is disconnected to guard against accidental starter engagement. 13. Remove left and right camshaft sprocket bolts. 14. While holding the left camshaft steel tube with adjustable pliers, remove the left camshaft sprocket. Slowly rotate the camshaft approximately 15 degrees clockwise to a neutral position.
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15. While holding the right camshaft steel tube with adjustable pliers, remove the right camshaft sprocket. Slowly rotate the camshaft approximately 45 degrees counterclockwise to a neutral position. 16. Remove idler sprocket assembly bolt. 17. Slide the idler sprocket assembly and crank sprocket forward simultaneously to remove the primary and secondary chains. 18. Remove both pivoting tensioner arms and chain guides. 19. Remove chain tensioner.
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INSPECTION
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Inspect the following components: Sprockets for excessive tooth wear. Some tooth markings are normal and not a cause for sprocket replacement. Idler sprocket assembly bushing and shaft for excessive wear. Idler sprocket assembly spline joint. The joint should be tight with no backlash or axial movement. Chain guides and tensioner arms. Replace these parts if grooving in plastic face is more than 1 mm (0.039 in.) deep. If plastic face is severely grooved or melted, the tensioner lube jet may be clogged. The tensioner should be replaced. Secondary chain tensioner piston and ratcheting device. Inspect for evidence of heavy contact between tensioner piston and tensioner arm. If this condition exist the tensioner and tensioner arm should be replaced. Primary chain tensioner plastic faces. Replace as required.
INSTALLATION
1. Using a vise, lightly compress the secondary chain tensioner piston until the piston step is flush with the tensioner body. Using a pin or suitable tool, release ratchet pawl by pulling pawl back against spring force through access hole on side of tensioner. While continuing to hold pawl back, Push ratchet device to approximately 2 mm from the tensioner body. Install Special Tool 8514 lock pin into hole on front of tensioner. Slowly open vise to transfer piston spring force to lock pin.
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2. Position primary chain tensioner over oil pump and insert bolts into lower two holes on tensioner bracket. Tighten bolts to 28 Nm (250 in. lbs.). CAUTION: Overtightening the tensioner arm torx bolt can cause severe damage to the cylinder head. Tighten torx bolt to specified torque only. 3. Install right side chain tensioner arm. Apply Mopar Lock N, Seal to torx bolt, tighten bolt to 17 Nm (150 in. lbs.). NOTE: The silver bolts retain the guides to the cylinder heads and the black bolts retain the guides to the engine block. 4. Install the left side chain guide. Tighten the bolts to 28 Nm (250 in. lbs.). CAUTION: Overtightening the tensioner arm torx bolt can cause severe damage to the cylinder head. Tighten torx bolt to specified torque only. 5. Install left side chain tensioner arm. Apply Mopar Lock N, Seal to torx bolt, tighten bolt to 17 Nm (150 in. lbs.). 6. Install the right side chain guide. Tighten the bolts to 28 Nm (250 in. lbs.). 7. Install both secondary chains onto the idler sprocket. Align two plated links on the secondary chains to be visible through the two lower openings on the idler sprocket (4 oclock and 8 oclock). Once the secondary timing chains are installed, position special tool 8515 to hold chains in place for installation. 8. Align primary chain double plated links with the timing mark at 12 oclock on the idler sprocket. Align the primary chain single plated link with the timing mark at 6 oclock on the crankshaft sprocket. 9. Lubricate idler shaft and bushings with clean engine oil. 10. Install all chains, crankshaft sprocket, and idler sprocket as an assembly. After guiding both secondary chains through the block and cylinder head openings, affix chains with a elastic strap or the equivalent, This will maintain tension on chains to aid in installation.
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NOTE: It will be necessary to slightly rotate camshafts for sprocket installation. 11. Align left camshaft sprocket L dot to plated link on chain. 12. Align right camshaft sprocket R dot to plated link on chain. CAUTION: Remove excess oil from the camshaft sprocket bolt. Failure to do so can result in overtorque of bolt resulting in bolt failure. 13. Remove Special Tool 8515, then attach both sprockets to camshafts. Remove excess oil from bolts, then Install sprocket bolts, but do not tighten at this time. 14. Verify that all plated links are aligned with the marks on all sprockets and the V8 marks on camshaft sprockets are at the 12 oclock position.
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CAUTION: Ensure the plate between the left secondary chain tensioner and block is correctly installed. 15. Install both secondary chain tensioners. Tighten bolts to 28 Nm (250 in. lbs.). NOTE: Left and right secondary chain tensioners are not common. 16. Before installing idler sprocket bolt, lubricate washer with oil, and tighten idler sprocket assembly retaining bolt to 34 Nm (25 ft. lbs.). 17. Remove all locking pins (3) from tensioners. CAUTION: After pulling locking pins out of each tensioner, DO NOT manually extend the tensioner(s) ratchet. Doing so will over tension the chains, resulting in noise and/or high timing chain loads. 18. Using Special Tool 6958, Spanner with Adaptor Pins 8346, tighten left and right. camshaft sprocket bolts to 122 Nm (90 ft. lbs.).
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19. Rotate engine two full revolutions. Verify timing marks are at the following locations: primary chain idler sprocket dot is at 12 oclock primary chain crankshaft sprocket dot is at 6 oclock secondary chain camshaft sprockets V8 marks are at 12 oclock 20. Lubricate all three chains with engine oil. 21. After installing all chains, it is recommended that the idler gear end play be checked. The end play must be within 0.100.25 mm (0.0040.010 in.). If not within specification, the idler gear and idler shaft must be replaced. 22. Install timing chain cover (Refer to 9 - ENGINE/ VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION) and crankshaft damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION). 23. Install cylinder head covers (Refer to 9 - ENGINE/ CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION). NOTE: Before installing threaded plug in right cylinder head, the plug must be coated with sealant to prevent leaks. 24. Coat the large threaded access plug with Mopar Thread Sealant with Teflon, then install into the right cylinder head and tighten to 81 Nm (60 ft. lbs.). 25. Install the oil fill housing. 26. Install access plug in left cylinder head. 27. Install power steering pump. 28. Install radiator fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION). 29. Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 30. Connect negative cable to battery.
SHAFT - IDLER
REMOVAL
1. Remove the primary and secondary timing chains and sprockets (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL) . NOTE: To remove the idler shaft, it is necessary to tap threads into the shaft, to install the removal tool. 2. Using a 12 mm X 1.75 tap, cut threads in the idler shaft center bore. 3. Cover the radiator core with a suitable cover. CAUTION: Use care when removing the idler shaft, Do not strike the radiator cooling fins with the slide hammer. 4. Using Special Tool 8517 Slide Hammer, remove the idler shaft.
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INSTALLATION
1. Thoroughly clean the idler shaft bore. 2. Position the idler shaft in the bore.
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NOTE: The two lubrication holes in the idler shaft do not require any special alignment. NOTE: Before using the retaining bolt to install the idler shaft, coat the threads and the pilot on the idler shaft, with clean engine oil. 3. Using the primary idler sprocket retaining bolt and washer, carefully draw the idler shaft into the bore until fully seated. 4. Coat the idler shaft with clean engine oil. 5. Install the timing chains and sprockets (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - INSTALLATION) .
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TABLE OF CONTENTS
page ENGINE - 5.7L SERVICE INFORMATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 1430 DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - INTRODUCTION . . . . . . . . . . 1430 DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE . . . . . . . . . 1431 DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL . . . . . . . . . . . 1432 DIAGNOSIS AND TESTING - CYLINDER COMPRESSION PRESSURE . . . . . . . . . . . 1433 DIAGNOSIS AND TESTING - CYLINDER COMBUSTION PRESSURE LEAKAGE . . . . 1433 DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION . . . . . . . . . . . 1434 DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL . . . . . . . . . . . 1435 STANDARD PROCEDURE STANDARD PROCEDURE - REPAIR DAMAGED OR WORN THREADS . . . . . . . 1437 STANDARD PROCEDURE - HYDROSTATIC LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1437 REMOVAL - ENGINE . . . . . . . . . . . . . . . . . . . 1438 INSTALLATION - ENGINE . . . . . . . . . . . . . . . 1445 SPECIFICATIONS 5.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . 1453 TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . 1458 SPECIAL TOOLS 5.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . 1460 AIR INTAKE SYSTEM REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1463 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1464 CYLINDER HEAD OPERATIONCYLINDER HEAD . . . . . . . . . . 1464 DIAGNOSIS AND TESTING - CYLINDER HEAD GASKET FAILURE . . . . . . . . . . . . . . . . . . . 1464 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1465 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 1467 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 1467 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1468 COVER-CYLINDER HEAD REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1472 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1475 VALVES & SEATS - INTAKE/EXHAUST DESCRIPTION DESCRIPTION - VALVE GUIDES . . . . . . . . 1477 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 1477 STANDARD PROCEDURE - REFACING . . . . 1477 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1478 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 1478 ROCKER ARM REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . SEALS-VALVE GUIDE DESCRIPTION ...................... SPRINGS-VALVE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . ENGINE BLOCK CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . CAMSHAFT REMOVAL REMOVAL - CAMSHAFT CORE HOLE PLUG . . . . . . . . . . . . . . . . . . . . . . . REMOVAL - CAMSHAFT . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION INSTALLATION - CAMSHAFT CORE HOLE PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION - CAMSHAFT . . . . . . . . . . CRANKSHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . BEARINGS-CRANKSHAFT MAIN STANDARD PROCEDURE - CRANKSHAFT MAIN BEARING - FITTING . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . SEAL-CRANKSHAFT OIL-FRONT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . SEAL-CRANKSHAFT OIL-REAR DIAGNOSIS AND TESTING - REAR SEAL AREA LEAKS . . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . RETAINER-CRANK REAR OIL - SEAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . FLEX PLATE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . TAPPETS-HYDRAULIC ROLLER DIAGNOSIS AND TESTING - HYDRAULIC TAPPETS . . . . . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . . PISTON & CONNECTING ROD DESCRIPTION ...................... STANDARD PROCEDURE - PISTON FITTING . . . . . . . . . . . . . . . . . . . . . . . . . .
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. 1479 . 1481 . 1483 . 1483 . 1489 . 1493 . 1494
. 1494 . 1495 . 1499
. 1500 . 1500 . 1505 . 1509
. 1515 . 1515 . 1516 . 1517
. 1517 . 1518 . 1519 . 1519 . 1520 . 1520 . 1521
. 1521 . 1522 . 1523 . 1524 . 1524
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REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . CLEANING . . . . . . . . . . . . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . RINGS-PISTON STANDARD PROCEDURE - PISTON RING FITTING . . . . . . . . . . . . . . . . . . . . . . . . . DAMPER-CRANKSHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . COVER-STRUCTURAL DESCRIPTION ..................... OPERATION . . . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . SOLENOID-MDS DESCRIPTION ..................... OPERATION . . . . . . . . . . . . . . . . . . . . . . . DIAGNOSIS AND TESTING . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . MOUNT - FRONT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . MOUNT - REAR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . LUBRICATION DESCRIPTION ..................... DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - CHECKING ENGINE OIL PRESSURE . . . . . . . . . . . . DIAGNOSIS AND TESTING - ENGINE OIL LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL STANDARD PROCEDURE - ENGINE OIL SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1525 . 1526 . 1526 . 1527

FILTER-ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . PAN-ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . PUMP-ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . CLEANING . . . . . . . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . MANIFOLD - INTAKE DESCRIPTION ................ DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKAGE ......... REMOVAL . . . . . . . . . . . . . . . . . . . . CLEANING . . . . . . . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . MANIFOLD - EXHAUST DESCRIPTION ................ OPERATION . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . CLEANING . . . . . . . . . . . . . . . . . . . INSPECTION . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . COVER-TIMING REMOVAL . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . TIMING CHAIN & SPROCKETS REMOVAL . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . TENSIONER - TIMING CHAIN DESCRIPTION ................ OPERATION . . . . . . . . . . . . . . . . . .
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. . . . . . . 1541 . . . . . . . 1542 . . . . . . . 1542 . . . . . . . 1545 . . . . . . . . . . . . . . . . . . . . . . . . . 1550 . 1550 . 1551 . 1552
. . 1528 . . 1531 . . 1532 . . . . . . . . . . 1533 . 1533 . 1533 . 1534 . 1534 . 1534 . 1535 . 1535 . 1535
. . . . . . . 1553 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1553 . 1553 . 1554 . 1554 . 1554 . 1554 . 1555 . 1555 . 1556 . 1556 . 1556
. . 1536 . . 1536 . . 1537 . . 1538 . . 1539
. . . . . . . 1558 . . . . . . . 1560 . . . . . . . 1561 . . . . . . . 1564 . . . . . . . 1567 . . . . . . . 1567
. . 1539 . . 1540
. . 1541
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DESCRIPTION
The 5.7L engine (345 CID) eight-cylinder engine is a 90 V-Type lightweight, deep skirt cast iron block, aluminum heads, single cam, overhead valve engine with hydraulic roller tappets. The heads incorporate splayed valves with a hemispherical style combustion chamber and dual spark plugs. The cylinders are numbered from front to rear; 1, 3, 5, 7 on the left bank and 2, 4, 6, 8 on the right bank. The firing order is 1-8-4-3-6-5-7-2.
DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - INTRODUCTION

Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine maintenance.
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These malfunctions may be classified as either performance (e.g., engine idles rough and stalls) or mechanical (e.g., a strange noise). (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) - PERFORMANCE and (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)MECHANICAL for possible causes and corrections of malfunctions. (Refer to 14 - FUEL SYSTEM/ FUEL DELIVERY - DIAGNOSIS AND TESTING) and (Refer to 14 - FUEL SYSTEM/FUEL INJECTION - DIAGNOSIS AND TESTING) for the fuel system diagnosis. Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be isolated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided within the following diagnosis: Cylinder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). Cylinder Combustion Pressure Leakage Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). Engine Cylinder Head Gasket Failure Diagnosis (Refer to 9 - ENGINE/CYLINDER HEAD - DIAGNOSIS AND TESTING). Intake Manifold Leakage Diagnosis (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - DIAGNOSIS AND TESTING).
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE

CONDITION ENGINE WILL NOT START POSSIBLE CAUSE 1. Weak battery 2. Corroded or loose battery connections. 3. Faulty starter. CORRECTION 1. Charge or replace as necessary. 2. Clean and tighten battery connections. Apply a coat of light mineral grease to the terminals. 3. (Refer to 8 - ELECTRICAL/ STARTING - DIAGNOSIS AND TESTING). 4. (Refer to 8 - ELECTRICAL/ IGNITION CONTROL/SPARK PLUG - CLEANING). 5. Clean system and replace fuel filter. 6. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING) 1. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING) 2. Inspect intake manifold and vacuum hoses, repair or replace as necessary. 3. (Refer to 9 - ENGINE/VALVE TIMING - STANDARD PROCEDURE).
5. Dirt or water in fuel system. 6. Faulty fuel pump, relay or wiring. ENGINE STALLS OR ROUGH IDLE 1. Idle speed set to low. 2. Vacuum leak.
3. Incorrect engine timing.
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CONDITION POSSIBLE CAUSE 1. Dirty or incorrectly gapped spark plugs. 2. Dirt or water in fuel system. 3. Blown cylinder head gasket. 4. Low compression. 5. Burned, warped or pitted valves. 6. Plugged or restricted exhaust system. CORRECTION 1. Replace spark plugs.
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ENGINE LOSS OF POWER
2. Clean system and replace fuel filter. 3. Replace cylinder head gasket. 4. (Refer to 9 - ENGINE DIAGNOSIS AND TESTING). 5. Replace as necessary. 6. Inspect and replace as necessary.

CONDITION NOISY VALVES POSSIBLE CAUSES 1. High or low oil level in crankcase. 2. Thin or diluted oil. 3. Low oil pressure. CORRECTIONS 1. (Refer to LUBRICATION & MAINTENANCE SPECIFICATIONS) 2. Change oil and filter. 3. Check oil pump, if Ok, check rod and main bearings for excessive wear. 4. Replace as necessary. 5. Replace as necessary. 6. Replace as necessary. 7. (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS - STANDARD PROCEDURE) 8. (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS - STANDARD PROCEDURE) 1. (Refer to LUBRICATION & MAINTENANCE SPECIFICATIONS) 2. Check oil pump, if Ok, check rod and main bearings for excessive wear. 3. Change oil and filter. 4. Replace as necessary. 5. Service or replace crankshaft. 6. Replace bent connecting rods.
1. Insufficient oil supply.
3. Thin or diluted oil. 4. Excessive bearing clearance. 5. Connecting rod journal out-of-round. 6. Misaligned connecting rods.
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CONDITION MAIN BEARING NOISE

POSSIBLE CAUSES 1. Insufficient oil supply. CORRECTIONS
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1. (Refer to LUBRICATION & MAINTENANCE SPECIFICATIONS) 2. Check oil pump, if Ok, check rod and main bearings for excessive wear. 3. Change oil and filter. 4. Replace as necessary. 5. Check thrust washers for wear. 6. Service or replace crankshaft. 7. Tighten to correct torque
DIAGNOSIS AND TESTING - CYLINDER COMPRESSION PRESSURE

The results of a cylinder compression pressure test can be utilized to diagnose several engine malfunctions. Ensure the battery is completely charged and the engine starter motor is in good operating condition. Otherwise the indicated compression pressures may not be valid for diagnosis purposes. 1. Clean the spark plug recesses with compressed air. 2. Remove the spark plugs. 3. Disable the fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - DESCRIPTION). 4. Remove the ASD relay (Refer to 8 - ELECTRICAL/IGNITION CONTROL/AUTO SHUT DOWN RELAY REMOVAL). 5. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three revolutions. 6. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders. 7. (Refer to 9 - ENGINE - SPECIFICATIONS) for the correct engine compression pressures.
DIAGNOSIS AND TESTING - CYLINDER COMBUSTION PRESSURE LEAKAGE

The combustion pressure leakage test provides an accurate means for determining engine condition. Combustion pressure leakage testing will detect: Exhaust and intake valve leaks (improper seating). Leaks between adjacent cylinders or into water jacket. Any causes for combustion/compression pressure loss. 1. Check the coolant level and fill as required. DO NOT install the radiator cap. 2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF. 3. Remove the spark plugs. 4. Remove the oil filler cap. 5. Remove the air cleaner hose. 6. Calibrate the tester according to the manufacturers instructions. The shop air source for testing should maintain 483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended. 7. Perform the test procedures on each cylinder according to the tester manufacturers instructions. Set piston of cylinder to be tested at TDC compression,While testing, listen for pressurized air escaping through the throttle body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant. All gauge pressure indications should be equal, with no more than 25% leakage. FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the cylinder. Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART .
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CORRECTION Inspect valve and valve seat. Reface or replace, as necessary. Inspect valve springs. Replace as necessary. Inspect valve and valve seat. Reface or replace, as necessary. Inspect valve springs. Replace as necessary. Remove cylinder head and inspect. Replace defective part Remove cylinder head and inspect. Replace gasket, head, or block as necessary Inspect for broken rings or piston. Measure ring gap and cylinder diameter, taper and out-of-round. Replace defective part as necessary
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART CONDITION AIR ESCAPES THROUGH THROTTLE BODY POSSIBLE CAUSE Intake valve bent, burnt, or not seated properly
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION

CONDITION OIL LEAKS POSSIBLE CAUSES 1. Gaskets and O-Rings. (a) Misaligned or damaged. (b) Loose fasteners, broken or porous metal parts. 2. Crankshaft rear seal 3. Crankshaft seal flange. Scratched, nicked or grooved. 4. Oil pan flange cracked. 5.Front cover seal, damaged or misaligned. 6. Scratched or damaged vibration damper hub. 7. Crankshaft Rear Flange Microporosity OIL PRESSURE DROP 1. Low oil level. 2. Faulty oil pressure sending unit. 3. Low oil pressure. 4. Clogged oil filter. 5. Worn oil pump. 6. Thin or diluted oil. 7. Excessive bearing clearance. 8. Oil pump relief valve stuck. 9. Oil pickup tube loose or damaged. CORRECTION 1. (a) Replace as necessary. (b) Tighten fasteners, Repair or replace metal parts. 2. Replace as necessary. 3. Polish or replace crankshaft. 4. Replace oil pan. 5. Replace seal. 6. Polish or replace damper. 7. Replace Crankshaft 1. Check and correct oil level. 2. Replace sending unit. 3. Check pump and bearing clearance. 4. Replace oil filter. 5. Replace as necessary. 6. Change oil and filter. 7. Replace as necessary. 8. Replace oil pump. 9. Replace as necessary.
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CONDITION OIL PUMPING AT RINGS; SPARK PLUGS FOULING

POSSIBLE CAUSES 1. Worn or damaged rings. 2. Carbon in oil ring slots. 3. Incorrect ring size installed. 4. Worn valve guides. 5. Leaking intake gasket. 6. Leaking valve guide seals. CORRECTION
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1. Hone cylinder bores and replace rings. 2. Replace rings. 3. Replace rings. 4. Ream guides and replace valves. 5. Replace intake gaskets. 6. Replace valve guide seals.

ENGINE MECHANICAL DIAGNOSIS CHART CONDITION NOISY VALVES/LIFTERS POSSIBLE CAUSES 1. High or low oil level in crankcase CORRECTION 1. Check for correct oil level. Adjust oil level by draining or adding as needed 2. Change oil. (Refer to 9 ENGINE/LUBRICATION/OIL STANDARD PROCEDURE) 3. Check engine oil level. If ok, Perform oil pressure test. (Refer to 9 - ENGINE/LUBRICATION DIAGNOSIS AND TESTING) for engine oil pressure test/ specifications 4. Clean/replace hydraulic tappets/lash adjusters 5. Install new push rods 6. Inspect oil supply to rocker arms and replace worn arms as needed 7. Install new hydraulic tappets/lash adjusters 8. Inspect all valve guides and replace as necessary 9. Grind valves and seats
2. Thin or diluted oil
3. Low oil pressure
4. Dirt in tappets/lash adjusters 5. Bent push rod(s) 6. Worn rocker arms 7. Worn tappets/lash adjusters 8. Worn valve guides 9. Excessive runout of valve seats or valve faces
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CONDITION POSSIBLE CAUSES 1. Insufficient oil supply 2. Low oil pressure CORRECTION 1. Check engine oil level.
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2. Check engine oil level. If ok, Perform oil pressure test. (Refer to 9 - ENGINE/LUBRICATION DIAGNOSIS AND TESTING) engine oil pressure test/specifications 3. Change oil to correct viscosity. (Refer to 9 - ENGINE/ LUBRICATION/OIL - STANDARD PROCEDURE) for correct procedure/engine oil specifications 4. Measure bearings for correct clearance with plasti-gage. Repair as necessary 5. Replace crankshaft or grind journals 6. Replace bent connecting rods 1. Check engine oil level. 2. Check engine oil level. If ok, Perform oil pressure test. (Refer to 9 - ENGINE/LUBRICATION DIAGNOSIS AND TESTING) 3. Change oil to correct viscosity. 4. Measure bearings for correct clearance. Repair as necessary 5. Check crankshaft thrust bearing for excessive wear on flanges 6. Grind journals or replace crankshaft 7. Inspect crankshaft, flexplate/ flywheel and bolts for damage. Tighten to correct torque 1. Check oil level and fill if necessary 2. Install new sending unit 3. Install new oil filter 4. Replace oil pump assembly. 5. Change oil to correct viscosity. 6. Measure bearings for correct clearance 7. Remove valve to inspect, clean and reinstall 8. Inspect oil pickup tube and pump, and clean or replace if necessary 9. Install new oil pump
3. Thin or diluted oil
4. Excessive connecting rod bearing clearance 5. Connecting rod journal out of round 6. Misaligned connecting rods MAIN BEARING NOISE 1. Insufficient oil supply 2. Low oil pressure
3. Thin or diluted oil 4. Excessive main bearing clearance 5. Excessive end play 6. Crankshaft main journal out of round or worn 7. Loose flywheel or torque converter LOW OIL PRESSURE 1. Low oil level 2. Faulty oil pressure sending unit 3. Clogged oil filter 4. Worn oil pump 5. Thin or diluted oil 6. Excessive bearing clearance 7. Oil pump relief valve stuck 8. Oil pickup tube loose, broken, bent or clogged 9. Oil pump cover warped or cracked
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CONDITION OIL LEAKS

POSSIBLE CAUSES 1. Misaligned or deteriorated gaskets 2. Loose fastener, broken or porous metal part 3. Front or rear crankshaft oil seal leaking 4. Leaking oil gallery plug or cup plug CORRECTION 1. Replace gasket
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2. Tighten, repair or replace the part 3. Replace seal 4. Remove and reseal threaded plug. Replace cup style plug 1. (Refer to 25 - EMISSIONS CONTROL/EVAPORATIVE EMISSIONS - DESCRIPTION) for correct operation 2. Repair or replace seal(s) 3. Hone cylinder bores. Install new rings 4. Hone cylinder bores and replace pistons as required 5. Remove rings and de-carbon piston 6. Inspect/replace valve guides as necessary 7. Remove rings and check ring end gap and side clearance. Replace if necessary
EXCESSIVE OIL CONSUMPTION OR SPARK PLUGS OIL FOULED
1. CCV System malfunction
2. Defective valve stem seal(s) 3. Worn or broken piston rings 4. Scuffed pistons/cylinder walls 5. Carbon in oil control ring groove 6. Worn valve guides 7. Piston rings fitted too tightly in grooves
STANDARD PROCEDURE STANDARD PROCEDURE - REPAIR DAMAGED OR WORN THREADS

CAUTION: Be sure that the tapped holes maintain the original center line. Damaged or worn threads can be repaired. Essentially, this repair consists of: Drilling out worn or damaged threads. Tapping the hole with a special Heli-Coil Tap, or equivalent. Installing an insert into the tapped hole to bring the hole back to its original thread size.
STANDARD PROCEDURE - HYDROSTATIC LOCK

CAUTION: DO NOT use the starter motor to rotate the crankshaft. Severe damage could occur. When an engine is suspected of hydrostatic lock (regardless of what caused the problem), follow the steps below. 1. Perform the Fuel Pressure Release Procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE). 2. Disconnect the negative cable(s) from the battery. 3. Inspect air cleaner, induction system, and intake manifold to ensure system is dry and clear of foreign material. 4. Place a shop towel around the spark plugs to catch any fluid that may possibly be under pressure in the cylinder head. Remove the spark plugs. 5. With all spark plugs removed, rotate the crankshaft using a breaker bar and socket. 6. Identify the fluid in the cylinders (coolant, fuel, oil, etc.). 7. Be sure all fluid has been removed from the cylinders.
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8. Repair engine or components as necessary to prevent this problem from occurring again. 9. Squirt a small amount of engine oil into the cylinders to lubricate the walls. This will prevent damage on restart. 10. Install new spark plugs. Tighten the spark plugs to 41 Nm (30 ft. lbs.) torque. 11. Drain engine oil. Remove and discard the oil filter. 12. Install the drain plug. Tighten the plug to 34 Nm (25 ft. lbs.) torque. 13. Install a new oil filter. 14. Fill engine crankcase with the specified amount and grade of oil. (Refer to LUBRICATION & MAINTENANCE SPECIFICATIONS). 15. Connect the negative cable(s) to the battery. 16. Start the engine and check for any leaks.
REMOVAL - ENGINE
1. Remove the strut tower support (1).
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2. Remove the engine cover (1).
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3. Perform the Fuel System Pressure Release procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE). 4. Disconnect the battery negative cable. 5. Remove the air cleaner resonator and duct work as an assembly. 6. Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 7. Remove the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL). 8. Remove radiator fan shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
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9. Remove the A/C compressor with the lines attached. Secure compressor out of the way.
10. Remove generator assembly (Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - REMOVAL). 11. Remove the intake manifold and IAFM as an assembly (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL). 12. Remove the ground wires from the rear of each cylinder head.
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13. Disconnect the heater hoses (1).
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NOTE: It is not necessary to disconnect P/S hoses from pump, for P/S pump removal. 14. Remove the power steering pump and set aside. 15. Disconnect the fuel supply line (Refer to 14 FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE). 16. Raise and support the vehicle on a hoist and drain the engine oil. 17. Remove engine front mount to frame bolts (3) and nuts. 18. Disconnect the transmission oil cooler lines from their retainers at the oil pan bolts.
19. Disconnect exhaust pipe at manifolds. 20. Disconnect the starter wires. Remove starter motor (1) (Refer to 8 - ELECTRICAL/STARTING/ STARTER MOTOR - REMOVAL).
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21. Remove the structural dust cover (1).
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22. Remove drive plate to converter bolts.
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23. Remove the oil pan to transmission bolts (1).
24. Remove transmission bell housing to engine block bolts (2). 25. Lower the vehicle.
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26. Install engine lift fixture, special tool # 8984 and 8984UPD. 27. Separate engine from transmission, remove engine from vehicle, and install engine assembly on a repair stand.
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1. Install engine lift fixture Special tool # 8984 and 8984UPD. 2. Position the engine in the engine compartment. 3. Lower engine into compartment and align engine with transmission.
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4. Mate engine (1) and transmission (3) and install two transmission to engine block mounting bolts (2) finger tight.
5. Lower engine assembly until the engine mounts (2) rests in frame perches (1).
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6. Install remaining transmission to engine block mounting bolts (2) and the oil pan to transmission bolts (1) and tighten.
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7. Install and tighten engine mount to frame bolts (3) and nuts.
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8. Install drive plate to torque converter bolts (1).
9. Install the structural dust cover (1).
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10. Install the starter (1) and connect the starter wires (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - INSTALLATION). 11. Install exhaust pipe to manifold. 12. Lower the vehicle.
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13. Remove engine lift fixture (2), special tool # 8984 and 8984UPD.
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14. Connect the fuel supply line (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE). 15. Reinstall the power steering pump. 16. Connect the heater hoses (1).
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17. Reconnect the ground wires to the rear of each cylinder head. 18. Install the intake manifold. (Refer to 9 - ENGINE/ MANIFOLDS/INTAKE MANIFOLD - INSTALLATION) 19. Install the generator (2), and wire connections (Refer to 8 - ELECTRICAL/CHARGING/GENERATOR - INSTALLATION).
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20. Install a/c compressor (3) (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR - INSTALLATION).
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21. Install the accessory drive belt (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION). 22. Install the radiator fan shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION). 23. Connect the radiator lower hose. 24. Connect the transmission oil cooler lines to the radiator. 25. Connect the radiator upper hose.
26. Install the air cleaner resonator and duct work.. 27. Add engine oil to crankcase (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - SPECIFICATIONS). 28. Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 29. Install the engine cover (1).
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30. 31. 32. 33. Install the strut tower support (1). Connect battery negative cable. Start engine and inspect for leaks. Road test vehicle.
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SPECIFICATIONS 5.7L ENGINE

GENERAL DESCRIPTION DESCRIPTION Engine Type Displacement Bore Stroke Compression Ratio Firing Order Lubrication Cooling System Cylinder Block Cylinder Head Crankshaft Camshaft Pistons Connecting Rods SPECIFICATION 90 V-8 OHV 5.7 Liters 345 ( Cubic Inches) 99.5 mm (3.91 in.) 90.9 mm (3.58 in.) 9.6:1 1-8-4-3-6-5-7-2 Pressure Feed - Full Flow Filtration Liquid Cooled - Forced Circulation Cast Iron Aluminum Nodular Iron Hollow Assembled Camshaft Aluminum Alloy Powdered Metal
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SPECIFICATION
CYLINDER BLOCK DESCRIPTION Metric Cylinder Bore Diameter Out of Round (MAX) Taper (MAX) Lifter Bore Diameter PISTONS DESCRIPTION Metric Clearance Measured at 38.0 mm ( 1.5 in.) Below Deck Ring Groove Diameter Groove #1 Groove #2 Weight Piston Length Ring Groove Width No. 1 No. 2 No. 3 PISTON PINS DESCRIPTION Metric Clearance In Piston Diameter Length PISTON RINGS DESCRIPTION Metric Ring Gap Top Compression Ring Second Compression Ring Oil Control (Steel Rails) Side Clearance Top Compression Ring Second Compression Ring Oil Ring (Steel Ring) .02 - .068 mm 0.02 - 0.058 mm .019 - .229 mm 0.0007 - 0.0026 in. 0.0007 - 0.0022 in. .0007 - .0091 in. 0.23 - 0.38 mm 0.35 - 0.60 mm 0.15 - 0.66 mm 0.0090 - 0.0149 in. 0.0137 - 0.0236 in. 0.0059 - 0.0259 in. SPECIFICATION Standard 0.009 - 0.018 mm 24.0 - 24.003 mm 70.53 - 71.03 mm SPECIFICATION Standard 0.00035 - 0.0007 in. 0.9448 - 0.9449 in. 2.78 - 2.80 in. 1.51 - 1.54 mm 1.51 - 1.53 mm 3.030 - 3.055 mm 0.0594 - 0.0606 in 0.0594 - 0.0602 in. 0.1192 - 0.1202 in. 89.6 - 89.8 mm 88.1 - 88.3 mm 413 grams 54.70 - 55.30 3.527 - 3.535 in. 3.468 - 3.476 in. 14.56 oz 2.153 - 2.177 in. 0.0215 - 0.0485 mm SPECIFICATION Standard 0.0008 - 0.0019 in. 99.50 mm 0.0076 mm 0.0127 mm 21.45 - 21.425 mm
Standard 3.917 in. 0003 in. 0.0005 in. 0.8444 - 0.8435 in.
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Ring Width Top Compression Ring Second Compression Ring Oil Ring (Steel Rails) CONNECTING RODS DESCRIPTION
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1.472 - 1.490 mm 1.472 - 1.490 mm 0.447 - 0.473 mm
0.0579 - 0.0586 in. 0.0579 - 0.0586 in. 0.0175 - 0.0186 in.
SPECIFICATION Metric Standard 0.9431 - 0.9438 in. 0.003 - 0.0137 in. 23.955 - 23.975 mm 0.10 - 0.35 mm
Piston Pin Bore Diameter Side Clearance CRANKSHAFT DESCRIPTION
SPECIFICATION Metric Standard 2.5585 - 2.5595 in. 0.0009 - 0.002 in. 0.0002 in. 0.0001 in. 0.002 - 0.011 in. 0.011 in. 2.125 - 2.126 in. 0.0007 - 0.0023 in. 0.0002 in. 0.0001 in. 64.988 - 65.012 mm 0.023 - 0.051 mm 0.005 mm 0.003 mm 0.052 - 0.282 mm 0.282 mm 53.992 - 54.008 mm 0.020 - 0.060 mm 0.005 mm 0.003 mm
Main Bearing Journal Diameter Bearing Clearance Out of Round (MAX) Taper (MAX) End Play End Play (MAX) Connecting Rod Journal Diameter Bearing Clearance Out of Round (MAX) Taper (MAX) CAMSHAFT DESCRIPTION
SPECIFICATION Metric Standard 2.29 in. 2.27 in. 2.26 in. 2.24 in. 1.72 in.
Bearing Journal Diameter No. 1 No. 2 No. 3 No. 4 No. 5 Bearing To Journal Clearance Standard No. 1 No. 2 No. 3 No. 4 No. 5 Camshaft End Play 0.040 - 0.080 mm 0.050 -0.090 mm 0.040 - 0.080 mm 0.050 - 0.090 mm 0.040 - 0.080 mm .080 - 0.290mm .0015 - .003 in. 0.0019 - .0035 in. .0015 - .003 in. 0.0019 - .0035 in. .0015 - .003 in. 0.0031 - 0.0114 in. 58.2 mm 57.8 mm 57.4 mm 57.0 mm 43.633 mm
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SPECIFICATION
VALVE TIMING DESCRIPTION Intake Opens (BTDC) Closes (ATDC) Exhaust Opens (BTDC) Closes (ATDC) Duration Valve Overlap CYLINDER HEAD DESCRIPTION Valve Seat Angle Valve Seat Runout (MAX) Valve Seat Width (Finish) Intake Exhaust 1.018 - 1.62 mm (0.0464 - 0.0637 in.) 1.48 - 1.92 mm (0.0582 - 0.0755 in.) Guide Bore Diameter (Std.) 7.975 - 8.00 mm (0.313 - 0.314 in.) HYDRAULIC TAPPETS DESCRIPTION Metric Body Diameter Clearance (To Bore) Dry Lash VALVES DESCRIPTION Face Angle Head Diameter Intake Exhaust 50.67 - 50.93 mm (1.99 - 2.00 in.) 39.27 - 39.53 mm (1.54 - 1.55 in.) Length (Overall) Intake 123.38 - 123.76 mm SPECIFICATION 45.0 - 45.5 21.387 - 21.405 mm 0.020 - 0.063 mm 3.0 mm (at the valve) SPECIFICATION Standard 0.8420 - 0.8427 in. 0.0007 - 0.0024 in. 0.1181 in. SPECIFICATION 44.5 - 45.0 0.05 mm (0.0019 in.) 233 27 253.70 34 7.0 253.0
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DESCRIPTION

SPECIFICATION (4.857 - 4.872 in.) Exhaust 120.475 - 120.855 mm (4.743 - 4.758 in.)
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Stem Diameter Intake Exhaust 7.935 - 7.953 mm (0.312 - 0.313 in.) 7.905 - 7.925 mm (0.311 - 0.312 in.) Stem - to - Guide Clearance Intake Exhaust 0.022 - 0.065 mm (0.0008 - 0.0025 in.) 0.050 - 0.095 mm (0.0019 - 0.0037 in.) Valve Lift ( @ Zero Lash) Intake Exhaust VALVE SPRING DESCRIPTION Spring Force (Valve Closed) Intake and Exhaust Spring Force (Valve Open) Intake and Exhaust Free Length (approx) Number of Coils Intake and Exhaust Wire Diameter Intake and Exhaust Installed Height (Spring Seat to Bottom of Retainer) Intake and Exhaust OIL PUMP DESCRIPTION Clearance Over Rotors (MAX) Outer Rotor to Pump Body Clearance (MAX) Tip Clearance Between Rotors (MAX) SPECIFICATION 0.095 mm (0.0038 in.) .235 mm (.009 in.) 0.150 mm (0.006 in.) 46.0 mm (1.81 in.) 5.39 4.52 mm (0.212 - 0.177 in.) 7.4 418.0 N +/- 30.0 N @ 46 mm (93.0 lbs +/- 7.0 lbs. @ 1.811 in.) 1077.0 N +/- 47.0 N @ 33.6 mm. ( 242.0 lbs. +/- 11 lbs. @ 1.322 in. ) 57.3 mm (2.256 in.) SPECIFICATION 12.0 mm (0.472 in.) 11.70 mm (0.460 in.)
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SPECIFICATION 25 kPa (4 psi) 170 - 758 kPa (25 - 110 psi)
OIL PRESSURE SPECIFICATION At Curb Idle Speed (MIN)* @ 3000 rpm * CAUTION: If pressure is zero at curb idle, DO NOT run engine
TORQUE
TORQUE CHART 5.7L ENGINE DESCRIPTION Block Pipe Plugs (1/4 NPT) (3/8 NPT) Camshaft SprocketBolt Camshaft Tensioner PlateBolts Timing Chain Case CoverBolts Lifting Stud Connecting Rod CapBolts Main Bearing CapBolts M-12 Crossbolts M-8 Cylinder HeadBolts M-12 Bolts Step 1 Step 2 Step 3 M-8 Bolts Step 1 Step 2 Cylinder Head CoverBolts Exhaust Manifold to Cylinder Head Flexplate to crankshaftBolts Flywheel to crankshaftBolts Front InsulatorThrough bolt/nut Front Insulator to BlockBolts GeneratorMounting Bolt Intake ManifoldBolts Lifter Guide Holder Oil Pan Bolts Oil Dipstick Tube Oil PanDrain Plug Oil PumpAttaching Bolts 12 12 12 27 28 25 95 75 95 95 55 20 34 8 70 55 70 70 40 Refer to Procedure 20 106 105 105 250 15 25 220 34 54 Turn 90 25 40 Turn 90 70 Nm 20 27 122 28 28 55 21 plus 90 Turn 27 plus 90 Turn 28 Ft. Lbs. 90 40 15 plus 90 Turn In. Lbs. 177 240 250 250
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DESCRIPTION Oil Pump Pickup Tube Bolt and Nut Rear Seal Retainer Attaching Bolts Rear Insulator to Bracket Rear Insulator to Crossmember Rear Insulator to Transmission Rear Insulator BracketBolts Rocker ArmBolts Spark Plugs Thermostat HousingBolts Throttle BodyBolts Vibration DamperBolt Water Pump to Timing Chain Case CoverBolts

Nm 28 15 68 41 68 68 22 28 12 176 28 Ft. 50 30 50 50 129
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In. 250 132 195 250 105 250
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Crankshaft Damper Installer 8512
CRANKSHAFT DAMPER REMOVER INSERT - 8513-A BLOC-CHEK KIT C-3685
Dial Indicator C-3339
Bore Size Indicator C-119
Puller 1023
Handle C-4171
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Oil Pressure Gauge C-3292 Rear Crankshaft Seal Remover 8506
Piston Ring Compressor C-385
Valve Spring Compressor C-3422-B
Pressure Tester Kit 7700
Rear Crankshaft Seal Installer 8349
Valve Spring Tester C-647
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Adapter, Valve Spring Compressor Off-vehicle 8464 PUSHROD RETAINING PLATE - 9070
ENGINE SUPPORT FIXTURE 8534
FRONT CRANK SEAL REMOVER - 9071
ENGINE LIFT FIXTURE AND ADAPTER
FRONT CRANK SEAL INSTALLER 9072
VALVE SPRING COMPRESSOR 9065A
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AIR INTAKE SYSTEM
REMOVAL
Filter Element Only
NOTE: Always unplug the Charge Air Temperature sensor before removing the resonater. Housing removal is not necessary for element (filter) replacement. 1. Loosen clamp (1) and disconnect air duct (2) at air cleaner cover. 2. Pry over 4 spring clips (5) from housing cover (3) (spring clips retain cover to housing). 3. Release housing cover from locating tabs on housing and remove cover. 4. Remove air cleaner element (filter) from housing. 5. Clean inside of housing before replacing element.
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Housing Assembly
NOTE: Always unplug the Charge Air Temperature sensor before removing the resonater. 1. Loosen clamp and disconnect air duct at air cleaner cover. 2. Lift entire housing assembly (1)from 4 locating pins (2).
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1. 2. 3. 4. 5. 6.
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INSTALLATION
Install filter element into housing. Position housing cover into housing locating tabs. Pry up 4 spring clips and lock cover to housing. Install air duct to air cleaner cover and tighten hose clamp to 3 Nm (30 in. lbs.) torque. If any other hose clamps were removed from air intake system, tighten them to 3.4 Nm (30 in. lbs.) torque. If any bolts were removed from air resonator housing or air intake tubing, tighten them to 4.5 Nm (40 in. lbs.) torque.
CYLINDER HEAD
OPERATIONCYLINDER HEAD
The cylinder head closes the combustion chamber allowing the pistons to compress the air fuel mixture to the correct ratio for ignition. The valves located in the cylinder head open and close to either allow clean air into the combustion chamber or to allow the exhaust gases out, depending on the stroke of the engine.
DIAGNOSIS AND TESTING - CYLINDER HEAD GASKET FAILURE


To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in Cylinder Compression Pressure Test in this section. An engine cylinder head gasket leaking between adjacent cylinders will result in approximately a 5070% reduction in compression pressure.

WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING WITH COOLANT PRESSURE CAP REMOVED. VISUAL TEST METHOD With the engine cool, remove the coolant pressure cap. Start the engine and allow it to warm up until thermostat opens. If a large combustion/compression pressure leak exists, bubbles will be visible in the coolant. COOLING SYSTEM TESTER METHOD WARNING: WITH COOLING SYSTEM TESTER IN PLACE, PRESSURE WILL BUILD UP FAST. EXCESSIVE PRESSURE BUILT UP, BY CONTINUOUS ENGINE OPERATION, MUST BE RELEASED TO A SAFE PRESSURE POINT. NEVER PERMIT PRESSURE TO EXCEED 138 kPa (20 psi). Install Cooling System Tester 7700 or equivalent to pressure cap neck. Start the engine and observe the testers pressure gauge. If gauge pulsates with every power stroke of a cylinder a combustion pressure leak is evident.
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CHEMICAL TEST METHOD
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Combustion leaks into the cooling system can also be checked by using Bloc-Chek Kit C-3685-A or equivalent. Perform test following the procedures supplied with the tool kit.
REMOVAL
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1. Perform the Fuel System Pressure Release procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE). Disconnect the fuel supply line (Refer to 14 - FUEL SYSTEM/ FUEL DELIVERY/QUICK CONNECT FITTING STANDARD PROCEDURE). 2. Disconnect the battery negative cable. 3. Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 4. Remove the air cleaner resonator and duct work (Refer to 9 - ENGINE/AIR INTAKE SYSTEM REMOVAL). 5. Remove closed crankcase ventilation system. 6. Disconnect the exhaust at the exhaust manifolds. 7. Disconnect the evaporation control system. 8. Disconnect heater hoses. 9. Remove the power steering pump. 10. Remove cylinder head covers (1), using the sequence provided, and gaskets (2). (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL) . 11. Remove intake manifold and throttle body as an assembly. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL). 12. Remove rocker arm assemblies and push rods. Identify to ensure installation in original locations. (Refer to 9 - ENGINE/CYLINDER HEAD/ ROCKER ARM / ADJUSTER ASSY - REMOVAL).
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13. Remove the head bolts from each cylinder head, using the sequence provided, and remove cylinder heads. Discard the cylinder head gasket.
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CLEANING
Clean all surfaces of cylinder block and cylinder heads. Clean cylinder block front and rear gasket surfaces using a suitable solvent.
INSPECTION
1. Inspect the cylinder head for out-of-flatness, using a straightedge and a feeler gauge. If tolerances exceed 0.0508 mm (0.002 in.) replace the cylinder head. 2. Inspect the valve seats for damage. Service the valve seats as necessary. 3. Inspect the valve guides for wear, cracks or looseness. If either condition exist, replace the cylinder head. 4. Inspect pushrods. Replace worn or bent pushrods.
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INSTALLATION
1. Clean all surfaces of cylinder block and cylinder heads. 2. Clean cylinder block front and rear gasket surfaces using a suitable solvent. CAUTION: The head gaskets (1) are not interchangeable between left and right sides. They are marked L and R to indicate left and right sides. CAUTION: The head gaskets (1) are marked TOP to indicate which side goes up.
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3. Position new cylinder head gaskets (5) onto the cylinder block. 4. Position cylinder heads (4) onto head gaskets (5) and cylinder block.
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5. Tighten the cylinder head bolts in three steps using the sequence provided : Step 1 Snug tighten M12 cylinder head bolts, in sequence, to 34 Nm (25 ft. lbs.) and M8 bolts to 20 Nm (15 ft. lbs.) torque. Step 2 Tighten M12 cylinder head bolts, in sequence, to 54 Nm (40 ft. lbs.) and verify M8 bolts to 20 Nm (15 ft. lbs.) torque.. Step 3 Turn M12 cylinder head bolts, in sequence, 90 degrees and tighten M8 bolts to 34 Nm (25 ft. lbs.) torque.
6. Install push rods and rocker arm assemblies in their original position, using pushrod retaining plate (1) special tool# 9070. (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY INSTALLATION). 7. Install the intake manifold and throttle body assembly (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION). 8. If required, adjust spark plugs to specifications. Install the plugs. 9. Connect the heater hoses. 10. Install the fuel supply line. 11. Install the power steering pump. 12. Install the drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION).
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13. Install cylinder head covers (1) (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION). 14. Connect the evaporation control system. 15. Install the air cleaner (Refer to 9 - ENGINE/AIR INTAKE SYSTEM - INSTALLATION). 16. Fill cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 17. Connect the negative cable to the battery. 18. Start engine check for leaks.
COVER-CYLINDER HEAD
REMOVAL
1. Disconnect battery negative cable. 2. Disconnect coil on plug connectors (4).
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CAUTION: The ground straps must be installed in the same location as removed. The covers are machined to accept the ground straps in those locations only.
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3. Remove cylinder head cover retaining bolts, and ground straps.
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4. Remove cylinder head cover (1).
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INSTALLATION
CAUTION: Do not use harsh cleaners to clean the cylinder head covers. Severe damage to covers may occur. CAUTION: DO NOT allow other components including the wire harness to rest on or against the engine cylinder head cover. Prolonged contact with other objects may wear a hole in the cylinder head cover. 1. Clean cylinder head cover (1) and both sealing surfaces (1,4,). Inspect and replace gasket (2) as necessary.
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NOTE: The gasket (2) may be used again, provided no cuts, tears, or deformation has occurred.
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2. Install cylinder head cover and hand start all fasteners. Verify that all double ended studs are in the correct location and install left and right ground straps. CAUTION: The ground straps must be installed in the same location as removed. The covers are machined to accept the ground straps in those locations only. NOTE: The right hand ground strap is located on the front inboard stud. The left hand ground strap is located on the rear inboard stud.
3. Tighten cylinder head cover bolts and double ended studs to 8 Nm (70 in. lbs). Begin torque sequence in the middle of head cover and torque bolts moving outward in a crisscross pattern from top to bottom.
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4. Install ignition coil on plug (5) , and torque fasteners (6) to 12 Nm (105 in. lbs) 5. Connect, ignition coil electrical connectors (4). 6. Install PCV hose. 7. Connect battery negative cable.
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DESCRIPTION DESCRIPTION - VALVE GUIDES
DESCRIPTION
Both the intake and exhaust valves are made of steel. The intake valve is 50.93 mm (2.00 inches) in diameter and the exhaust valve is 39.53 mm (1.55 inches) in diameter. All valves use three bead lock keepers to retain the springs and promote valve rotation.

NOTE: Valve seats that are worn or burned can be reworked, provided that correct angle and seat width are maintained. Otherwise the cylinder head must be replaced. NOTE: When refacing valves and valve seats, it is important that the correct size valve guide pilot be used for reseating stones. A true and complete surface must be obtained. 1. Using a suitable dial indicator measure the center of the valve seat Total run out must not exceed 0.051 mm (0.002 in). 2. Apply a small amount of Prussian blue to the valve seat, insert the valve into the cylinder head, while applying light pressure on the valve rotate the valve. Remove the valve and examine the valve face. If the blue is transferred below the top edge of the valve face, lower the valve seat using a 15 degree stone. If the blue is transferred to the bottom edge of the valve face, raise the valve seat using a 65 degree stone. 3. When the seat is properly positioned the width of the intake seat must be 1.018 - 1.62 mm (0.0464 - 0.0637 in.) and the exhaust seat must be 1.48 - 1.92 mm (0.058 - 0.075 in.). 4. Check the valve spring installed height after refacing the valve and seat. The installed height for both intake and exhaust valve springs must not exceed 46.0 mm (1.81 in.).
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SPECIFICATION
VALVE FACE AND VALVE SEAT ANGLE CHART DESCRIPTION SEAT WIDTH INTAKE EXHAUST 1.018 - 1.62 mm (0.0464 - 0.0637 in.) 1.48 - 1.92 mm (0.058 - 0.075 in.) FACE ANGLE (INT. AND EXT.) SEAT ANGLE (INT. AND EXT.) 5. The valve seat must maintain an angle of 44.5 45.0 degrees angle. 6. The valve face must maintain a face angle of 45.0 45.5 degrees angle. 4412 - 45 45 - 45 12
REMOVAL
1. 2. 3. 4. Remove the cylinder head (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL). Compress valve springs using Valve Spring Compressor Tool special tool # C-3422and adapter 8464. Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs. Before removing valves, remove any burrs from valve stem lock grooves to prevent damage to the valve guides. Identify valves to ensure installation in original location.
INSTALLATION
1. 2. 3. 4. 5. 6. Clean valves thoroughly. Discard burned, warped and cracked valves. Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner. Measure valve stems for wear. If wear exceeds 0.051 mm (0.002 inch), replace the valve. Coat valve stems with lubrication oil and insert them in cylinder head. If valves or seats are reground, check valve stem height. If valve is too long, replace cylinder head. Install new seals on all valve guides. Install valve springs and valve retainers.
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7. Compress valve springs with Valve Spring Compressor Tool special tool # C- 3422and adapter 8464, install locks and release tool. If valves and/or seats are ground, measure the installed height of springs. Make sure the measurement is taken from bottom of spring seat in cylinder head to the bottom surface of spring retainer. 8. Install cylinder head (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
ROCKER ARM
REMOVAL
1. Remove cylinder head cover. (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
2. Install pushrod retaining plate (1)special tool 9070.
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3. Loosen the rocker shafts using the sequence provided. CAUTION: The rocker shaft assemblies are not interchangeable between intake and exhaust. The intake rocker arms are marked with an I. 4. Remove the rocker shafts. Note location for reassembly. CAUTION: The longer push rods are for the exhaust side, and the shorter push rods are for intake side. 5. Remove the pushrods. Note pushrod location for reassembly.
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CAUTION: Do not remove the retainers from the rocker shaft. The assembly tangs (1) at the bottom of the retainers (2) can be damaged, causing the assembly tangs to break off, and get into the engine.
INSTALLATION
CAUTION: The longer push rods are for the exhaust side, and the shorter push rods are for intake side. 1. Install the push rods in the same order as removed. 2. Install the pushrod retaining plate (1) special tool 9070.
CAUTION: Ensure that retainers (2) and rocker arms (4) are not overlapped when torquing bolts.
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CAUTION: Verify that pushrod is installed into rocker arm (4) and tappet correctly while installing rocker shaft assembly. Recheck after rocker shaft has been torqued to specification.
CAUTION: The rocker shaft assemblies are not interchangeable between intake and exhaust. The intake rocker arms are marked with the letter I. 3. Install rocker shaft assemblies in the same order as removed. 4. Tighten the rocker shaft bolts to 22 Nm (195 in. lbs.) torque,using the sequence provided. CAUTION: DO NOT rotate or crank the engine during or immediately after rocker arm installation. Allow the hydraulic roller tappets adequate time to bleed down (about 5 minutes).
5. Remove pushrod retaining plate (1) special tool 9070.
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6. Install cylinder head cover (Refer to 9 - ENGINE/ CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION).
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SEALS-VALVE GUIDE
DESCRIPTION
SPRINGS-VALVE
REMOVAL
1. 2. 3. 4. 5. 6. 7. Disconnect negative battery cable. Remove air cleaner assembly. Remove air intake resonator. Remove spark plug cables. Remove ignition coil connectors (4). Remove ignition coils (5). Remove one spark plug.
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8. Remove cylinder head cover (1) using the sequence shown (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
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CAUTION: The piston must be at TDC, and both valves closed on the cylinder to be serviced. NOTE: If removing intake valve spring, install special tool# 9070, pushrod retaining plate (1), to retain the intake pushrods (2).
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9. Remove exhaust/intake rocker arm shafts using the sequence shown.
10. Install rocker arm shaft (1) special tool# 9065.
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11. Install spring compressor (1,3,), special tool# 9065, and exhaust adapter arm (1) tool # 9065if needed. NOTE: All valve springs and seals are removed in the same manner.
12. Insert air hose (1) into spark plug hole and charge cylinder with air. NOTE: Tap the top of the valve spring retainer to loosen the spring retainers locks. 13. Compress valve spring with valve spring compessor (3) tool # 9065and remove valve retainer locks. 14. Release spring compressor (3) and remove valve spring. NOTE: The valve springs are interchangeable between intake and exhaust. 15. Remove valve seal.
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INSTALLATION
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1. Install valve seal. 2. Install valve spring. 3. Using special tool# 9065 (1,3,), compress valve spring and install valve spring retainer and locks.
4. Release air charge in cylinder (1). 5. Remove spring compressor tool # 9065 (3). CAUTION: Verify that the pushrods are fully seated into lifter and rocker arm. Recheck after rocker arm shaft has been torqued to specification.
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6. Install rocker arm shaft and pushrods (Refer to 9 ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY - INSTALLATION). 7. Tighten the rocker shaft bolts to 22 Nm (195 in. lbs.) torque, using the rocker shaft torque sequence.
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8. Remove special tool# 9070, pushrod retaining plate (1), if used.
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9. Install cylinder head cover (1).
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10. Tighten cylinder head cover bolts and double ended studs (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION) . 11. Install spark plugs.
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12. Install ignition coil on plug (5), and torque fasteners (6) to 12 Nm (105 in. lbs) 13. 14. 15. 16. 17. Install ignition coil connectors (4). Install spark plug cables. Install air intake resonator. Install air cleaner assembly. Connect negative battery cable.
ENGINE BLOCK
CLEANING
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Once the block has been completely cleaned, apply Loctite PST pipe sealant with Teflon 592 to the threads of the front and rear oil galley plugs. Tighten the 1/4 inch NPT plugs to 20 Nm (177 in. lbs.) torque. Tighten the 3/8 inch NPT plugs to 27 Nm (240 in. lbs.) torque.
INSPECTION
1. It is mandatory to use a dial bore gauge to measure each cylinder bore diameter. To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm (.0001 in.) INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer. 2. Measure the inside diameter of the cylinder bore at three levels below top of bore. Start perpendicular (across or at 90 degrees) to the axis of the crankshaft and then take two additional reading. 3. Measure the cylinder bore diameter crosswise to the cylinder block near the top of the bore. Repeat the measurement near the middle of the bore, then repeat the measurement near the bottom of the bore. 4. Determine taper by subtracting the smaller diameter from the larger diameter. 5. Rotate measuring device 90 and repeat steps above. 6. Determine out-of-roundness by comparing the difference between each measurement. 7. If cylinder bore taper does not exceed 0.025 mm (0.001 inch) and out-of-roundness does not exceed 0.025 mm (0.001 inch), the cylinder bore can be honed. If the cylinder bore taper or out- of-round condition exceeds these maximum limits, the cylinder block must be replaced. A slight amount of taper always exists in the cylinder bore after the engine has been in use for a period of time.
CAMSHAFT
REMOVAL REMOVAL - CAMSHAFT CORE HOLE PLUG
CAUTION: Do not damage the rear surface of the camshaft or the core plug sealing surface, when removing the core plug. 1. Remove the rear cam bearing core plug.
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REMOVAL - CAMSHAFT
1. Remove the battery negative cable. 2. Remove the air cleaner assembly. (Refer to 9 ENGINE/AIR INTAKE SYSTEM - REMOVAL) 3. Drain coolant. (Refer to 7 - COOLING - STANDARD PROCEDURE) 4. Remove the accessory drive belt. (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL) 5. Remove the generator. 6. Remove the A/C compressor, and set aside. 7. Remove the radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - REMOVAL). 8. Remove intake manifold (Refer to 9 - ENGINE/ MANIFOLDS/INTAKE MANIFOLD - REMOVAL). 9. Remove cylinder head covers (Refer to 9 ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
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10. Remove both left and right cylinder heads (4) (Refer to 9 - ENGINE/CYLINDER HEAD REMOVAL). 11. Remove the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
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12. Remove timing case cover (1) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) REMOVAL). 13. Remove the oil pick up tube.
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14. Remove the oil pump (figure 2) (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL). 15. Remove timing chain (2) (Refer to 9 - ENGINE/ VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL). 16. Remove camshaft tensioner/thrust plate assembly.
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NOTE: Identify lifters to ensure installation in original location. 17. Remove the tappets (2) and retainer (1) assembly.
18. Install a long bolt into front of camshaft to aid in removal of the camshaft. Remove camshaft, being careful not to damage cam bearings with the cam lobes (figure 5).
INSPECTION
1. The cam bearings are not serviceable. Do not attempt to replace cam bearings for any reason.
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INSTALLATION INSTALLATION - CAMSHAFT CORE HOLE PLUG

1. Clean core hole in block. NOTE: Do not apply adhesive to the new core hole plug. A new plug will have adhesive pre-applied. 2. Install a new core hole plug at the rear of camshaft, using suitable flat faced tool. The plug must be fully seated on the cylinder block shoulder.
INSTALLATION - CAMSHAFT
CAUTION: The 5.7L LX engine uses a unique camshaft for use with the Multi Displacement System. When installing a new camshaft, the replacement camshaft must be compatible with the Multi Displacement System. 1. Lubricate camshaft lobes and camshaft bearing journals and insert the camshaft (figure1).
2. Install camshaft Tensioner plate assembly. Tighten bolts to 28 Nm (250 in. lbs.) torque. 3. Install timing chain and sprockets (Refer to 9 ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - INSTALLATION). 4. Measure camshaft end play (Refer to 9 - ENGINE SPECIFICATIONS). If not within limits install a new thrust plate.
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5. Install the oil pump (figure2) (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION). 6. Install the oil pick up tube.
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7. Each tappet reused must be installed in the same position from which it was removed. When camshaft is replaced, all of the tappets must be replaced. CAUTION: The 5.7L LX engine uses both standard roller tappets and deactivating roller tappets, for use with the Multi Displacement System. The deactivating roller tappets must be used in cylinders 1,4,6,7. The deactivating tappets can be identified by the two holes in the side of the tappet body, for the latching pins. 8. Install tappets (2) and retaining yoke assembly (1). (Refer to 9 - ENGINE/ENGINE BLOCK/HYDRAULIC LIFTERS (CAM IN BLOCK) - INSTALLATION).
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9. Install both left and right cylinder heads (4) (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION). 10. Install pushrods.
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11. Install rocker arms (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY INSTALLATION).
12. Install timing case cover (figure4) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) INSTALLATION). 13. Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
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14. Install cylinder head covers (Refer to 9 - ENGINE/ CYLINDER HEAD/CYLINDER HEAD COVER(S) INSTALLATION). 15. Install intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION). 16. Install the A/C compressor. 17. Install the generator. 18. Install the accessory drive belt. (Refer to 7 COOLING/ACCESSORY DRIVE/DRIVE BELTS INSTALLATION) 19. Install the radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - INSTALLATION). 20. Install the air cleaner assembly. (Refer to 9 ENGINE/AIR INTAKE SYSTEM - INSTALLATION) 21. Install the battery negative cable. 22. Refill coolant. (Refer to 7 - COOLING - STANDARD PROCEDURE) 23. Refill engine oil. 24. Start engine and check for leaks.
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CRANKSHAFT
REMOVAL
1. Remove the vibration damper (1) (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
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2. Remove the rear oil seal retainer (Refer to 9 ENGINE/ENGINE BLOCK/CRANKSHAFT REAR OIL SEAL RETAINE - REMOVAL). 3. Remove the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL). 4. Remove the oil pump pickup. 5. Remove the windage tray/oil pan gasket.
6. Remove the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) REMOVAL).
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7. Remove the oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL). 8. Remove the timing drive (2) (Refer to 9 - ENGINE/ VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL).
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9. Identify rod bearing caps before removal. Remove rod bearing caps with bearings. 10. Identify main bearing caps (1) before removal.
11. Remove main bearing caps (1) and bearings one at a time.
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12. Remove the thrust washers. 13. Remove the crankshaft out of the block.
INSTALLATION
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1. Select the proper main bearings (Refer to 9 ENGINE/ENGINE BLOCK/CRANKSHAFT MAIN BEARINGS - STANDARD PROCEDURE). 2. Install main bearings in block and caps, and lubricate bearings. 3. Position the crankshaft into the cylinder block. 4. Install the thrust washers (1).
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NOTE: The main cap crossbolts are torqued after final torque of the main cap bolts. Always use a new washer/seal on crossbolts. 5. Clean and oil all cap bolts. Install all main bearing caps (1). Install all cap bolts and alternately tighten in two steps using the following sequence.
6. Step 1 27 Nm ( 20ft. lbs.) torque. 7. Step 2 Turn main cap bolts an additional 90 . 8. Install the crossbolts with new washer/gasket. Starting with crossbolt A torque each crossbolt to 28 Nm ( 21ft. lbs.)torque. 9. Repeat crossbolt torque procedure. 10. Measure crankshaft end play (Refer to 9 ENGINE/ENGINE BLOCK/CRANKSHAFT MAIN
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BEARINGS - STANDARD PROCEDURE).
11. Position the connecting rods onto the crankshaft and install the rod bearing caps (Refer to 9 - ENGINE/ENGINE BLOCK/PISTON & CONNECTING ROD - INSTALLATION).
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12. Install timing drive (2) (Refer to 9 - ENGINE/ VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - INSTALLATION).
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13. Install oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
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14. Install the timing chain cover (1) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) INSTALLATION).
15. Install the rear main seal and retainer (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT REAR OIL SEAL RETAINE - INSTALLATION). 16. Install the windage tray/oil pan gasket. 17. Install the oil pick up tube. 18. Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION). 19. Install the vibration damper (Refer to 9 - ENGINE/ ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION). 20. Install the engine (Refer to 9 - ENGINE INSTALLATION).
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BEARINGS-CRANKSHAFT MAIN
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STANDARD PROCEDURE - CRANKSHAFT MAIN BEARING - FITTING

Crankshaft removed from the cylinder block. Clean the oil off the main bearing journal. Determine the maximum diameter of the journal with a micrometer. Measure at two locations 90 apart at each end of the journal. The maximum allowable taper is 0.008mm (0.0004 inch.) and maximum out of round is 0.005mm (0.0002 inch). Compare the measured diameter with the journal diameter specification (Main Bearing Fitting Chart). Select inserts required to obtain the specified bearing-to-journal clearance.

The main bearings are select fit to achieve proper oil clearances. For main bearing selection, the crankshaft counterweight has grade identification marks stamped into it. These marks are read from left to right, corresponding with journal number 1, 2, 3, 4 and 5. NOTE: Service main bearings are coded. These codes identify what size (grade) the bearing is. MAIN BEARING SELECTION CHART - 5.7L GRADE MARKING A 0.008 mm U/S (0.0004 in.) U/S B NOMINAL SIZE mm (in.) FOR USE WITH JOURNAL SIZE 64.98864.995 mm (2.5585 2.5588in.) 64.99665.004 mm (2.55882.5592 in.) C 0.008 mm O/S (0.0004 in.) O/S 65.00565.012 mm (2.55922.5595 in.)
INSPECTION
Wipe the inserts clean and inspect for abnormal wear patterns and for metal or other foreign material imbedded in the lining. Normal main bearing insert wear patterns are illustrated. NOTE: If any of the crankshaft journals are scored, the crankshaft must be repaired or replaced. Inspect the back of the inserts for fractures, scrapings or irregular wear patterns. Inspect the upper insert locking tabs for damage. Replace all damaged or worn bearing inserts.
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SEAL-CRANKSHAFT OIL-FRONT
REMOVAL
1. Disconnect negative cable from battery. 2. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS REMOVAL). 3. Drain cooling system (Refer to 7 - COOLING STANDARD PROCEDURE). 4. Remove upper radiator hose. 5. Remove radiator shroud attaching fasteners. 6. Remove radiator cooling fan and shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN REMOVAL). 7. Remove crankshaft damper bolt. 8. Remove damper using Special Tools 8513A Insert (2) and 1023 Three Jaw Puller (1) (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL).
9. Using Special Tool 9071 (1), remove crankshaft front seal (2).
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INSTALLATION
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CAUTION: The front crankshaft seal must be installed dry. Do not apply lubricant to sealing lip or to outer edge. 1. Using Special Tool 8348 and 8512A, install crankshaft front seal. CAUTION: To prevent severe damage to the Crankshaft or Damper, thoroughly clean the damper bore and the crankshaft nose before installing Damper. 2. Install vibration damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION). 3. Install radiator cooling fan and shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION). 4. Install upper radiator hose. 5. Install accessory drive belt refer (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION). 6. Refill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE). 7. Connect negative cable to battery.
SEAL-CRANKSHAFT OIL-REAR
Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak. If the leakage occurs at the crankshaft rear oil seal area: 1. Disconnect the battery. 2. Raise the vehicle. 3. Remove torque converter or clutch housing cover and inspect rear of block for evidence of oil. Use a black light to check for the oil leak: a. Circular spray pattern generally indicates seal leakage or crankshaft damage.
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b. Where leakage tends to run straight down, possible causes are a porous block, camshaft bore cup plugs, oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces. See Engine, for proper repair procedures of these items. 4. If no leaks are detected, pressurized the crankcase as outlined in the section, Inspection (Engine oil Leaks in general) CAUTION: Do not exceed 20.6 kPa (3 psi). 5. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected between the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal surface is damaged. The seal area on the crankshaft could have minor nicks or scratches that can be polished out with emery cloth. CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks or scratches. The crankshaft seal flange is specially machined to complement the function of the rear oil seal. 6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING), under the Oil Leak row, for components inspections on possible causes and corrections. 7. After the oil leak root cause and appropriate corrective action have been identified, (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT OIL SEAL - REAR - REMOVAL).
REMOVAL
NOTE: This procedure can be performed in vehicle. 1. If being performed in vehicle, remove the transmission. 2. Remove the flexplate (Refer to 9 - ENGINE/ENGINE BLOCK/FLEX PLATE - REMOVAL). NOTE: The crankshaft oil seal CAN NOT be reused after removal. NOTE: The crankshaft rear oil seal remover Special Tool 8506 must be installed deeply into the seal. Continue to tighten the removal tool into the seal until the tool can not be turned farther. Failure to install tool correctly the first time will cause tool to pull free of seal without removing seal from engine. 3. Using Special Tool 8506 (1), remove the crankshaft rear oil seal (2).
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INSTALLATION
CAUTION: The rear seal must be installed dry for proper operation. Do not lubricate the seal lip or outer edge. 1. Position the plastic seal guide (2) onto the crankshaft rear face. Then position the crankshaft rear oil seal (3) onto the guide. 2. Using Special Tools 8349 Crankshaft Rear Oil Seal Installer (1) and C-4171 Driver Handle, with a hammer, tap the seal (3) into place. Continue to tap on the driver handle until the seal installer seats against the cylinder block crankshaft bore. 3. Install the flexplate. (Refer to 9 - ENGINE/ENGINE BLOCK/FLEX PLATE - INSTALLATION). 4. Install the transmission.
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RETAINER-CRANK REAR OIL - SEAL

REMOVAL
1. Disconnect negative cable from battery. 2. Remove the transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 REMOVAL). 3. Remove the flexplate. (Refer to 9 - ENGINE/ENGINE BLOCK/FLEX PLATE - REMOVAL). 4. Remove the oil pan. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL) 5. Remove the rear oil seal retainer mounting bolts. 6. Carefully remove the retainer from the engine block.
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INSTALLATION
1. Throughly clean all gasket resdue from the engine block. 2. Use extream care and clean all gasket resdue from the retainer. 3. Position the gasket onto the retainer. 4. Position the retainer onto the engine block. 5. Install the retainer mounting bolts. Tighten the bolts to 15 Nm (132 in. lbs.) using the procedure shown. 6. Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION). 7. Install the flexplate (Refer to 9 - ENGINE/ENGINE BLOCK/FLEX PLATE - INSTALLATION). 8. Install the transmission (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC NAG1 INSTALLATION). 9. Check and verify engine oil level. 10. Start engine and check for leaks.
FLEX PLATE
REMOVAL
1. Remove the transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 REMOVAL). 2. Remove the bolts and flexplate (1).
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INSTALLATION
1. Position the flexplate or flywheel onto the crankshaft and install the bolts hand tight. 2. For automatic transmissions: Tighten the flexplate retaining bolts to 95 Nm (70 ft. lbs.).
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3. Install the transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - INSTALLATION).
TAPPETS-HYDRAULIC ROLLER
DIAGNOSIS AND TESTING - HYDRAULIC TAPPETS
Before disassembling any part of the engine to correct tappet noise, check the oil pressure. If vehicle has no oil pressure gauge, install a reliable gauge at the pressure sending-unit. The pressure should be between 207-552 kPa (30-70 psi) at 3,000 RPM. Check the oil level after the engine reaches normal operating temperature. Allow 5 minutes to stabilize oil level, check dipstick. The oil level in the pan should never be above the FULL mark or below the ADD OIL mark on dipstick. Either of these two conditions could be responsible for noisy tappets.
OIL LEVEL
HIGH If oil level is above the FULL mark, it is possible for the connecting rods to dip into the oil. With the engine running, this condition could create foam in the oil pan. Foam in oil pan would be fed to the hydraulic tappets by the oil pump causing them to lose length and allow valves to seat noisily. LOW Low oil level may allow oil pump to take in air. When air is fed to the tappets, they lose length, which allows valves to seat noisily. Any leaks on intake side of oil pump through which air can be drawn will create the same tappet action. Check the lubrication system from the intake strainer to the pump cover, including the relief valve retainer cap. When tappet noise is due to aeration, it may be intermittent or constant, and usually more than one tappet will be noisy. When oil level and leaks have been corrected, operate the engine at fast idle. Run engine for a sufficient time to allow all of the air inside the tappets to be bled out.
TAPPET NOISE DIAGNOSIS

1. To determine source of tappet noise, crank over engine with cylinder head covers removed.
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2. Feel each valve spring or rocker arm to detect noisy tappet. The noisy tappet will cause the affected spring and/or rocker arm to vibrate or feel rough in operation. NOTE: Worn valve guides or cocked springs are sometimes mistaken for noisy tappets. If such is the case, noise may be dampened by applying side thrust on the valve spring. If noise is not appreciably reduced, it can be assumed the noise is in the tappet. Inspect the rocker arm push rod sockets and push rod ends for wear. 3. Valve tappet noise ranges from light noise to a heavy click. A light noise is usually caused by excessive leakdown around the unit plunger, or by the plunger partially sticking in the tappet body cylinder. The tappet should be replaced. A heavy click is caused by a tappet check valve not seating, or by foreign particles wedged between the plunger and the tappet body. This will cause the plunger to stick in the down position. This heavy click will be accompanied by excessive clearance between the valve stem and rocker arm as valve closes. In either case, tappet assembly should be removed for inspection and cleaning. 4. The valve train generates a noise very much like a light tappet noise during normal operation. Care must be taken to ensure that tappets are making the noise. If more than one tappet seems to be noisy, its probably not the tappets.
REMOVAL
1. Disconnect the negative cable from the battery. 2. Remove the air cleaner (Refer to 9 - ENGINE/AIR INTAKE SYSTEM - REMOVAL). 3. Remove intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL). 4. Remove cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) REMOVAL). 5. Remove rocker arm assembly and push rods (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY - REMOVAL). Identify push rods to ensure installation in original location. 6. Remove the cylinder head (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL).
7. Remove bolt from tappet guide holder. 8. Remove tappet guide holder.
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10. Check camshaft lobes for abnormal wear.
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9. Pull tappet out of bore with a twisting motion. If all tappets are to be removed and reused, identify tappets to ensure installation in original location.
INSTALLATION
1. Lubricate tappets.
2. Install tappets in their original positions. CAUTION: The 5.7L LX engine uses both standard roller tappets and deactivating roller tappets, for use with the Multi Displacement System. The deactivating roller tappets must be used in cylinders 1,4,6,7. The deactivating tappets can be identified by the two holes in the side of the tappet body, for the latching pins. 3. Install tappet guide yoke. Install the tappet guide yoke bolt and tighten to 12 Nm (106 in. lbs.) torque. 4. Install cylinder head (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION). 5. Install pushrods and rocker arm assembly (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY - INSTALLATION). 6. Install cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION). 7. Install intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION). 8. Install the air cleaner (Refer to 9 - ENGINE/AIR INTAKE SYSTEM - INSTALLATION). 9. Connect the negative cable to the battery. CAUTION: To prevent damage to valve mechanism, engine must not be run above fast idle until all hydraulic tappets have filled with oil and have become quiet. 10. Road test vehicle and check for leaks.
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PISTON & CONNECTING ROD

DESCRIPTION
CAUTION: Do not use a metal stamp to mark connecting rods as damage may result, instead use ink or a scratch awl. The pistons are made of a high strength aluminum alloy. Piston skirts are coated with a solid lubricant (Molykote) to reduce friction and provide scuff resistance. The piston top ring groove and land is anodized. The connecting rods are made of forged powdered metal, with a fractured cap design. A pressed fit piston pin is used to attach the piston and connecting rod.
STANDARD PROCEDURE - PISTON FITTING

1. To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm ( .0001 in.) INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer. 2. Measure the inside diameter of the cylinder bore at a point 38.0 mm (1.5 inches) below top of bore. Start perpendicular (across or at 90 degrees) to the axis of the crankshaft at point A and then take an additional bore reading 90 degrees to that at point B. 3. The coated pistons will be serviced with the piston pin and connecting rod pre-assembled. The piston-rod assembly is specific for the left cylinder bank ( odd numbered) and the right cylinder bank ( even numbered) and must not be interchanged.
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4. The coating material is applied to the piston after the final piston machining process. Measuring the outside diameter of a coated piston will not provide accurate results. Therefore measuring the inside diameter of the cylinder bore with a dial Bore Gauge is MANDATORY. To correctly select the proper size piston, a cylinder bore gauge capable of reading in 0.003 mm (.0001 in.) increments is required. 5. Piston installation into the cylinder bore requires slightly more pressure than that required for noncoated pistons. The bonded coating on the piston will give the appearance of a line-to-line fit with the cylinder bore.
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REMOVAL
1. Disconnect negative cable from battery. 2. Remove the following components: Oil pan and gasket/windage tray (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL). Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL) and (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL). Timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL). Cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL) and (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL). 3. If necessary, remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cylinder block. Be sure to keep tops of pistons covered during this operation. Pistons and connecting rods must be removed from top of cylinder block. When removing piston and connecting rod assemblies from the engine, rotate crankshaft so the each connecting rod is centered in cylinder bore. CAUTION: DO NOT use a number stamp or a punch to mark connecting rods or caps, as damage to connecting rods could occur
NOTE: Connecting rods and bearing caps are not interchangeable and should be marked before removing to ensure correct reassembly. 4. Mark connecting rod and bearing cap positions using a permanent ink marker or scribe tool. CAUTION: Care must be taken not to damage the fractured rod and cap joint face surfaces, as engine damage may occur.
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5. Remove connecting rod cap. Install Special Tool 8507 Connecting Rod Guides into the connecting rod being removed. Remove piston from cylinder bore. Repeat this procedure for each piston being removed. CAUTION: Care must be taken not to nick crankshaft journals, as engine damage may occur 6. Immediately after piston and connecting rod removal, install bearing cap on the mating connecting rod to prevent damage to the fractured cap and rod surfaces. 7. Carefully remove piston rings from piston(s), starting from the top ring down.
CLEANING
INSPECTION
Check the connecting rod journal for excessive wear, taper and scoring (Refer to 9 - ENGINE/ENGINE BLOCK/ CONNECTING ROD BEARINGS - STANDARD PROCEDURE). Check the connecting rod for signs of twist or bending. Check the piston for taper and elliptical shape before it is fitted into the cylinder bore (Refer to 9 - ENGINE/ENGINE BLOCK/PISTON & CONNECTING ROD - STANDARD PROCEDURE).
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INSTALLATION
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Check the piston for scoring, or scraping marks in the piston skirts. Check the ring lands for cracks and/or deterioration.
1. Before installing piston and connecting rod assemblies into the bore, install the piston rings (Refer to 9 ENGINE/ENGINE BLOCK/PISTON RINGS - STANDARD PROCEDURE). 2. Immerse the piston head and rings in clean engine oil. Position a ring compressor over the piston and rings. Tighten ring compressor. Ensure position of rings do not change during this operation. 3. Position bearing onto connecting rod. Lubricate bearing surface with clean engine oil. 4. Install Special Tool 8507 Connecting Rod Guides into connecting rod bolt threads. 5. The pistons are marked on the piston pin bore surface with an raised F or arrow on top of piston indicating installation position. This mark must be pointing toward the front of engine on both cylinder banks. 6. Wipe cylinder bore clean and lubricate with engine oil.
7. Rotate crankshaft until connecting rod journal is on the center of cylinder bore. Insert rod and piston into cylinder bore and carefully position connecting rod guides over crankshaft journal. 8. Tap piston down in cylinder bore using a hammer handle. While at the same time, guide connecting rod into position on rod journal.
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CAUTION: Connecting Rod Bolts are Torque to Yield Bolts and Must Not Be Reused. Always replace the Rod Bolts whenever they are loosened or removed. 9. Lubricate rod bolts and bearing surfaces with engine oil. Install connecting rod cap and bearing. Tighten bolts to 21 Nm (15 ft. lbs.) plus a 90 turn. 10. Install the following components: Cylinder head(s). (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION). Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION). Install the intake manifold. Oil pan and gasket/windage tray. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION). 11. Fill crankcase with proper engine oil to correct level. 12. Connect negative cable to battery.
RINGS-PISTON
STANDARD PROCEDURE - PISTON RING FITTING
Before reinstalling used rings or installing new rings, the ring clearances must be checked. 1. Wipe the cylinder bore clean. 2. Insert the ring in the cylinder bore.
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NOTE: The ring gap measurement must be made with the ring positioned at least 12mm (0.50 inch.) from bottom of cylinder bore. 3. Using a piston, to ensure that the ring is squared in the cylinder bore, slide the ring downward into the cylinder. 4. Using a feeler gauge check the ring end gap. Replace any rings not within specification. PISTON RING SIDE CLEARANCE NOTE: Make sure the piston ring grooves are clean and free of nicks and burrs.
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5. Measure the ring side clearance as shown make sure the feeler gauge fits snugly between the ring land and the ring. Replace any ring not within specification. 6. Rotate the ring around the piston, the ring must rotate in the groove with out binding.
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Maximum Clearance 0.11mm (0.004 in.) 0.10mm (0.004 in.) Wear Limit 0.43mm (0.017 in.) 0.74mm (0.029 in.) 0.76mm (0.030 in.)
PISTON RING SPECIFICATION CHART Ring Position Upper Ring Intermediate Ring Ring Position Upper Ring Intermediate Ring Oil Control Ring (Steel Rail) Ring/Groove Side Clearance 0.02-0.07mm (0.0008- 0.0028 in.) 0.02-0.06 mm (0.0008-0.0023 in.) Ring Gap 0.23-0.38mm (0.0090-0.0149 in.) 0.35-0.60mm (0.0137-0.0236 in.) 0.015-0.66mm (0.0059- 0.0259 in.)
7. The No. 1 and No. 2 piston rings have a different cross section. Ensure No. 2 ring is installed with manufacturers I.D. mark (Dot) facing up, towards top of the piston. NOTE: Piston rings are installed in the following order: Oil ring expander. Lower oil ring side rail. Upper oil ring side rail. No. 2 Intermediate piston ring. No. 1 Upper piston ring. 8. Install the oil ring expander. 9. Install upper side rail by placing one end between the piston ring groove and the expander ring. Hold end firmly and press down the portion to be installed until side rail is in position. Repeat this step for the lower side rail.
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10. Install No. 2 intermediate piston ring using a piston ring installer. 11. Install No. 1 upper piston ring using a piston ring installer.
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12. Position piston ring end gaps as shown in. It is important that expander ring gap is at least 45 from the side rail gaps, but not on the piston pin center or on the thrust direction.
DAMPER-CRANKSHAFT
REMOVAL
1. Disconnect negative cable from battery. 2. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL). 3. Drain cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE). 4. Remove radiator upper hose. 5. Remove fan shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL). 6. Remove crankshaft damper bolt.
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7. Remove damper using Special Tools 8513A Insert and 1023 Three Jaw Puller.
INSTALLATION
CAUTION: To prevent severe damage to the Crankshaft, Damper or Special Tool 8512A, thoroughly clean the damper bore and the crankshaft nose before installing Damper. 1. Slide damper onto crankshaft slightly. CAUTION: Special Tool 8512A, is assembled in a specific sequence. Failure to assemble this tool in this sequence can result in tool failure and severe damage to either the tool or the crankshaft. 2. Assemble Special Tool 8512A as follows, The nut is threaded onto the shaft first (2). Then the roller bearing (1) is placed onto the threaded rod (3) The hardened bearing surface of the bearing (1) MUST face the nut (2). Then the hardened washer (5) slides onto the threaded rod (3). Once assembled coat the threaded rods threads with Mopar Nickel Anti-Seize or (Loctite No. 771). 3. Using Special Tool 8512A, press damper onto crankshaft. 4. Install then tighten crankshaft damper bolt to 176 Nm (129 ft. lbs.). 5. Install radiator upper hose. 6. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION). 7. Refill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE). 8. Connect negative cable to battery.
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COVER-STRUCTURAL
DESCRIPTION
The structural dust cover (1) is made of die cast aluminum and joins the lower half of the transmission bell housing to the engine oil pan.
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OPERATION
REMOVAL
1. Remove the 4 bolts (2) attaching the structural dust cover (1) to the transmission and the oil pan. 2. Remove the structural dust cover from the vehicle.
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INSTALLATION
1. Position the structural dust cover (1) onto the oil pan and transmission. 2. Install the 4 bolts (2) and torque to 54Nm (39 ft. lbs).
SOLENOID-MDS
DESCRIPTION
The Multi Displacement System selectively deactivates cylinders 1,4,6, and 7, to improve fuel economy. It has two modes of operation : 8 cylinders for acceleraton and heavy loads. 4 cylinders for cruising and city traffic. The main components of the Multi Displacement System are : Unique MDS camshaft. Deactivating roller tappets. 4 control valves/solenoids. control valve/solenoid wiring harness. oil temp sensor.
OPERATION
Cylinder Deactivation Trap an exhaust charge Normal combustion event Dont open exhaust valve Dont open intake valve Piston is an air spring Cylinders deactivated in firing sequence Cylinder Reactivation Empty the cylinder Open exhaust valve Open intake valve Normal combustion event Cylinders reactivated in firing sequence
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DIAGNOSIS AND TESTING
The
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Multi Displacement System has the following detectible issues: Solenoid circuit Fail to deactivate a cylinder(s) Fail to reactivate a cylinder(s) Low oil pressure CONDITION MDS does not activate POSSIBLE CAUSES 1. Low oil pressure 2. Bad oil temp sensor 3. Malfunctioning MDS Solenoid 4. Malfunctioning MDS Tappet CORRECTION 1. Check for proper oil pressure 2. Replace oil temp sensor 3. Replace Solenoid 4. Replace Tappet 1. Check for proper oil pressure 2. Replace oil temp sensor 3. Replace Solenoid 4. Replace Tappet
MDS Does Not Deactivate
1. Low oil pressure 2. Bad oil temp sensor 3. Malfunctioning MDS Solenoid 4. Malfunctioning MDS Tappet
REMOVAL
1. Disconnect the negative battery cable. 2. Remove the intake manifold. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL). 3. Remove wiring harness connectors from the MDS solenoids. 4. Remove hold down bolt from MDS solenoid. 5. Remove MDS solenoid.
INSTALLATION
1. Install MDS solenoid fully into block. 2. Install hold down bolt and torque to 11 Nm (97 in. lbs.). 3. Reconnect the MDS wiring harness to the solenoids. 4. Install the intake manifold. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
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MOUNT - FRONT
REMOVAL
INSTALLATION
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MOUNT - REAR
REMOVAL
4X2
1. 2. 3. 4. Raise the vehicle on a hoist. Using a suitable jack, support transmission. Remove the crossmember. Remove the fasteners (1) from the transmission mount to transmission. 5. Remove the mount (3). 6. Remove the transmission mount bracket (2), if required.
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4X4
1. 2. 3. 4. Raise the vehicle on a hoist. Using a suitable jack, support transmission. Remove the crossmember. Remove the fasteners (2) from the transmission mount (1) to transmission. 5. Remove the mount.
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INSTALLATION
4X2
4X4
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LUBRICATION
DESCRIPTION
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DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - CHECKING ENGINE OIL PRESSURE
1. Remove oil pressure sending unit and install gauge assembly C-3292. 2. Run engine until thermostat opens. 3. Oil Pressure: Curb Idle25 kPa (4 psi) minimum 3000 rpm170 - 758 kPa (25 - 110 psi) 4. If oil pressure is 0 at idle, shut off engine. Check for a clogged oil pick-up screen or a pressure relief valve stuck open.
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DIAGNOSIS AND TESTING - ENGINE OIL LEAK

Begin with a thorough visual inspection of the engine, particularly at the area of the suspected leak. If an oil leak source is not readily identifiable, the following steps should be followed: 1. Do not clean or degrease the engine at this time because some solvents may cause rubber to swell, temporarily stopping the leak. 2. Add an oil soluble dye (use as recommended by manufacturer). Start the engine and let idle for approximately 15 minutes. Check the oil dipstick to make sure the dye is thoroughly mixed as indicated with a bright yellow color under a black light. 3. Using a black light, inspect the entire engine for fluorescent dye, particularly at the suspected area of oil leak. If the oil leak is found and identified, repair per service manual instructions. 4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat inspection.If the oil leak source is not positively identified at this time, proceed with the air leak detection test method.

1. Remove the PCV valve from the IAFM. Cap or plug the PCV valve grommet. 2. Attach an air hose with pressure gauge and regulator to the dipstick tube. CAUTION: Do not subject the engine assembly to more than 20.6 kPa (3 PSI) of test pressure. 3. Gradually apply air pressure from 1 psi to 2.5 psi maximum while applying soapy water at the suspected source. Adjust the regulator to the suitable test pressure that provide the best bubbles which will pinpoint the leak source. If the oil leak is detected and identified, repair per service manual procedures. 4. If the leakage occurs at the rear oil seal area, refer to the section, Inspection for Rear Seal Area Leak. 5. If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps. Install the PCV valve. 6. Clean the oil off the suspect oil leak area using a suitable solvent. Drive the vehicle at various speeds approximately 24 km (15 miles). Inspect the engine for signs of an oil leak by using a black light.

Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak. If the leakage occurs at the crankshaft rear oil seal area: 1. Disconnect the battery. 2. Raise the vehicle. 3. Remove torque converter or clutch housing cover and inspect rear of block for evidence of oil. Use a black light to check for the oil leak: a. Circular spray pattern generally indicates seal leakage or crankshaft damage. b. Where leakage tends to run straight down, possible causes are a porous block, distributor seal, camshaft bore cup plugs oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces. 4. If no leaks are detected, pressurize the crankcase as outlined in the, Inspection (Engine oil Leaks in general) CAUTION: Do not exceed 20.6 kPa (3 psi). 5. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected between the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal surface is damaged. The seal area on the crankshaft could have minor nicks or scratches that can be polished out with emery cloth. CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks and scratches. The crankshaft seal flange is especially machined to complement the function of the rear oil seal. 6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled.
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OIL
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STANDARD PROCEDURE - ENGINE OIL SERVICE

The engine oil level indicator is located at the right hand of the engine on the 5.7L engines.

CAUTION: Do not overfill crankcase with engine oil, pressure loss or oil foaming can result. Inspect engine oil level approximately every 800 kilometers (500 miles). Unless the engine has exhibited loss of oil pressure, run the engine for about ten minutes before checking oil level. Checking engine oil level on a cold engine is not accurate. To ensure proper lubrication of an engine, the engine oil must be maintained at an acceptable level. The acceptable levels are indicated between the ADD and SAFE marks on the engine oil dipstick. 1. Position vehicle on level surface. 2. With engine OFF, allow approximately five minutes for oil to settle to bottom of crankcase, remove engine oil dipstick. 3. Wipe dipstick clean. 4. Install dipstick and verify it is seated in the tube. 5. Remove dipstick, with handle held above the tip, take oil level reading. 6. Add oil only if level is below the ADD mark on dipstick.
ENGINE OIL CHANGE

Change engine oil at mileage and time intervals described in Maintenance Schedules (Refer to LUBRICATION & MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIPTION). Run engine until achieving normal operating temperature. 1. Position the vehicle on a level surface and turn engine off. 2. Remove oil fill cap. 3. Hoist and support vehicle on safety stands. 4. Place a suitable drain pan under crankcase drain. 5. Remove drain plug from crankcase and allow oil to drain into pan. Inspect drain plug threads for stretching or other damage. Replace drain plug if damaged. 6. Install drain plug in crankcase. Torque to 27 Nm ( 20 ft. lbs.). 7. Lower vehicle and fill crankcase with specified type and amount of engine oil described in this section. 8. Install oil fill cap. 9. Start engine and inspect for leaks. 10. Stop engine and inspect oil level. NOTE: Care should be exercised when disposing used engine oil after it has been drained from a vehicle engine. Refer to the WARNING at beginning of this section.
FILTER-ENGINE OIL
REMOVAL
All engines are equipped with a high quality full-flow, disposable type oil filter. DaimlerChrysler Corporation recommends a Mopar or equivalent oil filter be used. 1. Position a drain pan under the oil filter. 2. Using a suitable oil filter wrench loosen filter. 3. Rotate the oil filter counterclockwise to remove it from the cylinder block oil filter boss.
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4. When filter separates from cylinder block oil filter boss, tip gasket end upward to minimize oil spill. Remove filter from vehicle. NOTE: Make sure filter gasket was removed with filter. 5. With a wiping cloth, clean the gasket sealing surface of oil and grime.
INSTALLATION
1. Lightly lubricate oil filter gasket (2) with engine oil. 2. Thread filter onto adapter nipple. When gasket makes contact with sealing surface, hand tighten filter one half turn, or 180 ,do not over tighten. 3. Add oil, verify crankcase oil level and start engine. Inspect for oil leaks.
PAN-ENGINE OIL
REMOVAL
1. Disconnect the negative battery cable. 2. Remove the engine cover (1).
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3. Remove the intake manifold. (Refer to 9 - ENGINE/ MANIFOLDS/INTAKE MANIFOLD - REMOVAL). 4. Raise vehicle. 5. Remove both left and right side engine mount to frame bolts (3). 6. Drain engine oil and remove the oil filter. 7. Remove the engine oil dipstick and tube from the oil pan. 8. Lower the vehicle.
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9. Install engine support fixture special tool # 8534 (1). Do not use the third leg. 10. Raise engine using special tool # 8534 to provide clearance to remove oil pan. 11. Raise the vehicle. 12. Remove the front axle. (Refer to 3 - DIFFERENTIAL & DRIVELINE/FRONT AXLE - C200FE REMOVAL).
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13. Remove the structural dust cover (1). (Refer to 9 ENGINE/ENGINE BLOCK/STRUCTURAL COVER - REMOVAL).
NOTE: Do not pry on oil pan or oil pan gasket. Gasket is integral to engine windage tray and does not come out with oil pan. NOTE: The horizontal M10 fasteners are 5 mm longer in length, and must be reinstalled in original locations. 14. Remove the M10 fasteners (1) (vertical and horizontal) from the rear of the oil pan to the transmission and engine.
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15. Remove the oil pan mounting bolts using the sequence provided, and oil pan. NOTE: When the oil pan is removed, a new oil pan gasket/windage tray assembly must be installed. The old gasket cannot be reused. 16. Discard the integral windage tray and gasket and replace.
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INSTALLATION
1. Clean the oil pan gasket mating surface of the block and oil pan.
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NOTE: Mopar Engine RTV must be applied to the 4 T-joints, (area where front cover, rear retainer, block, and oil pan gasket meet). The bead of RTV should cover the bottom of the gasket. This area is approximately 4.5 mm x 25 mm in each of the 4 T-joint locations. 2. Apply Mopar Engine RTV at the 4 T- joints.
NOTE: When the oil pan is removed, a new oil pan gasket/windage tray assembly must be installed. The old gasket cannot be reused. 3. Install a new oil pan gasket/windage tray assembly. 4. If removed, reinstall the oil pump pickup tube with new o-ring. Tighten tube to pump fasteners to 28 Nm (250 in. lbs.).
NOTE: The horizontal M10 fasteners are 5 mm longer in length, and must be reinstalled in original locations. 5. Align the rear of the oil pan with the rear face of the engine block, and install the M10 and M6 oil pan fasteners finger tight. Using the following torque sequence, torque the M6 mounting bolts to 5 Nm (44 in.lbs.). 6. Using the following torque sequence, torque the M10 oil pan fasteners to 54 Nm (39 ft.lbs.). 7. Using the following torque sequence, torque the M6 oil pan fasteners to 12 Nm (106 in.lbs.).
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8. Install both the left and right side oil pan to transmission bolts (1). Torque the bolts to 54 Nm ( 39 ft. lbs.).
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9. Lower the engine into mounts using special tool # 8534 (1).
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10. Install both the left and right side engine mount bolts (3) and nuts. Torque the studs and nuts to 54 Nm (39 ft. lbs.). 11. Install the engine oil dipstick and tube.
12. Remove special tool # 8534 (1). 13. Install the intake manifold. (Refer to 9 - ENGINE/ MANIFOLDS/INTAKE MANIFOLD - INSTALLATION). 14. Install the front axle. (Refer to 3 - DIFFERENTIAL & DRIVELINE/FRONT AXLE - C200FE INSTALLATION).
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15. 16. 17. 18. 19. Install the engine cover (1). Fill engine oil. Install oil filter, if removed. Reconnect the negative battery cable. Start engine and check for leaks.
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PUMP-ENGINE OIL
REMOVAL
1. Remove the oil pan and pick-up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL). 2. Remove the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) REMOVAL). 3. Remove the four bolts, and the oil pump.
CLEANING
1. Wash all parts in a suitable solvent.
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INSPECTION
CAUTION: Oil pump pressure relief valve and spring should not be removed from the oil pump. If these components are disassembled and or removed from the pump the entire oil pump assembly must be replaced. 1. Remove the pump cover. 2. Clean all parts thoroughly. Mating surface of the oil pump housing should be smooth. If the pump cover is scratched or grooved the oil pump assembly should be replaced. 3. Slide outer rotor into the body of the oil pump. Press the outer rotor to one side of the oil pump body and measure clearance between the outer rotor (2) and the body. If the measurement is 0.235mm (0.009 in.) or more the oil pump assembly must be replaced.
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4. Install the inner rotor in the into the oil pump body. Measure the clearance between the inner (3) and outer rotors (1). If the clearance between the rotors is .150 mm (0.006 in.) or more the oil pump assembly must be replaced.
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5. Place a straight edge (1) across the body of the oil pump (between the bolt holes), if a feeler gauge (2) of .095 mm (0.0038 in.) or greater can be inserted between the straightedge and the rotors, the pump must be replaced. 6. Reinstall the pump cover. Torque fasteners to 15 Nm (132 in. lbs.). NOTE: The 5.7 Oil pump is released as an assembly. There are no DaimlerChrysler part numbers for Sub-Assembly components. In the event the oil pump is not functioning or out of specification it must be replaced as an assembly.
INSTALLATION
1. Position the oil pump onto the crankshaft and install the 4 oil pump retaining bolts. 2. Tighten the oil pump retaining bolts to 28 Nm (250 in. lbs.). 3. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION). 4. Install the pick-up tube and oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
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MANIFOLD - INTAKE
DESCRIPTION
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The intake manifold is made of a composite material and features long runners which maximizes low end torque. The intake manifold uses single plane sealing which consist of eight individual press in place port gaskets to prevent leaks.
DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKAGE

An intake manifold air leak is characterized by lower than normal manifold vacuum. Also, one or more cylinders may not be functioning. WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING. DO NOT STAND IN A DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE PULLEYS, BELTS OR THE FAN. DO NOT WEAR LOOSE CLOTHING. 1. Start the engine. 2. Spray a small stream of water at the suspected leak area. 3. If a change in RPM is observed the area of the suspected leak has been found. 4. Repair as required.
REMOVAL
1. Remove engine cover (1). 2. Bleed fuel system (Refer to 14 - FUEL SYSTEM/ FUEL DELIVERY - STANDARD PROCEDURE). 3. Disconnect negative cable from battery. 4. Remove air inlet hose. 5. Remove ignition wires from on top of intake manifold.
6. Disconnect electrical connectors for the following components: Manifold Absolute Pressure (MAP) Sensor Fuel Injectors ETC ( Electric Throttle Control ) 7. Remove wire harness from intake manifold. 8. Disconnect brake booster hose, purge hose, and MUA hose ( Make Up Air Hose ). 9. Remove EGR tube from intake manifold. 10. Remove intake manifold retaining fasteners in a crisscross pattern starting from the outside bolts and ending at the middle bolts.
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11. Remove intake manifold as an assembly.
CLEANING
NOTE: There is NO approved repair procedure for the intake manifold. If severe damage is found during inspection, the intake manifold must be replaced. Before installing the intake manifold thoroughly clean the mating surfaces. Use a suitable cleaning solvent, then air dry.
INSPECTION
1. Inspect the intake sealing surface for cracks, nicks and distortion. 2. Inspect the intake manifold vacuum hose fittings for looseness or blockage.
INSTALLATION
1. Position intake manifold. 2. Install intake manifold retaining bolts, and tighten in sequence from the middle bolts towards the outside in a crisscross pattern. Torque fasteners to 12 Nm (105 in. lbs.). 3. Install EGR tube. 4. Install wire harness on intake manifold. 5. Connect electrical connectors for the following components: Manifold Absolute Pressure (MAP) Sensor Fuel Injectors ETC ( Electronic Throttle Control ) 6. Install ignition wires. 7. Connect Brake booster hose, purge hose, and MUA hose ( Make Up Air hose ). 8. Install air inlet hose. 9. Connect negative cable to battery. 10. Install engine cover (1).
MANIFOLD - EXHAUST
DESCRIPTION
The exhaust manifolds are log style with a patented flow enhancing design to maximize performance. The exhaust manifolds are made of high silicon molybdenum cast iron. A multi-layer stainless steel exhaust manifold gasket is used to improve sealing to the cylinder head. The exhaust manifolds are covered by a three layer laminated heat shield for thermal protection and noise reduction. The heat shields are fastened with a torque prevailing nut that is
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OPERATION
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backed off slightly to allow for the thermal expansion of the exhaust manifold, with the exception of the nut, which also secures the oil dipstick tube bracket. That nut should not be backed off.
The exhaust manifolds collect the engine exhaust exiting the combustion chambers, then channels the exhaust gases to the exhaust pipes attached to the manifolds.
REMOVAL
EXHAUST MANIFOLD
1. Disconnect negative battery cable. 2. Raise vehicle. 3. Remove exhaust pipe to manifold bolts. 4. Remove engine mount to frame fasteners (3,4). 5. Using suitable jack, raise engine enough to remove manifolds. CAUTION: Do not damage engine harness while raising the engine. 6. Remove the engine mount (Refer to 9 - ENGINE/ENGINE MOUNTING/FRONT MOUNT - REMOVAL).
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7. Remove heat shield. 8. Remove manifold bolts using sequence provided. 9. Remove manifold and gasket.
CLEANING
Clean mating surfaces on cylinder head and manifold. Wash with solvent and blow dry with compressed air.
INSPECTION
Inspect manifold for cracks. Inspect mating surfaces of manifold for flatness with a straight edge. Gasket surfaces must be flat within 0.2 mm per 300 mm (0.008 inch per foot).
INSTALLATION
EXHAUST MANIFOLD
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1. Install manifold gasket and manifold. 2. Install manifold bolts and tighten to 25 Nm (18 ft. lbs.). 3. Install heat shield and tighten nuts to 8 Nm (70 in. lbs.).
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4. Install engine mounts. (Refer to 9 - ENGINE/ENGINE MOUNTING/FRONT MOUNT - INSTALLATION) 5. Lower engine. CAUTION: Do not damage engine harness while lowering the engine. 6. Install and tighten right and left side engine mount to frame fasteners (4) (Refer to 9 - ENGINE/ENGINE MOUNTING/FRONT MOUNT - INSTALLATION) . 7. Install exhaust flange to pipe bolts. 8. Lower vehicle. 9. Connect negative battery cable.
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COVER-TIMING
REMOVAL
1. Disconnect the battery negative cable. 2. Remove the engine cover (1). 3. Remove air cleaner assembly. 4. Drain cooling system. 5. Remove accessory drive belt. 6. Remove fan and fan drive assembly (Refer to 7 COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - REMOVAL). 7. Remove coolant bottle and washer bottle. 8. Remove fan shroud. NOTE: It is not necessary to disconnect A/C lines or discharge freon. 9. Remove A/C compressor and set aside.
10. 11. 12. 13. 14.
Remove the generator. Remove upper radiator hose. Disconnect both heater hoses at timing cover. Disconnect lower radiator hose at engine. Remove accessory drive belt tensioner and both idler pulleys. 15. Remove crankshaft damper (2) (Refer to 9 ENGINE/ENGINE BLOCK/VIBRATION DAMPER REMOVAL). NOTE: Do not remove the hoses from the power steering pump. 16. Remove power steering pump and set aside.
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17. Remove the dipstick support bolt. 18. Drain the engine oil. 19. Remove the oil pan and pick up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL). NOTE: It is not necessary to remove water pump for timing cover removal. 20. Remove timing cover bolts and remove cover. 21. Verify that timing cover slide bushings (1) are located in timing cover.
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INSTALLATION
1. Clean timing chain cover and block surface. NOTE: Always install a new gasket on timing cover. 2. Verify that the slide bushings (1) are installed in timing cover. 3. Install cover and new gasket. Tighten fasteners to 28 Nm (250 in. lbs.). NOTE: The large lifting stud is torqued to 55 Nm (40 ft. lbs.).
4. Install the oil pan and pick up tube (Refer to 9 ENGINE/LUBRICATION/OIL PAN - INSTALLATION). 5. Install the A/C compressor. 6. Install the generator. 7. Install power steering pump. 8. Install the dipstick support bolt. 9. Install the thermostat housing. 10. Install crankshaft damper (Refer to 9 - ENGINE/ ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION).
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12. Install radiator lower hose. 13. Install both heater hoses. 14. Install radiator fan shroud. 15. Install the fan and fan drive assembly 16. Install the accessory drive belt. 17. Install the coolant bottle and washer bottle. 18. Install the upper radiator hose. 19. Install the air cleaner assembly. 20. Fill cooling system. 21. Refill engine oil. 22. Connect the battery negative cable. 23. Install the engine cover (1).
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11. Install accessory drive belt tensioner assembly and both idler pulleys.

REMOVAL
1. Disconnect battery negative cable. 2. Drain cooling system.
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3. Remove Timing Chain Cover (1). 4. Re-install the vibration damper bolt finger tight. Using a suitable socket and breaker bar, rotate the crankshaft to align timing chain sprockets and keyways as shown. CAUTION: The camshaft pin and the slot in the cam sprocket must be clocked at 12:00 (2). The crankshaft keyway must be clocked at 2:00 (3). The crankshaft sprocket must be installed so that the dots and or paint marking is at 6:00.
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5. Remove oil pump.
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6. Retract tensioner shoe (1) until hole in shoe lines up with hole in bracket..
7. Slide a suitable pin (2) into the holes.
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8. Remove camshaft sprocket attaching bolt and remove timing chain with crankshaft and camshaft sprockets (2). 9. If tensioner assembly is to be replaced, remove the tensioner to block bolts and remove tensioner assembly.
INSTALLATION
1. If tensioner (1) assembly is being replaced, install tensioner and mounting bolts. Torque bolts to 28 Nm (250 in. lbs.). 2. Retract tensioner (2) if required.
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CAUTION: The timing chain must be installed with the single plated link aligned with the dot and or paint marking on the camshaft sprocket. The crankshaft sprocket is aligned with the dot and or paint marking on the sprocket between two plated timing chain links. CAUTION: The camshaft pin and the slot in the cam sprocket must be clocked at 12:00. The crankshaft keyway must be clocked at 2:00. The crankshaft sprocket must be installed so that the dots and or paint marking is at 6:00. 3. Place both camshaft sprocket and crankshaft sprocket on the bench with timing marks on exact imaginary center line through both camshaft and crankshaft bores. 4. Place timing chain around both sprockets. 5. Lift sprockets and chain (keep sprockets tight against the chain in position as shown). 6. Slide both sprockets (2,3) evenly over their respective shafts and check alignment of timing marks.
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7. Install the camshaft bolt. Tighten the bolt to 122 Nm (90 ft. lbs.) torque.
8. Remove tensioner pin. (1) Again, verify alignment of timing marks.
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9. Install the oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION). 10. Install the oil pan and pick up (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
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11. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) INSTALLATION). 12. Refill engine oil. 13. Fill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE). 14. Connect battery negative cable. 15. Start engine and check for oil and coolant leaks.
TENSIONER - TIMING CHAIN

DESCRIPTION
The timing chain tensioner is a stamped steel constant tension mechanical design. It is mounted to the front of the engine, behind the timing chain drive.
OPERATION
The timing chain tension is maintained by routing the timing chain through the tensioner assembly. A nylon covered spring steel arm presses on the timing chain maintaining the correct chain tension.

Jeep WK Grand Cherokee Section 09 Engine

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Jeep WK Grand Cherokee Section 09 Engine

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ENGINE ELECTRICAL DIAGNOSTICS . . . . . . . . . . . 1 ENGINE - 3.7L SERVICE INFORMATION . . . . . 1165

ENGINE ELECTRICAL DIAGNOSTICS

ENGINE ELECTRICAL DIAGNOSTICS

ENGINE ELECTRICAL DIAGNOSTICS

ENGINE ELECTRICAL DIAGNOSTICS

ENGINE ELECTRICAL DIAGNOSTICS

ENGINE ELECTRICAL DIAGNOSTICS

ENGINE ELECTRICAL DIAGNOSTICS

PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE

ENGINE ELECTRICAL DIAGNOSTICS

PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

POSSIBLE CAUSES INTERMITTENT CONDITION

ENGINE ELECTRICAL DIAGNOSTICS

P0016CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT

ENGINE ELECTRICAL DIAGNOSTICS

P0016CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

P0016CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT (CONTINUED)

CAMSHAFT POSITION SENSOR

ENGINE ELECTRICAL DIAGNOSTICS

P0016CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

P0016CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

P0016CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

ENGINE ELECTRICAL DIAGNOSTICS

P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW (CONTINUED)

(K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND

ENGINE ELECTRICAL DIAGNOSTICS

P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

ENGINE ELECTRICAL DIAGNOSTICS

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH (CONTINUED)

(Z42) O2 HEATER GROUND CIRCUIT OPEN

ENGINE ELECTRICAL DIAGNOSTICS

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH (CONTINUED)

(K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN

ENGINE ELECTRICAL DIAGNOSTICS

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW

ENGINE ELECTRICAL DIAGNOSTICS

P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW (CONTINUED)

(K299) O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND

ENGINE ELECTRICAL DIAGNOSTICS

P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH

ENGINE ELECTRICAL DIAGNOSTICS

P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH (CONTINUED)

ENGINE ELECTRICAL DIAGNOSTICS

P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH (CONTINUED)

(K299) O2 1/2 HEATER CONTROL CIRCUIT