Dodge Ram Truck 2005 1500,2500, 3500 Service Repair Manual - Engine

DR/DH ENGINE 9-1
ENGINE
TABLE OF CONTENTS
page page
ENGINE - ELECTRICAL DIAGNOSTICS - ENGINE - 3.7L - SERVICE INFORMATION . . . . 2037

3.7L/4.7L/5.7L. . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ENGINE - 4.7L - SERVICE INFORMATION . . . . 2161
ENGINE - ELECTRICAL DIAGNOSTICS - ENGINE - 5.7L - SERVICE INFORMATION . . . . 2285
DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1045 ENGINE - 8.3L - SERVICE INFORMATION . . . . 2420
ENGINE - ELECTRICAL DIAGNOSTICS - ENGINE - 5.9L DIESEL - SERVICE
SRT-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1486 INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 2527
ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L
TABLE OF CONTENTS
page page
ENGINE - ELECTRICAL DIAGNOSTICS - P0107-MANIFOLD ABSOLUTE PRESSURE

3.7L/4.7L/5.7L SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . 73
DIAGNOSIS AND TESTING P0108-MANIFOLD ABSOLUTE PRESSURE
PRE-DIAGNOSTIC TROUBLESHOOTING SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . 78
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 5 P0111-INTAKE AIR TEMPERATURE SENSOR
INTERMITTENT CONDITION . . . . . . . . . . . . . . 7 RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . 83
P0016–CRANKSHAFT / CAMSHAFT TIMING P0112-INTAKE AIR TEMPERATURE
MISALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . 8 SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . 88
P0031-O2 SENSOR 1/1 HEATER CIRCUIT P0113-INTAKE AIR TEMPERATURE
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . 91
P0032-O2 SENSOR 1/1 HEATER CIRCUIT P0116–ENGINE COOLANT TEMPERATURE
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 SENSOR CIRCUIT PERFORMANCE . . . . . . . 95
P0037-O2 SENSOR 1/2 HEATER CIRCUIT P0117-ENGINE COOLANT TEMPERATURE
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . 101
P0038-O2 SENSOR 1/2 HEATER CIRCUIT P0118-ENGINE COOLANT TEMPERATURE
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . 105
P0051-O2 SENSOR 2/1 HEATER CIRCUIT P0121-THROTTLE POSITION SENSOR 1
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 110
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 CIRCUIT LOW (3.7L, 4.7L) . . . . . . . . . . . . . . 119
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 CIRCUIT LOW (5.7L) . . . . . . . . . . . . . . . . . . 124
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 CIRCUIT HIGH (3.7L, 4.7L) . . . . . . . . . . . . . . 129
P0068-MANIFOLD PRESSURE/THROTTLE P0123-THROTTLE POSITION SENSOR 1
POSITION CORRELATION . . . . . . . . . . . . . . . 50 CIRCUIT HIGH (5.7L) . . . . . . . . . . . . . . . . . . 134
P0071-AMBIENT AIR TEMPERATURE P0125-INSUFFICIENT COOLANT TEMP FOR
SENSOR PERFORMANCE . . . . . . . . . . . . . . . 60 CLOSED-LOOP FUEL CONTROL . . . . . . . . . 139
P0072-AMBIENT AIR TEMPERATURE P0128-THERMOSTAT RATIONALITY . . . . . . 142
SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . 66 P0129-BAROMETRIC PRESSURE OUT-OF-
P0073–AMBIENT AIR TEMPERATURE RANGE LOW . . . . . . . . . . . . . . . . . . . . . . . . 152
SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . 69 P0131-O2 SENSOR 1/1 CIRCUIT LOW . . . . 158
9-2 ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L DR/DH
P0132-O2 SENSOR 1/1 CIRCUIT HIGH . . . . 163 P0403-EGR SOLENOID CIRCUIT . . . . . . . . . 442
P0133-O2 SENSOR 1/1 SLOW RESPONSE . 168 P0404-EGR POSITION SENSOR
P0135-O2 SENSOR 1/1 HEATER PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 447
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 171 P0405-EGR POSITION SENSOR CIRCUIT
P0137-O2 SENSOR 1/2 CIRCUIT LOW .. . . 175 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
P0138-O2 SENSOR 1/2 CIRCUIT HIGH . . . . 180 P0406-EGR POSITION SENSOR CIRCUIT
P0139-O2 SENSOR 1/2 SLOW RESPONSE . 185 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
P0141-O2 SENSOR 1/2 HEATER P0420-CATALYST 1/1 EFFICIENCY . . . . . . . 463
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 189 P0430-CATALYST 2/1 EFFICIENCY . . . . . . . 466
P0151-O2 SENSOR 2/1 CIRCUIT LOW .. . . 193 P0440-GENERAL EVAP SYSTEM FAILURE . 469
P0152-O2 SENSOR 2/1 CIRCUIT HIGH . . . . 198 P0441-EVAP PURGE SYSTEM
P0153-O2 SENSOR 2/1 SLOW RESPONSE . 203 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 478
P0155-O2 SENSOR 2/1 HEATER P0442-EVAP PURGE SYSTEM MEDIUM
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 206 LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 482
P0157-O2 SENSOR 2/2 CIRCUIT LOW .. . . 210 P0443-EVAP PURGE SOLENOID CIRCUIT . 489
P0158-O2 SENSOR 2/2 CIRCUIT HIGH . . . . 215 P0452-NVLD PRESSURE SWITCH STUCK
P0159-O2 SENSOR 2/2 SLOW RESPONSE . 220 CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . . . 494
P0161-O2 SENSOR 2/2 HEATER P0453-NVLD PRESSURE SWITCH STUCK
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 224 OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 499
P0171-FUEL SYSTEM 1/1 LEAN . . . . . . . . . 228 P0455-EVAP PURGE SYSTEM LARGE LEAK . 504
P0172-FUEL SYSTEM 1/1 RICH . . . . . . . . . . 235 P0456-EVAP PURGE SYSTEM SMALL LEAK . 504G
P0174-FUEL SYSTEM 2/1 LEAN . . . . . . . . . 242 P0457-LOOSE FUEL CAP . . . . . . . . . . . . . . 505
P0175-FUEL SYSTEM 2/1 RICH . . . . . . . . . . 249 P0461-FUEL LEVEL SENSOR 1
P0201-FUEL INJECTOR 1 CIRCUIT . . . . . . . 256 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 510
P0202-FUEL INJECTOR 2 CIRCUIT . . . . . . . 260 P0462-FUEL LEVEL SENSOR 1 CIRCUIT
P0203-FUEL INJECTOR 3 CIRCUIT . . . . . . . 264 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514
P0204-FUEL INJECTOR 4 CIRCUIT . . . . . . . 268 P0463-FUEL LEVEL SENSOR 1 CIRCUIT
P0205-FUEL INJECTOR 5 CIRCUIT . . . . . . . 272 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 517
P0206-FUEL INJECTOR 6 CIRCUIT . . . . . . . 276 P0480-COOLING FAN 1 CONTROL
P0207-FUEL INJECTOR 7 CIRCUIT . . . . . . . 280 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 522
P0208-FUEL INJECTOR 8 CIRCUIT . . . . . . . 284 P0498-NVLD CANISTER VENT VALVE
P0221-THROTTLE POSITION SENSOR 2 SOLENOID CIRCUIT LOW . . . . . . . . . . . . . . 526
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 288 P0499-NVLD CANISTER VENT VALVE
P0222-THROTTLE POSITION SENSOR 2 SOLENOID CIRCUIT HIGH . . . . . . . . . . . . . . 529
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 297 P0501-VEHICLE SPEED SENSOR 1
P0223-THROTTLE POSITION SENSOR 2 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 533
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 303 P0503-VEHICLE SPEED SENSOR 1
P0300-MULTIPLE CYLINDER MISFIRE .. . . 307 ERRATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . 538
P0301-CYLINDER 1 MISFIRE ......... . . 314 P0506-IDLE SPEED PERFORMANCE
P0302-CYLINDER 2 MISFIRE ......... . . 323 LOWER THAN EXCEPTED. . . . . . . . . . . . . . 543
P0303-CYLINDER 3 MISFIRE ......... . . 333 P0507-IDLE SPEED PERFORMANCE
P0304-CYLINDER 4 MISFIRE ......... . . 343 HIGHER THAN EXCEPTED . . . . . . . . . . . . . 545
P0305-CYLINDER 5 MISFIRE ......... . . 353 P0508-IDLE AIR CONTROL VALVE SENSE
P0306-CYLINDER 6 MISFIRE ......... . . 363 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 547
P0307-CYLINDER 7 MISFIRE ......... . . 373 P0509-IDLE AIR CONTROL VALVE SENSE
P0308-CYLINDER 8 MISFIRE ......... . . 383 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 552
P0315-NO CRANK SENSOR LEARNED . . . . 393 P0513-INVALID SKIM KEY . . . . . . . . . . . . . . 556
P0325-KNOCK SENSOR 1 CIRCUIT .... . . 396 P0516-BATTERY TEMPERATURE SENSOR
P0330-KNOCK SENSOR 2 CIRCUIT .... . . 401 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 558
P0335-CRANKSHAFT POSITION SENSOR P0517-BATTERY TEMPERATURE SENSOR
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 406 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 561
P0339-CRANKSHAFT POSITION SENSOR P0522-OIL PRESSURE TOO LOW . . . . . . . . 565
INTERMITTENT . . . . . . . . . . . . . . . . . . . . . . 415 P0532-A/C PRESSURE SENSOR CIRCUIT
P0340-CAMSHAFT POSITION SENSOR LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 570
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 422 P0533-A/C PRESSURE SENSOR CIRCUIT
P0344-CAMSHAFT POSITION SENSOR HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 575
INTERMITTENT . . . . . . . . . . . . . . . . . . . . . . 430 P0551-POWER STEERING PRESSURE
P0401-EGR SYSTEM PERFORMANCE . . . . 436 SWITCH PERFORMANCE . . . . . . . . . . . . . . 580
DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L 9-3
P0562-BATTERY VOLTAGE LOW . . . . . . . . . 584 P0685-AUTO SHUTDOWN RELAY CONTROL

P0563-BATTERY VOLTAGE HIGH . . . . . . . . 589 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 721
P0571-BRAKE SWITCH 1 PERFORMANCE . 592 P0688-AUTO SHUTDOWN RELAY SENSE
P0572-BRAKE SWITCH 1 STUCK ON . . . . . 597 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 725
P0573-BRAKE SWITCH 1 STUCK OFF . . . . 601 P0700-TRANSMISSION CONTROL SYSTEM
P0579-SPEED CONTROL SWITCH 1 (MIL REQUEST) . . . . . . . . . . . . . . . . . . . . . . 730
PERFORMANCE (5.7L) . . . . . . . . . . . . . . . . 605 P0703-BRAKE SWITCH 2 PERFORMANCE . 731
P0580-SPEED CONTROL SWITCH 1 P0850-PARK/NEUTRAL SWITCH
CIRCUIT LOW (3.7L,4.7L) . . . . . . . . . . . . . . . 613 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 737
P0580-SPEED CONTROL SWITCH 1 P1115-GENERAL TEMPERATURE
CIRCUIT LOW (5.7L) . . . . . . . . . . . . . . . . . . 617 RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . 741
P0581-SPEED CONTROL SWITCH 1 P1501-VEHICLE SPEED SENSOR 1/2
CIRCUIT HIGH (3.7L,4.7L) . . . . . . . . . . . . . . 623 CORRELATION - DRIVE WHEELS . . . . . . . . 745
P0581-SPEED CONTROL SWITCH 1 P1502-VEHICLE SPEED SENSOR 1/2
CIRCUIT HIGH (5.7L) . . . . . . . . . . . . . . . . . . 629 CORRELATION - NON DRIVE WHEELS . . . . 750
P0582-SPEED CONTROL VACUUM P1572-BRAKE PEDAL STUCK ON . . . . . . . . 755
CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . 635 P1573-BRAKE PEDAL STUCK OFF . . . . . . . 759
P0585-SPEED CONTROL SWITCH 1/2 P1593-SPEED CONTROL SWITCH 1/2
CORRELATION (5.7L) . . . . . . . . . . . . . . . . . 641 STUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 763
P0586-SPEED CONTROL VENT CONTROL P1593-SPEED CONTROL SWITCH 1 STUCK
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 653 (3.7L, 4.7L) . . . . . . . . . . . . . . . . . . . . . . . . . . 773
P0591-SPEED CONTROL SWITCH 2 P1602–PCM NOT PROGRAMMED . . . . . . . . 778
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 659 P1603-PCM INTERNAL DUAL-PORT RAM
P0592-SPEED CONTROL SWITCH 2 COMMUNICATION FAILURE . . . . . . . . . . . . 779
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 667 P1604-PCM INTERNAL DUAL-PORT RAM
P0593-SPEED CONTROL SWITCH 2 READ/WRITE INTEGRITY FAILURE . . . . . . . 781
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 672 P1607-PCM INTERNAL SHUTDOWN TIMER
P0594-SPEED CONTROL SERVO POWER RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . 783
RELAY CIRCUIT . . . . . . . . . . . . . . . . . . . . . . 677 P1618-SENSOR REFERENCE VOLTAGE 1
P0600-SERIAL COMMUNICATION LINK . . . . 683 CIRCUIT ERRATIC . . . . . . . . . . . . . . . . . . . . 784
P0601-INTERNAL MEMORY CHECKSUM P1628-SENSOR REFERENCE VOLTAGE 2
INVALID . . . . . . . . . . . . . . . . . . . . . . . . . . . . 684 CIRCUIT ERRATIC . . . . . . . . . . . . . . . . . . . . 789
P0606-INTERNAL ECM PROCESSOR . . . . . 685 P1696-EEPROM MEMORY WRITE DENIED/
P060B-ETC A/D GROUND PERFORMANCE . 686 INVALID . . . . . . . . . . . . . . . . . . . . . . . . . . . . 794
P060D-ETC LEVEL 2 APP PERFORMANCE . 687 P1697-EMR (SRI) MILEAGE NOT STORED . 796
P060E-ETC LEVEL 2 TPS PERFORMANCE . 688 P2072-ELECTRONIC THROTTLE CONTROL
P060F-ETC LEVEL 2 ECT PERFORMANCE . 689 SYSTEM - ICE BLOCKAGE . . . . . . . . . . . . . 798
P061A-ETC LEVEL 2 TORQUE P2074-MAP/TPS CORRELLATION - HIGH
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 690 AIRFLOW/VACUUM LEAK DETECTED . . . . . 799
P061C-ETC LEVEL 2 RPM PERFORMANCE . 691 P2096-DOWNSTREAM FUEL TRIM SYSTEM
P0622-GENERATOR FIELD CONTROL 1 LEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 809
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 692 P2097-DOWNSTREAM FUEL TRIM SYSTEM
P0627-FUEL PUMP RELAY CIRCUIT . . . . . . 696 1 RICH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 816
P062C-ETC LEVEL 2 MPH P2098-DOWNSTREAM FUEL TRIM SYSTEM
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 700 2 LEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 823
P0630-VIN NOT PROGRAMMED IN PCM . . . 701 P2099-DOWNSTREAM FUEL TRIM SYSTEM
P0632-ODOMETER NOT PROGRAMMED IN 2 RICH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 830
PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 702 P2100-ELECTRONIC THROTTLE CONTROL
P0633-SKIM KEY NOT PROGRAMMED IN MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . 837
PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 703 P2101-ELECTRONIC THROTTLE CONTROL
P0642-SENSOR REFERENCE VOLTAGE 1 MOTOR PERFORMANCE . . . . . . . . . . . . . . . 843
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 704 P2107-ELECTRONIC THROTTLE CONTROL
P0643-PRIMARY 5-VOLT SUPPLY CIRCUIT MODULE PROCESSOR . . . . . . . . . . . . . . . . 845
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 708 P2108-ELECTRONIC THROTTLE CONTROL
P0645-A/C CLUTCH RELAY CIRCUIT . . . . . . 711 MODULE PERFORMANCE . . . . . . . . . . . . . . 846
P0652-SENSOR REFERENCE VOLTAGE 2 P2110-ELECTRONIC THROTTLE CONTROL
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . 715 - FORCED LIMITED RPM . . . . . . . . . . . . . . . 847
P0653-SENSOR REFERENCE VOLTAGE 2 P2111-ELECTRONIC THROTTLE CONTROL
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . 718 - UNABLE TO CLOSE . . . . . . . . . . . . . . . . . 852
P2112-ELECTRONIC THROTTLE CONTROL P2181-COOLING SYSTEM PERFORMANCE . 957

- UNABLE TO OPEN . . . . . . . . . . . . . . . . . . 857 P2299-BRAKE PEDAL POSITION /
P2115-ACCELERATOR PEDAL POSITION ACCELERATOR PEDAL POSITION
SENSOR 1 MINIMUM STOP INCOMPATIBLE . . . . . . . . . . . . . . . . . . . . . . 964
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 862 P2302-IGNITION COIL 1 SECONDARY
P2116-ACCELERATOR PEDAL POSITION CIRCUIT- INSUFFICIENT IONIZATION . . . . . 967
SENSOR 2 MINIMUM STOP P2305-IGNITION COIL 2 SECONDARY
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 863 CIRCUIT- INSUFFICIENT IONIZATION . . . . . 971
P2118-ELECTRONIC THROTTLE CONTROL P2308-IGNITION COIL 3 SECONDARY
MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . 864 CIRCUIT- INSUFFICIENT IONIZATION . . . . . 975
P2122-ACCELERATOR PEDAL POSITION P2311-IGNITION COIL 4 SECONDARY
SENSOR 1 CIRCUIT LOW . . . . . . . . . . . . . . 870 CIRCUIT- INSUFFICIENT IONIZATION . . . . . 979
SENSOR 1 CIRCUIT HIGH . . . . . . . . . . . . . . 876 CIRCUIT- INSUFFICIENT IONIZATION . . . . . 983
SENSOR 2 CIRCUIT LOW . . . . . . . . . . . . . . 881 CIRCUIT- INSUFFICIENT IONIZATION . . . . . 987
SENSOR 2 CIRCUIT HIGH . . . . . . . . . . . . . . 888 CIRCUIT- INSUFFICIENT IONIZATION . . . . . 991
P2135-THROTTLE POSITION SENSOR 1/2 P2323-IGNITION COIL 8 SECONDARY
CORRELATION . . . . . . . . . . . . . . . . . . . . . . 893 CIRCUIT- INSUFFICIENT IONIZATION . . . . . 995
P2138-ACCELERATOR PEDAL POSITION P2503-CHARGING SYSTEM OUTPUT LOW . 999
SENSOR 1/2 CORRELATION . . . . . . . . . . . . 901 U0101-LOST COMMUNICATION
P2161-VEHICLE SPEED SENSOR 2 WITH TCM . . . . . . . . . . . . . . . . . . . . . . . . . 1004
ERRATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . 907 U0155-NO CLUSTER BUS MESSAGE . . . . 1006
P2166-ACCELERATOR PEDAL POSITION U0168-NO SKIM BUS MESSAGE . . . . . . . . 1008
SENSOR 1 MAXIMUM STOP *5.7L INTERMITTENT NO CRANK
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 911 CONDITION . . . . . . . . . . . . . . . . . . . . . . . . 1010
P2167-ACCELERATOR PEDAL POSITION *CHECKING THE FUEL DELIVERY
SENSOR 2 MAXIMUM STOP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 1011
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 912 *HARD START FUEL SYSTEM . . . . . . . . . . 1014
P2172-HIGH AIRFLOW/VACUUM LEAK *ENGINE CRANKS BUT DOES
DETECTED (INSTANTANEOUS NOT START . . . . . . . . . . . . . . . . . . . . . . . . 1017
ACCUMULATION) . . . . . . . . . . . . . . . . . . . . 913 *FUEL PRESSURE LEAK DOWN . . . . . . . . 1021
P2173-HIGH AIRFLOW/VACUUM LEAK *NO CRANK CONDITION . . . . . . . . . . . . . . 1023
DETECTED (SLOW ACCUMULATION) . . . . . 924 *NO RESPONSE WITH A NO START
P2174-LOW AIRFLOW/RESTRICTION CONDITION . . . . . . . . . . . . . . . . . . . . . . . . 1028
DETECTED (INSTANTANEOUS *START AND STALL CONDITION . . . . . . . . 1035
ACCUMULATION) . . . . . . . . . . . . . . . . . . . . 935 STANDARD PROCEDURE
P2175-LOW AIRFLOW/RESTRICTION POWERTRAIN VERIFICATION TEST . . . . . 1038
DETECTED (SLOW ACCUMULATION) . . . . . 946 SCHEMATICS AND DIAGRAMS . . . . . . . . . . . 1042
ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L

DIAGNOSIS AND TESTING
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.
No >> Go To 2
2. NO START
Is the customer complaint a NO START condition?

Yes >> 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.
No >> Go To 3
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 customer’s 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 customer’s 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 didn’t repair the customers complaint.
Go To 4
No DTC(s) are present.
Refer to the INTERMITTENT CONDITION Diagnostic Procedure.
PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE (CONTINUED)
4. 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 customer’s complaint?

Yes >> Testing complete.
No >> Refer to the diagnostic test procedure related to the DTC.
INTERMITTENT CONDITION
For the Engine circuit diagrams (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
POSSIBLE CAUSES
Diagnostic Test
1. INTERMITTENT CONDITION
NOTE: The conditions that set the DTC are not present at this time. The following list may help in identi-
fying 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 DTC’s 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 >> Perform the necessary repairs.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No >> Test Complete.
P0016–CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT

P0016–CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT (CONTINUED)
• 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
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 >> Go To 2
No >> Refer to the INTERMITTENT CONDITION Diagnostic 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.
Start the engine.
Observe the lab scope screen.
Are there any irregular or missing signals?

Yes >> Go To 3
No >> Go To 6
9 - 10 ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L DR/DH
3. CMP WIRE HARNESS INSPECTION
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)
No >> Go To 4
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 >> Repair or replace the Tone Wheel/Pulse Ring as necessary.
No >> Go To 5
5. CAMSHAFT POSITION SENSOR
If there are no possible causes remaining, view repair.

Repair
Replace the Camshaft Position Sensor.
DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L 9 - 11
6. ERRATIC CMP SIGNAL
Remove the lab scope probe.
Ignition on, engine not running.
With scan tool, erase DTCs.
Start the engine.
Gently tap on and wiggle the Cam Position Sensor.
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.

Yes >> Repair the wiring/connector concerns as needed or replace the Camshaft Position Sensor.
No >> Go To 7
7. CHECKING THE CKP SIGNAL WITH A LAB SCOPE

With a lab scope, backprobe the (K24) CKP Signal circuit at the CKP harness connector.
Start the engine.

Yes >> Go To 8
No >> Go To 10
8. CKP WIRE HARNESS INSPECTION
Visually inspect the related wire harness. Look for any chafed, pierced,
their proper specification.

No >> Go To 9
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.

Yes >> Repair or replace the Tone Wheel/Flex Plate as necessary.
No >> Replace the Crankshaft Position Sensor.
10. ERRATIC CKP SIGNAL
NOTE: The conditions that set this DTC are not present at this time. The following test may help in identi-
Start the engine.
Gently tap on and wiggle the Crank Position Sensor.
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.

Yes >> Repair the wiring/connector concerns as needed or replace the Crankshaft Position Sensor.
P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW

P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW (CONTINUED)
• 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
Diagnostic Test
1. O2 SENSOR HEATER OPERATION

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.
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 >> Go To 2
2. O2 HEATER ELEMENT
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°F (21.1°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 >> Go To 3
No >> Replace the O2 Sensor.
3. O2 SENSOR
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 dur-
ing the actuation?
Yes >> Replace the O2 Sensor.
No >> Go To 4
4. (K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND

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.
No >> Go To 5
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?

No >> Replace and program the Powertrain Control Module per Service Information.
P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH (CONTINUED)
• 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
Diagnostic Test
1. ACTIVE DTC
With a scan tool, read DTC’s
Is the DTC active at this time?

Yes >> Go To 2
Measure the resistance across the O2 Sensor Heater element between the O2 Heater Control terminal and the O2
Heater ground terminal at the component.
Yes >> Go To 3
3. (K99) O2 1/1 HEATER CONTROL CIRCUIT
With a scan tool, actuate the O2 1/1 Heater Test with the Sensor har-
ness connector still disconnected.
ing the actuation?
Yes >> Go To 4
No >> Go To 5
4. (Z42) O2 HEATER GROUND CIRCUIT OPEN

Measure the resistance between an engine ground and the (Z42) O2
1/1 Heater ground circuit in the O2 Sensor harness connector.

No >> Repair the open in the (Z42) O2 1/1 Heater ground circuit.
5. (K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
Does the test light illuminate brightly?

Yes >> Repair the short to battery voltage in the (K99) O2 1/1
Heater Control circuit.
No >> Go To 6
6. (K99) O2 1/1 HEATER 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 (K99) O2 1/1 Heater Control circuit from
the O2 Sensor harness connector to the appropriate terminal of spe-
cial tool #8815.

Yes >> Go To 7
No >> Repair the open in the (K99) O2 1/1 Heater Control circuit.
7. PCM
Ground circuits.


• When Monitored:
Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is on.
• Set Condition:
Possible Causes
(K299) O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND

O2 SENSOR
PCM
Diagnostic Test

With a scan tool, actuate the O2 1/2 Heater Test.

Yes >> Go To 2
Measure the resistance across the O2 Sensor Heater element, between the O2 Heater Control terminal and the O2
Heater ground terminal at the component.
Yes >> Go To 3
3. O2 SENSOR
With a scan tool, actuate the O2 Heater Test with the 1/2 O2 Sensor
Using a 12-volt test light connected to ground, probe the (K299) O2
1/2 Heater Control circuit in the O2 Sensor harness connector.
ing the actuation?
No >> Go To 4
4. (K299) O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO

GROUND

Yes >> Repair the short to ground in the (K299) O2 1/2 Heater
Control circuit.
No >> Go To 5
5. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

(K299) O2 SENSOR 1/2 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
O2 SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
With a scan tool, read DTC’s.

Yes >> Go To 2
Yes >> Go To 3
With a scan tool, actuate the O2 1/2 Heater Test with the O2 Sensor
ing the actuation?
Yes >> Go To 4
No >> Go To 5


No >> Repair the open in the (Z43) O2 1/2 Heater ground circuit.
Using a 12-volt test light connect to ground, probe the (K299) O2 1/2

No >> Go To 6

Measure the resistance of the (K299) O2 1/2 Heater Control circuit
from the O2 Sensor harness connector to the appropriate terminal of
special tool #8815.

Yes >> Go To 7
No >> Repair the open in the (K299) O2 1/2 Heater Control cir-
cuit.
7. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

O2 SENSOR
PCM
Diagnostic Test

With a scan tool, monitor 2/1 O2 Sensor voltage for at least 2 minutes.

Yes >> Go To 2
Yes >> Go To 3
3. O2 SENSOR
With a scan tool, actuate the O2 Heater Test with the O2 Sensor har-
ing the actuation?
No >> Go To 4
4. (K199) O2 2/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND


Yes >> Repair the short to ground in the (K199) O2 2/1 Sensor
No >> Go To 5
5. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

O2 SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
Measure the resistance across the O2 Sensor Heater element, between the O2 Heater Control terminal and the
Heater ground terminal at the component connector.
Yes >> Go To 3
With the scan tool, actuate the O2 Heater Test with the Sensor har-
ing the actuation?
Yes >> Go To 4
No >> Go To 5
4. (Z934) O2 2/1 HEATER GROUND CIRCUIT OPEN


No >> Repair the open in the (Z934) O2 2/1 Heater ground cir-
cuit.
Does the test light illuminate?

No >> Go To 6

special tool #8815.

Yes >> Go To 7
cuit.
7. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes
(K399) O2 SENSOR 2/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND

O2 SENSOR
PCM
Diagnostic Test


Yes >> Go To 2
Heater ground terminal in the component connector.
Yes >> Go To 3
3. O2 SENSOR
With a scan tool, actuate the O2 Heater Test with the O2 Sensor har-
ing the actuation?
No >> Go To 4

GROUND

Yes >> Repair the short to ground in the (K399) O2 2/2 Sensor
No >> Go To 5
5. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

O2 SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
Heater ground terminal in the component connector.
Yes >> Go To 3
With a scan tool, actuate the O2 2/2 Heater Test with the Sensor har-
ing the actuation?
Yes >> Go To 4
No >> Go To 5


No >> Repair the open in the (Z992) O2 2/2 Heater ground cir-
cuit.
BATTERY VOLTAGE
Heater 2/2 Control circuit in the O2 Sensor harness connector.
Does the test light illuminate?

No >> Go To 6

the PCM hanrness connectors will damage the PCM terminals
special tool #8815.

Yes >> Go To 7
cuit.
7. PCM
Ground circuits.

P0068-MANIFOLD PRESSURE/THROTTLE POSITION CORRELATION

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 1.59Hg 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 (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
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.
With a scan tool, read DTCs.

Yes >> Go To 2
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 >> Repair the vacuum leak as necessary.
No >> 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 >> Go To 4
No >> Go To 11
4. TP SENSOR OPERATION
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 >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure.
No >> Go To 5
5. EXCESSIVE RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT
Disconnect the TP Sensor harness connector.
Measure the resistance of the (F855) 5-volt Supply circuit from the TP
Sensor harness connector to the appropriate terminal of special tool
#8815.

Yes >> Go To 6
No >> Repair the excessive resistance in the (F855) 5-volt Sup-
ply circuit.
6. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and (F855) 5-volt Supply cir-
cuit in the TP Sensor harness connector.
Is the resistance below 100 ohms?

Yes >> Repair the short to ground in the (F855) 5-volt Supply cir-
cuit.
No >> Go To 7
7. THROTTLE POSITION SENSOR
Connect the C2 PCM harness connector.
With a scan tool, monitor the TP Sensor voltage.
Connect a jumper wire between the (K22) TP Sensor No.1 Signal cir-
cuit and the (K900) Sensor ground circuit in the Sensor harness con-
nector.
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.
No >> Go To 8
NOTE: Remove the jumper wire before continuing.
8. EXCESSIVE RESISTANCE IN THE (K22) TP NO.1 SIGNAL CIRCUIT

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.

Yes >> Go To 9
No >> Repair the excessive resistance in the (K22) TP Sensor
No.1 Signal circuit.
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.

Yes >> Repair the short to ground in the (K22) TP Sensor No.1
Signal circuit.
No >> Go To 10
10. EXCESSIVE RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT

Measure the resistance of the (K900) Sensor ground circuit from the
TP Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 17
No >> Repair the excessive resistance in the (K900) Sensor
ground circuit.
Disconnect the MAP Sensor harness connector.
Measure the resistance of the (F856) 5-volt Supply circuit from the
MAP Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 12
ply circuit.

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 >> Go To 13
No >> Repair the short to ground in the (F856) 5-volt Supply cir-
cuit.
13. MAP SENSOR
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
Yes >> Replace the MAP Sensor.
No >> Go To 14
14. EXCESSIVE RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT

Measure the resistance of the (K1) MAP Signal circuit from the MAP
#8815.

Yes >> Go To 15
No >> Repair the excessive resistance in the (K1) MAP Signal
circuit
15. (K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K1) MAP Signal cir-
cuit in the MAP Sensor harness connector.

Yes >> Repair the short to ground in the (K1) MAP Signal circuit.
No >> Go To 16

tool #8815.

Yes >> Go To 17
ground circuit.
17. PCM
Ground circuits.

P0071-AMBIENT AIR TEMPERATURE SENSOR PERFORMANCE

P0071-AMBIENT AIR TEMPERATURE SENSOR PERFORMANCE (CONTINUED)
• 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 temper-
ature 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
(K900) SENSOR GROUND CIRCUIT OPEN
(G31) AAT SIGNAL CIRCUIT SHORTED TO GROUND
(G31) AAT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
AMBIENT AIR TEMPERATURE SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. (G31) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the AAT Sensor harness connector.
NOTE: Visually inspect both the component and the PCM connec-
tors. Look for damaged, partially broken wires, and backed out or
corroded terminals.
Measure the voltage on the (G31) AAT Signal circuit in the AAT Sen-
sor harness connector.
Is the voltage above 0 volts?

Yes >> Repair the short to voltage in the (G31) AAT Signal circuit.
No >> Go To 3
3. AAT SENSOR VOLTAGE ABOVE 4.6 VOLTS

With a scan tool, read the AAT voltage.
Is the voltage above 4.6 volts?

Yes >> Go To 4
No >> Go To 7
4. AAT SENSOR
Connect a jumper wire between the (G31) AAT Signal circuit and the
(K900) 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.
No >> Go To 5
5. (G31) AAT SIGNAL CIRCUIT OPEN

Measure the resistance of the (G31) AAT Signal circuit from the AAT
#8815.

Yes >> Go To 6
No >> Repair the open in the (G31) AAT Signal circuit.
6. (K900) SENSOR GROUND CIRCUIT OPEN
AAT Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 9
No >> Repair the open in the (K900) Sensor ground circuit.
7. (G31) AAT SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (G31) AAT Signal cir-
cuit in the AAT Sensor harness connector.

Yes >> Repair the short to ground in the (G31) AAT Signal circuit.
No >> Go To 8
8. (G31) AAT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (G31) AAT Signal circuit and the

Yes >> Repair the short between the (K900) Sensor ground circuit
and the (G31) AAT Signal circuit.
No >> Go To 9
9. PCM
Ground circuits.

P0072-AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW

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 (K900) SENSOR GROUND CIRCUIT
PCM
Diagnostic Test
1. AAT SENSOR VOLTAGE BELOW 0.078 OF A VOLT

With a scan tool, read the Ambient Air Temperature Sensor voltage.
Is the voltage below 0.078 of a volt?

Yes >> Go To 2
2. CHECKING AAT SENSOR

Disconnect the Ambient Air Temperature Sensor harness connector.
With a scan tool, read the AAT Sensor voltage.

Yes >> Replace the Ambient Temperature Sensor.
No >> Go To 3
P0072-AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)
3. (G31) AAT SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (G31) AAT Signal cir-
cuit in the AAT Sensor harness connector.

Yes >> Repair the short to ground in the (G31) AAT Signal circuit.
No >> Go To 4
4. (G31) AAT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K900) Sensor ground circuit and
the (G31) AAT Signal circuit in the AAT Sensor harness connector.

and the (G31) AAT Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.

P0073–AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH

P0073–AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH (CONTINUED)
• 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
PCM
Diagnostic Test
1. AAT SENSOR VOLTAGE ABOVE 4.98 VOLTS

With a scan tool, read the Ambient Air Temperature Sensor voltage.

Yes >> Go To 2
2. AAT SENSOR
Disconnect the Ambient Air Temperature Sensor harness connector.
Connect a jumper wire between the (G31) AAT Signal circuit and the
With a scan tool, read AAT Sensor voltage.
Yes >> Replace the Ambient Air Temperature Sensor.
No >> Go To 3
3. (G31) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Measure the voltage on the (G31) AAT Signal circuit in the AAT Sen-

Yes >> Repair the short to battery voltage in the (G31) AAT Signal
circuit.
No >> Go To 4
4. (G31) AAT SIGNAL CIRCUIT OPEN

Measure the resistance of the (G31) AAT Signal circuit from the AAT
#8815.

Yes >> Go To 5
No >> Repair the open in the (G31) AAT Signal circuit.
AAT Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.

P0107-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT LOW

P0107-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT LOW (CONTINUED)
• 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

(K1) MAP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
MAP SENSOR
PCM
Diagnostic Test
1. MAP SENSOR VOLTAGE BELOW 0.08 OF A VOLT

With a scan tool, read the MAP Sensor voltage.

Yes >> Go To 2
2. (F856) 5-VOLT SUPPLY CIRCUIT

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 >> Go To 3
No >> Go To 6
3. MAP SENSOR
With a scan tool, monitor the MAP Sensor voltage with the Sensor harness connector disconnected.

No >> Go To 4


No >> Go To 5
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.

Yes >> Repair the short between the (K900) Sensor ground and
the (K1) MAP Signal circuit.
No >> Go To 8
6. (F856) 5-VOLT SUPPLY CIRCUIT OPEN
tool #8815.

Yes >> Go To 7
No >> Repair the open in the (F856) 5-volt Supply circuit.


cuit.
No >> Go To 8
8. PCM
Ground circuits.

P0108-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT HIGH

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
MAP SENSOR
PCM
Diagnostic Test
1. MAP SENSOR VOLTAGE ABOVE 4.92 VOLTS

Start the engine.

Yes >> Go To 2
2. MAP SENSOR
(K900) Sensor ground circuit in the Sensor harness connector.
No >> Go To 3
3. (K1) MAP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the C1 and C2 PCM harness connectors.
Measure the voltage on the (K1) MAP Signal circuit in the MAP Sen-

Yes >> Repair the short to battery voltage in the (K1) MAP Signal
circuit.
No >> Go To 4
4. (K1) MAP SIGNAL CIRCUIT OPEN

#8815.

Yes >> Go To 5
No >> Repair the open in the (K1) MAP Signal circuit.
5. (K1) MAP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
(F856) 5-volt Supply circuit in the MAP Sensor harness connector.

Yes >> Repair the short between the (F856) 5-volt Supply circuit
and the (K1) MAP Signal circuit.
No >> Go To 6

tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.

P0111-INTAKE AIR TEMPERATURE SENSOR RATIONALITY

P0111-INTAKE AIR TEMPERATURE SENSOR RATIONALITY (CONTINUED)
For the Engine System Schematic circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
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:
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
(K21) IAT SIGNAL CIRCUIT SHORTED TO GROUND
(K21) IAT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
INTAKE AIR TEMPERATURE SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. (K21) IAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the IAT Sensor harness connector.
corroded terminals.
Measure the voltage on the (K21) IAT Signal circuit in the IAT Sensor
harness connector.

Yes >> Repair the short to battery voltage in the (K21) IAT Signal
circuit.
No >> Go To 3
3. IAT SENSOR VOLTAGE ABOVE 4.6 VOLTS

With a scan tool, read the IAT voltage.

Yes >> Go To 4
No >> 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.
Yes >> Replace the IAT Sensor.
No >> Go To 5
5. (K21) IAT SIGNAL CIRCUIT OPEN
Measure the resistance of the (K21) IAT Signal circuit from the IAT
#8815.

Yes >> Go To 6
No >> Repair the open in the (K21) IAT Signal circuit.

IAT Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 9
7. (K21) IAT SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K21) IAT Signal cir-
cuit in the IAT Sensor harness connector.

Yes >> Repair the short to ground in the (K21) IAT Signal circuit.
No >> Go To 8
8. (K21) IAT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K21) IAT Signal circuit and the

and the (K21) IAT Signal circuit.
No >> Go To 9
9. PCM
Ground circuits.

P0112-INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW

P0112-INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)
• 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

PCM
Diagnostic Test
1. IAT SENSOR VOLTAGE BELOW 0.078 OF A VOLT


Yes >> Go To 2
2. IAT SENSOR
With a scan tool, read IAT voltage.
Is the voltage above 0.05 of a volt?

Yes >> Replace the Intake Air Temperature Sensor.
No >> Go To 3
P0112-INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)

No >> Go To 4

and the (K21) IAT Sensor Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.

P0113-INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH

P0113-INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH (CONTINUED)
For the Engine System Schematic circuit diagram. (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS)
• 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

IAT SENSOR
PCM
Diagnostic Test

With a scan tool, read the Intake Air Temperature Sensor voltage.

Yes >> Go To 2
2. IAT SENSOR
Disconnect the Intake Air Temperature Sensor harness connector.
With a scan tool, read the IAT Sensor voltage.
No >> Go To 3
harness connector.

circuit.
No >> Go To 4

#8815.

Yes >> Go To 5
tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.

P0116–ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT PERFORMANCE

P0116–ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT PERFORMANCE (CONTINUED)
For the Engine System Schematic circuit diagram. (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
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:
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
(K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND
(K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
ECT SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. (K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the ECT Sensor harness connector.
corroded terminals.
Measure the voltage on the (K2) ECT Signal circuit in the ECT Sensor
harness connector.

Yes >> Repair the short to battery voltage in the (K2) ECT Signal
circuit.
No >> Go To 3
3. ECT SENSOR VOLTAGE ABOVE 4.6 VOLTS

With a scan tool, read the ECT voltage.

Yes >> Go To 4
No >> 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.
Yes >> Replace the ECT Sensor.
No >> Go To 5

5. (K2) ECT SIGNAL CIRCUIT OPEN
Measure the resistance of the (K2) ECT Signal circuit from the ECT
#8815.

Yes >> Go To 6
No >> Repair the open in the (K2) ECT Signal circuit.

ECT Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 9
7. (K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K2) ECT Signal cir-
cuit in the ECT Sensor harness connector.

Yes >> Repair the short to ground in the (K2) ECT Signal circuit.
No >> Go To 8
8. (K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K2) ECT Signal circuit and the

and the (K2) ECT Signal circuit.
No >> Go To 9
9. PCM
Ground circuits.

P0117-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW

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 resis-
tance 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:
• 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

ECT SENSOR
PCM
Diagnostic Test
1. ECT SENSOR VOLTAGE BELOW 0.078 OF A VOLT


Yes >> Go To 2
2. ECT SENSOR
Disconnect the ECT harness connector.
With a scan tool, read ECT voltage.
Is the voltage above 1.0 volt?

No >> Go To 3
the (K2) ECT Signal circuit in the ECT Sensor harness connector.

Yes >> Repair the short to between the (K900) Sensor ground cir-
cuit and the (K2) ECT Signal circuit.
No >> Go To 4
4. (K2) ECT SIGNAL CIRCUIT SHORTED GROUND


No >> Go To 5
5. PCM
Ground circuits.

P0118-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH

P0118-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH (CONTINUED)
• When Monitored:
• 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

ECT SENSOR
PCM
Diagnostic Test


Yes >> Go To 2
2. ECT SENSOR
(K900) Sensor ground circuit in the ECT harness connector.
No >> Go To 3

harness connector.

circuit.
No >> Go To 4
#8815.

Yes >> Go To 5

tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.

P0121-THROTTLE POSITION SENSOR 1 PERFORMANCE

P0121-THROTTLE POSITION SENSOR 1 PERFORMANCE (CONTINUED)
• 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
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
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any other TP Sensor DTC(s) before continuing.
NOTE: The throttle plate should be free from binding and carbon build up.
NOTE: Inspect the engine for vacuum leaks.

Yes >> Go To 2
No >> Go To 11
2. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT OR THE (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED
TO BATTERY VOLTAGE
Disconnect the Throttle Body harness connector.
Measure the voltage on the (K22) TP No.1 Signal and the (K122) TP
No.2 Signal circuits in the Throttle Body harness connector.

Yes >> Repair the short to battery voltage in the (K22) TP Sensor
No.1 or (K122) TP Sensor No.2 Signal circuit.
No >> Go To 3
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 approxi-
mately 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.
mately 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 Bat-
tery when replacing the Throttle Body Assembly. After
installation is complete, use a scan tool and select the
ETC RELEARN function.
No >> Go To 4
4. EXCESSIVE RESISTANCE IN THE (K22) TP SENSOR NO.1 SIGNAL CIRCUIT AND (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 >> Go To 5
No.1 Signal circuit or the (K122) TP Sensor No.2 Signal
circuit.
5. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO
GROUND
No.1 Signal circuit and the (K122) TP Sensor No.2 Signal circuit in
Throttle Body harness connector.

Signal circuit or the (K122) TP Sensor No.2 Signal circuit.
No >> Go To 6
6. EXCESSIVE RESISTANCE IN THE (F855) 5–VOLT SUPPLY CIRCUIT
Throttle Body harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 7
ply circuit.
7. (F855) 5-VOLT SUPPLY SHORTED TO GROUND

circuit in the Throttle Body harness connector.

cuit.
No >> Go To 8
8. EXCESSIVE RESISTANCE IN THE (K922) SENSOR RETURN CIRCUIT
Measure the resistance of the (K922) Sensor Return circuit from the
tool #8815.

Yes >> Go To 9
Return circuit.
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 cir-
cuit and the (K122) TP Sensor No.2 Signal circuit in the Throttle Body
harness connector.

Yes >> Repair the short between the (K122) TP Sensor No.2 Sig-
nal circuit and the (K22) TP Sensor No.1 Signal circuit.
No >> Go To 10
10. PCM
Ground circuits.

11. THROTTLE FOLLOWER TEST

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?
No >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assem-
bly. After installation is complete, use a scan tool and select the ETC RELEARN function.
P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW (3.7L, 4.7L)

P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW (3.7L, 4.7L) (CONTINUED)
• When Monitored:
• Set Condition:
Throttle Position Sensor voltage at the PCM is less than 0.0978 of a volt for 1.3 seconds. One Trip Fault.
Possible Causes

(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
PCM
Diagnostic Test
1. THROTTLE POSITION SENSOR VOLTAGE BELOW 0.098 OF A VOLT

With a scan tool, read the TP Sensor voltage.

Yes >> Go To 2
No >> Go To 9

Measure the voltage on the (F855) 5-volt Supply circuit in the TP Sen-

Yes >> Go To 3
No >> Go To 6
With the a scan tool, monitor the TP Sensor voltage with the Sensor harness connector disconnected.

No >> Go To 4


Signal circuit.
No >> Go To 5
5. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
cuit and the (K900) Sensor ground circuit in the TP Sensor harness
connector.

No >> Go To 8
#8815.

Yes >> Go To 7

circuit in the TP Sensor harness connector.

cuit.
No >> Go To 8
8. PCM
Ground circuits.

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.
No >> Replace the Throttle Position Sensor.
P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW (5.7L)

P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW (5.7L) (CONTINUED)
• When Monitored:
• 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

(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K922) SENSOR RETURN CIRCUIT
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If a 5-Volt Supply DTC has also set, diagnose the 5-Volt DTC before continuing.

Yes >> Go To 2
No >> Go To 10
2. P0222 ALSO SET
Was the P0222-TP SENSOR NO.2 VOLTAGE LOW DTC set along with the P0122?
Yes >> Go To 3
No >> Go To 4
Measure the voltage on the (F855) 5-volt Supply circuit in the Throttle
Body harness connector.

Yes >> Go To 4
No >> Go To 7

With a scan tool, monitor the TP Sensor No.1 voltage with the Sensor harness connector disconnected.

Yes >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assem-
bly. After installation is complete, using a scan tool select the ETC RELEARN function.
No >> Go To 5

No.1 Signal circuit in the Throttle Body harness connector.

Signal circuit.
No >> Go To 6
6. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K922) SENSOR RETURN CIRCUIT
cuit and the (K922) Sensor Return circuit in the Throttle Body harness
connector.

Yes >> Repair the short between the (K922) Sensor Return circuit
and the (K22) TP Sensor No.1 Signal circuit.
No >> Go To 9

Tool #8815 to perform diagnostics.
tool #8815.

Yes >> Go To 8
circuit in the Throttle Body harness connector.

cuit.
No >> Go To 9
9. PCM
Ground circuits.


With a scan tool, perform the Throttle Follower Test.
Monitor the TP Sensor No.1 voltage.
bly. After installation is complete, using a scan tool select ETC RELEARN function.
P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH (3.7L, 4.7L)

P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH (3.7L, 4.7L) (CONTINUED)
• When Monitored:
• Set Condition:
Throttle Position Sensor voltage at the PCM is greater than 4.47 volts for 1.3 seconds. One Trip Fault. Three
Possible Causes

(K22) TP SENSOR NO.1 SIGNAL CIRCUIT OPEN
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
PCM
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.

Yes >> Go To 2
No >> Go To 8
nector.
Is the voltage below 0.5 of a volt with the jumper wire installed?
No >> Go To 3
3. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K22) TP Sensor No.1 Signal circuit in the
TP Sensor harness connector.

No >> Go To 4
4. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT OPEN
special tool #8815.

Yes >> Go To 5
No >> Repair the open in the (K22) TP Sensor No.1 Signal cir-
cuit.
5. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
cuit and the (F855) 5-volt Supply circuit in the TP Sensor harness con-
nector.

No >> Go To 6
tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.


P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH (5.7L)

P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH (5.7L) (CONTINUED)
• When Monitored:
• 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 OPEN
(K922) SENSOR RETURN CIRCUIT OPEN
THROTTLE PLATE JAMMED AGAINST THE MAXIMUM STOP
PCM
Diagnostic Test
1. TP SENSOR NO.1 VOLTAGE ABOVE 4.8 VOLTS

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.

Yes >> Go To 2
No >> Go To 8
connector.
With a scan tool, monitor the TP Sensor No.1 voltage.
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.
No >> Go To 3

Measure the voltage on the (K22) TP Sensor No.1 Signal circuit in the

No >> Go To 4

Yes >> Go To 5
cuit.
5. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
cuit and the (F855) 5-volt Supply circuit in the Throttle Body harness
connector.

No >> Go To 6
6. (K922) SENSOR RETURN CIRCUIT OPEN
tool #8815.

Yes >> Go To 7
No >> Repair the open in the (K922) Sensor Return circuit.
7. PCM
Ground circuits.


Monitor the TP Sensor No.1 voltage.
P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL

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
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°C (15°F). Failure time depends on start-up coolant tempera-
ture and ambient temperature. (i.e. 2 minutes for a start temp of -10°C (15°F) or up to 10 minutes for a vehicle
with a start-up temp of -28°C (5°F). Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
LOW COOLANT LEVEL

THERMOSTAT
ECT SENSOR
Diagnostic Test
1. CHECKING COOLANT LEVEL AND CONDITION

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 corro-
sion 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 >> Go To 2
No >> Inspect the vehicle for a coolant leak, make the appropriate repairs, and add the correct amount of
coolant.
2. THERMOSTAT OPERATION
NOTE: This test works best if performed on a cold engine (cold soak)
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°C (180°F), allow the engine to cool until 65°C (150°F) is
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°C (180°F). Also monitor the actual coolant temperature with a
thermometer.
NOTE: As the engine warms up to operating temperature, the actual coolant temperature (thermometer read-
ing) 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 >> Go To 3
No >> Replace the thermostat.
3. ECT SENSOR OPERATION

reached.
Start the Engine.
thermometer.
ing) 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 >> Test Complete.
No >> Replace the Engine Coolant Temperature Sensor.
P0128-THERMOSTAT RATIONALITY
P0128-THERMOSTAT RATIONALITY (CONTINUED)
• When Monitored:
Engine running.
• Set Condition:
The PCM predicts a coolant temperature value that it will compare to the actual coolant temperature. A sig-
nificant 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
SIGNAL CIRCUIT SHORTED TO GROUND
SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
OTHER POSSIBLE CAUSES
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If any ECT, AAT, CMP or CKP sensor DTCs have set along with P0128, diagnose them before con-
tinuing.
NOTE: Make sure that the Pinion Factor has been programmed correctly into the PCM.

Yes >> Go To 2
2. LOW COOLANT LEVEL
sion and damage.
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.

Yes >> Go To 3
No >> Inspect the vehicle for a coolant leak and add the necessary amount of coolant.
NOTE: This test works best if performed on a cold engine (cold soak).
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.
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°C (180°F). Also monitor the actual coolant temperature with a thermom-
eter.
ing) and the scan tool, ECT Temperature value should stay relatively close to each other.

Yes >> Go To 4
4. AMBIENT AIR TEMP SENSOR OPERATION

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°C (5°F) of the temperature probe reading?
Yes >> Go To 5
No >> Go To 7
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 cool-
ant temperature.
Is the ECT Sensor value with -15°C (5°F) of the temperature probe reading?
Yes >> Go To 6
No >> 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.
With the engine running at normal operating temperature, monitor the Temperature sensor parameters while wig-
gling 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,
diagnosis.
Inspect and clean all PCM, engine, and chassis grounds.

7. SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
tors. Look for damage, partially broken wires and backed out or
corroded terminals
Disconnect the applicable Temperature Sensor harness connector.
Measure the voltage on the (K2) ECT Signal circuit and the (G31) AAT
Signal circuit at the appropriate Temperature Sensor harness connec-
tor.

Yes >> Repair the short to battery voltage in the Signal circuit.
No >> Go To 8
8. TEMPERATURE SENSOR
Connect a jumper wire across the ECT and AAT Sensor harness con-
nectors.
With a scan tool, read the Temperature Sensor voltage.
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.
No >> Go To 9
NOTE: Disconnect the jumper wire before continuing.
9. SIGNAL CIRCUIT OPEN
Measure the resistance of the (K2) ECT Sensor Signal circuit from the
tool #8815.
Measure the resistance of the (G31) AAT Sensor Signal circuit from
the AAT Sensor harness connector to the appropriate terminal of spe-
cial tool #8815.

Yes >> Go To 10
No >> Repair the open in the Sensor Signal circuit.
to 9 - ENGINE - STANDARD PROCEDURE) )
10. SENSOR GROUND CIRCUIT OPEN
appropriate Temperature Sensor harness connector to the appropriate
terminal of special tool #8815.

Yes >> Go To 11
No >> Repair the open in the Sensor ground circuit.
11. SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the Sensor Signal circuit
in the Temperature Sensor harness connector.

Yes >> Repair the short to ground in the Signal circuit.
No >> Go To 12
12. SIGNAL CIRCUIT SHORTED TO THE (K900) 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 (K900)
Sensor ground circuit in the (G31) AAT Sensor harness connector.

and the appropriate Sensor Signal circuit.
No >> Go To 13
13. PCM
Ground circuits.

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE LOW

P0129-BAROMETRIC PRESSURE OUT-OF-RANGE LOW (CONTINUED)
• 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

MAP SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Is the DTC active at this time.

Yes >> Go To 2

Yes >> Go To 3
No >> Go To 7
3. MAP SENSOR

No >> Go To 4

#8815.

Yes >> Go To 5
the (K1) MAP Signal circuit in the MAP Sensor harness connector.

No >> Go To 6


No >> Go To 10
7. (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE

Yes >> Repair the short to battery voltage in the (F856) 5-volt
Supply circuit.
No >> Go To 8

tool #8815.

Yes >> Go To 9

cuit.
No >> Go To 10
10. PCM
Ground circuits.

P0131-O2 SENSOR 1/1 CIRCUIT LOW

P0131-O2 SENSOR 1/1 CIRCUIT LOW (CONTINUED)
• When Monitored:
Engine running for less than 30 seconds and the O2 Sensor Heater Temperature is less than 251°C (484°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.
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
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 >> Go To 2
2. (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT

With a scan tool, monitor the O2 Sensor voltage.
Is the 1/1 O2 Sensor voltage above 4.8 volts?

Yes >> Go To 3
No >> Go To 5
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?

No >> Go To 4
4. (K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K902) O2 Return
Upstream circuit in the O2 Sensor harness connector.

Yes >> Repair the short to ground in the (K902) O2 Return
Upstream circuit.
No >> Go To 8
5. (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K41) O2 Sensor 1/1
Signal circuit in the O2 Sensor harness connector.

Yes >> Repair the short to ground in the (K41) O2 Sensor 1/1 Sig-
nal circuit.
No >> Go To 6
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 cir-
cuit and the (K902) O2 Return Upstream circuit in the O2 Sensor har-
ness connector.

Yes >> Repair the short between the (K902) O2 Return Upstream
circuit and the (K41) O2 Sensor 1/1 Signal circuit.
No >> Go To 7
7. (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO THE (Z42) O2 1/1 HEATER GROUND CIRCUIT
cuit and the (Z42) O2 1/1 Heater ground circuit in the O2 Sensor har-
ness connector.

Yes >> Repair the short between the (Z42) O2 1/1 Heater ground
circuit and the (K41) O2 Sensor 1/1 Signal circuit.
No >> Go To 8
8. PCM
Ground circuits.

P0132-O2 SENSOR 1/1 CIRCUIT HIGH

P0132-O2 SENSOR 1/1 CIRCUIT HIGH (CONTINUED)
• When Monitored:
O2 Sensor Heater Temperature is greater than 496°C (925°F) and battery voltage greater than 10.4 volts.
• 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
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.

Yes >> Go To 2
2. (K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Start the engine and allow the engine to idle.
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.

Yes >> Repair the short to battery voltage in the (K41) O2 Sensor
1/1 Signal circuit.
No >> Go To 3
3. (K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE

Is there any voltage present?

Yes >> Repair the short to battery voltage in the (K902) O2
Return Upstream circuit.
No >> Go To 4
4. 1/1 O2 SENSOR
Connect a jumper wire between the (K41) O2 1/1 Signal circuit and
the (K902) O2 Return Upstream circuit in the O2 Sensor harness con-
nector.
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?
No >> Go To 5
5. (K41) O2 1/1 SIGNAL CIRCUIT OPEN

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.

Yes >> Go To 6
No >> Repair the open in the (K41) O2 1/1 Signal circuit.
6. (K902) O2 RETURN UPSTREAM CIRCUIT OPEN
Measure the resistance of the (K902) O2 Return Upstream circuit from
cial tool #8815.

Yes >> Go To 7
No >> Repair the open in the (K902) O2 Return Upstream circuit.
7. PCM
Ground circuits.

P0133-O2 SENSOR 1/1 SLOW RESPONSE

P0133-O2 SENSOR 1/1 SLOW RESPONSE (CONTINUED)
• 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°C (158°F). Catalytic Converter Temp greater than 600°C (1112°F) and EVAP Purge is
active.
• Set Condition:
The oxygen sensor signal voltage switches less than 16 times from lean to rich within 20 seconds during mon-
itoring. 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
Diagnostic Test
1. ACTIVE DTC
NOTE: Check for contaminants that may have damaged the O2 Sensor: contaminated fuel, unapproved sil-
icone, oil and coolant.
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.

Yes >> Go To 2
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 >> Repair or replace the leaking exhaust parts as necessary.
No >> Go To 3
3. (K41) O2 1/1 SIGNAL CIRCUIT
Turn the ignition off
Measure the voltage on the (K41) O2 1/1 Signal circuit in the O2 Sen-
Is the voltage between 4.5 and 5.0 volts?

Yes >> Go To 4
No >> Check the (K41) O2 1/1 Signal circuit for a short to
ground, open, or short to voltage. If OK, replace and pro-
gram the Powertrain Control Module per Service Informa-
tion.
4. (K902) O2 RETURN UPSTREAM CIRCUIT


Yes >> Go To 5
No >> 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 Infor-
mation.
Perform (NGC) POWERTRAIN VERIFICATION TEST VER
- 5. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/POWERTRAIN CONTROL MODULE - DIAG-
NOSIS AND TESTING)
5. O2 SENSOR

Repair
Replace the O2 Sensor
P0135-O2 SENSOR 1/1 HEATER PERFORMANCE

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 momen-
tarily 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 contin-
uously 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

O2 SENSOR HEATER ELEMENT
PCM
Diagnostic Test

the O2 Sensor voltage to stabilize between 4.6 and 5.0 volts.
Does the voltage stay above 4.5 volts?

Yes >> Go To 2
2. O2 SENSOR HEATER ELEMENT
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.
Is the resistance of the O2 Sensor Heater Element between 2.0 and 30.0 ohms?
Yes >> Go To 3

the O2 harness connector to the appropriate terminal of special tool
#8815.
Is the resistance below 0.5 of an ohm?

Yes >> Go To 4
No >> Repair the excessive resistance in the (K99) O2 1/1
Measure the resistance between ground and the (Z42) O2 1/1 Heater
ground circuit in the O2 Sensor harness connector.

Yes >> Go To 5
No >> Repair the excessive resistance in the (Z42) O2 1/1
Heater ground circuit.
5. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes
(K904) O2 RETURN DOWNSTREAM 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 (Z43) O2 1/2 HEATER GROUND CIRCUIT
O2 SENSOR
PCM
Diagnostic Test

Start the engine.

Yes >> Go To 2

Is the O2 Sensor voltage above 4.8 volts?

Yes >> Go To 3
No >> Go To 5
3. O2 SENSOR
Measure the voltage on the (K904) O2 Return Downstream circuit in
the O2 Sensor harness connector.

No >> Go To 4
4. (K904) O2 RETURN DOWNSTREAMCIRCUIT SHORTED TO GROUND

Downstream circuit in the O2 Sensor harness connector.

Yes >> Repair the short to ground in the (K904) O2 Return Down-
stream circuit.
No >> Go To 8
5. (K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K141) O2 1/2 Signal
circuit in the O2 Sensor harness connector.

Yes >> Repair the short to ground in the (K141) O2 1/2 Signal cir-
cuit.
No >> Go To 6
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.

Yes >> Repair the short between the (K904) O2 Return Down-
stream circuit and the (K141) O2 1/2 Signal circuit.
No >> Go To 7
7. (K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO THE (Z43) O2 1/2 HEATER GROUND CIRCUIT
the (Z43) O2 1/2 Heater ground circuit in the O2 Sensor harness con-
nector.

Yes >> Repair the short between the (Z43) O2 1/2 Heater ground
circuit and the (K141) O2 1/2 Signal circuit.
No >> Go To 8
8. PCM
Ground circuits.


• When Monitored:
• Set Condition:
MIL.
Possible Causes

(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
Diagnostic Test

DTC.
Start the engine.

Yes >> Go To 2
O2 Return Downstream circuit.

Yes >> Repair the short to battery voltage in the (K141) O2 Sen-
sor 1/2 Signal circuit.
No >> Go To 3
3. (K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE


Return Downstream circuit.
No >> Go To 4
4. O2 SENSOR
the (K904) O2 Return Downstream circuit in the 1/2 O2 Sensor har-
ness connector.
installed?
No >> Go To 5

Disconnect the C1and C2 PCM harness connectors.
Measure the resistance of the (K141) O2 1/2 Signal circuit from the
tool #8815.

Yes >> Go To 6
6. (K904) O2 RETURN DOWNSTREAM CIRCUIT OPEN
Measure the resistance of the (K904) O2 Return Downstream circuit
special tool #8815.

Yes >> Go To 7
No >> Repair the open in the (K904) O2 Return Downstream cir-
cuit.
7. PCM
Ground circuits.


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 infor-
mation for catalyst monitor diagnosis.
• When Monitored:
active.
• Set Condition:
Possible Causes
EXHAUST LEAK
(K904) O2 RETURN DOWNSTREAM CIRCUIT
O2 SENSOR
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. EXHAUST LEAK
Start the engine.

No >> Go To 3
Measure the voltage on the (K141) O2 1/2 Signal circuit in the O2

Yes >> Go To 4
tion.
4. (K904) O2 RETURN DOWNSTREAM CIRCUIT

the 1/2 O2 Sensor harness connector.

Yes >> Go To 5
No >> 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.
5. O2 SENSOR

Repair

Theory of Operation
• When Monitored:
• Set Condition:
turn off the MIL.
Possible Causes

(Z43) O2 HEATER GROUND CIRCUIT OPEN
PCM
Diagnostic Test


Yes >> Go To 2
Measure the resistance of the O2 Heater Element across the O2 Sensor connector between the O2 Heater Control
terminal and the Heater ground terminal.
Yes >> Go To 3

from the O2 harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 4

Yes >> Go To 5
5. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes
(K902) O2 RETURN UPSTREAM 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 (Z934) HEATER GROUND CIRCUIT
O2 SENSOR
PCM
Diagnostic Test

Start the engine.

Yes >> Go To 2


Yes >> Go To 3
No >> Go To 5
3. O2 SENSOR

Yes >> Replace the 2/1 O2 Sensor.
No >> Go To 4
4. (K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO GROUND

Upstream circuit in the O2 Sensor harness connector.

Yes >> Repair the short to ground in the (K902) O2 Return
Upstream circuit.
No >> Go To 8

cuit.
No >> Go To 6
6. (K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO THE (K902) O2 RETURN UPSTREAM CIRCUIT
nector.

Yes >> Repair the short between the (K902) O2 Return Upstream
No >> Go To 7
7. (K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO THE (Z934) HEATER GROUND CIRCUIT
the (Z934) O2 Heater ground circuit in the O2 Sensor harness con-
nector.

Yes >> Repair the short between the (Z934) O2 Heater ground
No >> Go To 8
8. PCM
Ground circuits.


• When Monitored:
• Set Condition:
MIL.
Possible Causes

(K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE
(K902) O2 RETURN UPSTREAM CIRCUIT OPEN
O2 SENSOR
PCM
Diagnostic Test

DTC.
Start the engine.

Yes >> Go To 2
O2 Return Upstream circuit.

Yes >> Repair the short to battery voltage in the (K43) O2 Sensor
2/1 Signal circuit.
No >> Go To 3
3. (K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE


Return Upstream circuit.
No >> Go To 4
4. O2 SENSOR
nector.
Is the voltage between 2.3 and 2.7 volts with the jumper wire in
place?
No >> Go To 5

Measure the resistance of the (K43) O2 2/1 Signal circuit from the 2/1
tool #8815.

Yes >> Go To 6
6. (K902) O2 RETURN UPSTREAM CIRCUIT OPEN
Measure the resistance of the (K902) O2 Return Upstream circuit from
cial tool #8815.

Yes >> Go To 7
No >> Repair the open in the (K902) O2 Return Upstream circuit.
7. PCM
Ground circuits.


• When Monitored:
active.
• Set Condition:
Possible Causes
EXHAUST LEAK
(K902) O2 RETURN UPSTREAM CIRCUIT
O2 SENSOR
Diagnostic Test
1. ACTIVE DTC
With a scan tool, read DTCs and record the related Freeze Frame data.

Yes >> Go To 2
2. EXHAUST LEAK
Start the engine.

No >> Go To 3
Measure the voltage on the (K43) O2 2/1 Signal circuit in the O2 Sen-

Yes >> Go To 4
tion.


Yes >> Go To 5
to ground, open, or short to voltage. If OK, replace and
mation.
5. O2 SENSOR

Repair
Perform (NGC) POWERTRAIN VERIFICATION TEST VER - 5. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - DIAGNOSIS AND TESTING)

Theory of Operation
• When Monitored:
• Set Condition:
turn off the MIL.
Possible Causes

(Z934) O2 HEATER GROUND CIRCUIT OPEN
PCM
Diagnostic Test


Yes >> Go To 2
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.
Yes >> Go To 3

tool #8815.

Yes >> Go To 4
4. (Z934) O2 SENSOR HEATER GROUND CIRCUIT OPEN
Measure the resistance between ground and the (Z934) O2 Heater

Yes >> Go To 5
No >> Repair the excessive resistance in the (Z934) O2 Heater
ground circuit.
5. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes
(K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO GROUND

(K243) O2 SIGNAL CIRCUIT SHORTED TO THE (K904) O2 RETURN DOWNSTREAM CIRCUIT
(K243) O2 SIGNAL CIRCUIT SHORTED TO THE (Z992) O2 2/2 HEATER GROUND CIRCUIT
O2 SENSOR
PCM
Diagnostic Test

Start the engine.

Yes >> Go To 2


Yes >> Go To 3
No >> Go To 5
3. O2 SENSOR

No >> Go To 4
4. (K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO

GROUND
Downstream circuit in the O2 Sensor harness connector.

Yes >> Repair the short to ground in the (K904) O2 Return Down-
stream circuit.
No >> Go To 8

cuit.
No >> Go To 6
6. (K243) O2 2/2 SIGNAL CIRCUIT SHORTED TO THE (K904) O2 RETURN DOWNSTREAM CIRCUIT
connector.

Yes >> Repair the short between the (K904) O2 Return Down-
stream circuit and the (K243) O2 2/2 Signal circuit.
No >> Go To 7
7. (K243) O2 2/2 SIGNAL CIRCUIT SHORTED TO THE (Z992) O2 2/2 HEATER GROUND CIRCUIT
the (Z992) O2 2/2 Heater ground circuit in the O2 Sensor harness
connector.

Yes >> Repair the short between the (Z992) O2 2/2 Heater
ground circuit and the (K243) O2 2/2 Signal circuit.
No >> Go To 8
8. PCM
Ground circuits.


• When Monitored:
• Set Condition:
MIL.
Possible Causes

(K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO BATTERY VOLTAGE
(K904) O2 RETURN DOWNSTREAM CIRCUIT OPEN
O2 SENSOR
PCM
Diagnostic Test

DTC.
Start the engine.

Yes >> Go To 2
O2 Return Downstream circuit.

Yes >> Repair the short to battery voltage in the (K243) O2 Sen-
sor 2/2 Signal circuit.
No >> Go To 3
3. (K904) O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO

BATTERY VOLTAGE
the 2/2 O2 Sensor harness connector.

Return Downstream circuit.
No >> Go To 4
4. O2 SENSOR
the (K904) O2 Return Downstream circuit in the 2/2 O2 Sensor har-
ness connector.
installed?
No >> Go To 5

Measure the resistance of the (K243) O2 2/2 Signal circuit from the
tool #8815.

Yes >> Go To 6
6. (K904) O2 RETURN DOWNSTREAM CIRCUIT OPEN
Measure the resistance of the (K904) O2 Return Downstream circuit
special tool #8815.

Yes >> Go To 7
No >> Repair the open in the (K904) O2 Return Downstream cir-
cuit.
7. PCM
Ground circuits.


Theory of Operation
• When Monitored:
active.
• Set Condition:
Possible Causes
EXHAUST LEAK
O2 SENSOR
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. EXHAUST LEAK
Start the engine.

No >> Go To 3
Measure the voltage on the (K243) O2 2/2 Signal circuit in the O2

Yes >> Go To 4
tion.


Yes >> Go To 5
short to ground, open, or short to voltage. If OK, replace
and program the Powertrain Control Module per Service
Information.
5. O2 SENSOR

Repair

Theory of Operation
• When Monitored:
• Set Condition:
turn off the MIL.
Possible Causes

PCM
DIAGNOSIS AND TESTING.
Diagnostic Test

With a scan tool, monitor 2/2 O2 Sensor voltage for at least 2 minutes.

Yes >> Go To 2
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.
Yes >> Go To 3

tool #8815.

Yes >> Go To 4

Yes >> Go To 5
5. PCM
Ground circuits.

P0171-FUEL SYSTEM 1/1 LEAN

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
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 sil-

Yes >> Go To 2
2. CHECKING FUEL PRESSURE
WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or ser-
vicing 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.
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.
Choose a conclusion that best matches your fuel pressure reading.

Within Specification
Go To 3
Above Specification
Replace the fuel filter/pressure regulator.
Below Specification
Go To 12
3. O2 SENSOR OPERATION
Start the engine.
NOTE: If one of the O2 Sensor’s 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.
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 >> Go To 4
No >> Go To 8
4. 1/1 O2 SENSOR HEATER OPERATION
With a scan tool, actuate the 1/1 O2 Heater Test.

No >> Go To 5

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 >> Go To 6
No >> Replace the MAP Sensor.

NOTE: For this test to be valid, the thermostat must be operating correctly.
With a scan tool, read the Engine Coolant Temperature (ECT) Sensor value. If the engine was allowed to sit over-
night (cold soak), the temperature value should be a sensible value that is somewhere close to the ambient tem-
perature.
reached.
Start the Engine.
During engine warm-up, monitor the ECT Sensor value. The temperature value change should be a smooth tran-
sition from start up to normal operating temperature 82°C (180°F). The value should reach at least 82°C (180°F).
Did the ECT value increase smoothly and did it reach at least 180°F (82°C)?
Yes >> Go To 7
7. 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?

No >> Go To 11
8. 1/1 O2 SENSOR
O2 Sensor voltage should read 5.0 volts on the scan tool with the con-
nector disconnected.
Connect a jumper wire between the (K41) Signal circuit and the
(K902) O2 Return Upstream circuit in the O2 Sensor harness connec-
tor.
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?
No >> Go To 9
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
Sensor’s 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.

Yes >> Go To 10
No >> 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.


Yes >> Go To 11
No >> 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.
11. PCM
Ground circuits.

12. RESTRICTED FUEL SUPPLY LINE
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.
Is the fuel pressure within specification?

Yes >> Repair or replace fuel supply line as necessary.
No >> Go To 13
13. FUEL PUMP INLET STRAINER

vicing 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 >> Replace the Fuel Pump Inlet Strainer.
No >> Go To 14
14. FUEL PUMP MODULE

Repair
Replace the Fuel Pump Module.
P0172-FUEL SYSTEM 1/1 RICH

P0172-FUEL SYSTEM 1/1 RICH (CONTINUED)
Theory of Operation
• When Monitored:
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

EVAP PURGE SOLENOID OPERATION
O2 SIGNAL CIRCUIT
O2 RETURN CIRCUIT
O2 SENSOR
MAP SENSOR
ECT SENSOR
ENGINE MECHANICAL PROBLEM
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Check for contaminates that may have damaged an O2 Sensor: contaminated fuel, unapproved sil-

Yes >> Go To 2
With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge.

Go To 3
Above Specification
Start the engine.
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.
With the scan tool, monitor the 1/1 O2 Sensor voltage reading.
Is the voltage switching between 2.5 and 3.4 volts?

Yes >> Go To 4
No >> Go To 9

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?
No >> Go To 5
Start the engine.
With a scan tool, read the MAP Sensor vacuum value.

Yes >> Go To 6
NOTE: Remove the vacuum gauge before continuing.

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.
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°C (180°F). The value should reach at least 82°C
(180°F).
Did the ECT value increase smoothly and reach at least 180°F (82°C)?
Yes >> Go To 7
7. EVAP PURGE SOLENOID OPERATION

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 >> Go To 8
No >> Replace the EVAP Purge Solenoid.
NOTE: Connect the vacuum hoses before continuing.
AIR INDUCTION SYSTEM - must be free from restrictions.

No >> Go To 12
9. 1/1 O2 SENSOR
NOTE: Perform the following test on the O2 Sensors whose volt-
age was not switching properly in the previous step.
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
No >> Go To 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 instruc-
tions can result in personal injury or death.
Start the engine.

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.
No >> Go To 11
11. (K902) O2 SENSOR RETURN UPSTREAM CIRCUIT

Engine still running.

Yes >> Go To 12
No >> Check the (K902) O2 Return Upstream circuit for damage,
NOTE: Turn the ignition off before continuing.
12. PCM
Ground circuits.


Theory of Operation
• When Monitored:
below 8500 ft.
• Set Condition:
trips to turn off the MIL.
Possible Causes

FUEL PUMP MODULE
O2 SIGNAL CIRCUIT
O2 RETURN CIRCUIT
O2 SENSOR
MAP SENSOR OPERATION
ENGINE MECHANICAL
PCM
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 sil-

Yes >> Go To 2

Go To 3
Above Specification
Below Specification
Go To 12
Start the engine.
NOTE: If one of the O2 Sensor’s 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.

Yes >> Go To 4
No >> Go To 8
NOTE: Perform the following test on all O2 Sensors.
With a scan tool, actuate the 2/1 O2 Heater Test.

No >> Go To 5

Start the engine.

Yes >> Go To 6

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.
reached.
Start the Engine.
During engine warm-up, monitor the ECT Sensor value. The temperature value change should be a smooth tran-
sition from start up to normal operating temperature 82°C (180°F). The value should reach at least 82°C (180°F).
Did the ECT value increase smoothly and did it reach at least 180°F (82°C)?
Yes >> Go To 7

No >> Go To 11
8. O2 SENSOR
With the scan tool, monitor the 2/1 O2 Sensor voltage.
connector.
Did the O2 Sensor voltage change from 5.0 volts to 2.5 volts
when the jumper wire was installed?
No >> Go To 9
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
Sensor’s 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.

Yes >> Go To 10
No >> 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.


Yes >> Go To 11
to ground, open, or short to voltage. Inspect the O2 Sen-
sor connector and the PCM harness connector. If OK,
11. PCM
Ground circuits.

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.

No >> Go To 13


No >> Go To 14
14. FUEL PUMP MODULE

Repair

Theory of Operation
• When Monitored:
below 8500 ft.
• Set Condition:
Possible Causes

EVAP PURGE SOLENOID OPERATION
O2 SIGNAL CIRCUIT
O2 RETURN CIRCUIT
O2 SENSOR
MAP SENSOR
ECT SENSOR
ENGINE MECHANICAL
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Check for contaminates that may have damaged an O2 Sensor: contaminated fuel, unapproved sil-

Yes >> Go To 2

Go To 3
Above Specification
Start the engine.
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.

Yes >> Go To 4
No >> Go To 9

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?
No >> Go To 5
Start the engine.

Yes >> Go To 6

With the scan tool, read the Engine Coolant Temperature Sensor value. If the engine was allowed to sit overnight
reached.
Start the Engine.
(180°F).
Did the ECT value increase smoothly and reach at least 180°F (82°C)?
Yes >> Go To 7

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 >> Go To 8
No >> Replace the EVAP Purge Solenoid.
NOTE: Connect the vacuum hoses before continuing.

No >> Go To 12
9. 2/1 O2 SENSOR
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
No >> Go To 10
10. O2 SENSOR SIGNAL CIRCUIT
Start the engine.

Yes >> Check the (K43) O2 Sensor 2/1 Signal circuit for damage,
No >> Go To 11
11. (K902) O2 SENSOR RETURN UPSTREAM CIRCUIT

Engine still running.

Yes >> Go To 12
No >> Check the (K902) O2 Return Upstream circuit for damage,
12. PCM
Ground circuits.

P0201-FUEL INJECTOR 1 CIRCUIT

P0201-FUEL INJECTOR 1 CIRCUIT (CONTINUED)
• 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
(K342) ASD RELAY OUTPUT CIRCUIT

(K11) INJECTOR CONTROL NO.1 CIRCUIT OPEN
(K11) INJECTOR CONTROL NO.1 CIRCUIT SHORTED TO GROUND
FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. (K342) ASD RELAY OUTPUT CIRCUIT

Disconnect the No.1 Fuel Injector harness connector.
With the scan tool, actuate the ASD Relay.
Using a 12-volt test light connected to ground, probe the (K342) ASD
Relay Output circuit in the Fuel Injector harness connector.

Yes >> Go To 3
No >> Repair the excessive resistance or short to ground in the
(K342) ASD Relay Output circuit.
3. FUEL INJECTOR
Using a 12-volt test light connected to 12-volts, probe the (K11) Injec-
tor 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.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5
4. (K11) INJECTOR CONTROL NO.1 CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K11) Injector Control
No.1 circuit in the Injector harness connector.

Yes >> Repair the short to ground in the (K11) Injector Control
No.1 circuit.
No >> Go To 6
5. (K11) INJECTOR CONTROL NO.1 CIRCUIT OPEN
Measure the resistance of the (K11) Injector Control No.1 circuit from
the Fuel Injector harness connector to the appropriate terminal of spe-
cial tool #8815.

Yes >> Go To 6
No >> Repair the open in the (K11) Injector Control No.1 circuit.
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

Relay Output circuit in the No.2 Fuel Injector harness connector.

Yes >> Go To 3
3. FUEL INJECTOR
With the scan tool, actuate the No.2 Fuel Injector.

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.2 circuit.
No >> Go To 6
cial tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.3 circuit.
No >> Go To 6
cial tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.4 circuit.
No >> Go To 6
cial tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.5 circuit.
No >> Go To 6
cial tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.6 circuit.
No >> Go To 6
cial tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.7 circuit.
No >> Go To 6
cial tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC
With a scan tool, read DTC.

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.8 circuit.
No >> Go To 6
cial tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.

P0221-THROTTLE POSITION SENSOR 2 PERFORMANCE

• 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
(K122) TP SENSOR NO.2 SIGNAL CIRCUIT OR (K22) TP SENSOR NO.1 SIGNAL 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
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any other TP Sensor DTC(s) before continuing.

Yes >> Go To 2
No >> Go To 11
2. (K122) TP SENSOR NO.2 SIGNAL CIRCUIT OR (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO
BATTERY VOLTAGE
Measure the voltage on the (K122) TP No.2 Signal circuit in the Throt-
tle Body harness connector.
Measure the voltage on the (K22) TP No.1 Signal circuit in the Throttle
Is the voltage above 5.2 volts for each reading?

Yes >> Repair the short to battery voltage in the (K122) TP Sen-
sor No.2 Signal circuit or the (K22) TP Sensor No.2 Signal
circuit.
No >> Go To 3
With the scan tool, monitor the TP Sensor No.1 and No.2 voltage.
mately 4.7 volts to 0.3 of a volt.
supply circuit and the (K122) TP Sensor No.2 Signal circuit.
mately 0 volts to 5.0 volts.
Is the voltage reading within the listed specification with the

jumper wire installed?
installation is complete, using a scan tool, select the ETC
RELEARN function.
No >> Go To 4
4. EXCESSIVE RESISTANCE IN THE (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT

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.

Yes >> Go To 5
5. (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
No.2 Signal circuit at the Throttle Body harness connector.
Is the resistance below 100 ohms for each circuit?

Yes >> Go To 6
No >> Repair the short to ground in the (K122), (K22) TP Sensor
Signal circuit.
tool #8815.

Yes >> Go To 7
ply circuit.

circuit at the Throttle Body harness connector.

cuit.
No >> Go To 8
tool #8815.

Yes >> Go To 9
Return circuit.
9. (K22) TP SENSOR NO.1 SIGNAL SHORTED TO THE (K122) TP SENSOR NO.2 SIGNAL
cuit and the (K122) TP Sensor No.2 Signal circuit at the Throttle Body
harness connector.

No >> Go To 10
10. PCM
Ground circuits.


With the scan tool, perform the Throttle Follower Test and monitor the TP Sensor No.1 or No.2 voltage.
P0222-THROTTLE POSITION SENSOR 2 CIRCUIT LOW

P0222-THROTTLE POSITION SENSOR 2 CIRCUIT LOW (CONTINUED)
For a complete Engine wiring diagram Refer to Section 8W.
• When Monitored:
• 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.
Possible Causes

(K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO THE (K922) SENSOR RETURN CIRCUIT
THROTTLE PLATE JAMMED AGAINST THE MAXIMUM STOP
PCM
Diagnostic Test
1. TP SENSOR NO.2 BELOW 0.35 OF A VOLT

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.
With the scan tool, read the TP Sensor voltage.

Yes >> Go To 2
No >> Go To 11
2. P0122 ALSO SET
Was the P0122-TP SENSOR NO.1 VOLTAGE LOW DTC set along with the P0222?
Yes >> Go To 3
No >> Go To 4
Measure the voltage on the (F855) 5-volt Supply circuit in the Throttle

Yes >> Go To 4
No >> Go To 8

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.
installed?
installation is complete, with a scan tool select the ETC
RELEARN function.
No >> Go To 5

Yes >> Go To 6
cuit.


Signal.
No >> Go To 7
7. (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO (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.

Yes >> Repair the short between the (K922) Sensor Return circuit
No >> Go To 10

tool #8815.

Yes >> Go To 9
circuit at the Throttle Body harness connector.

cuit.
No >> Go To 10
10. PCM
Ground circuits.


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?

bly. After installation is complete, with a scan tool select the ETC RELEARN function.
P0223-THROTTLE POSITION SENSOR 2 CIRCUIT HIGH

P0223-THROTTLE POSITION SENSOR 2 CIRCUIT HIGH (CONTINUED)
• 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

PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If a 5-Volt supply DTC has also set, diagnose the 5-Volt DTC before continuing.

Yes >> Go To 2
No >> Go To 7

Disconnect the Throttle Body Assembly harness connector.
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 Assem-
bly. After installation is complete, with the scan tool select the ETC RELEARN function.
No >> Go To 3
Measure the voltage on the (K122) TP Sensor No.2 Signal circuit at
the Throttle Body harness connector.

Yes >> Repair the short to battery voltage in the (K122) TP Sen-
sor No.2 Signal circuit.
No >> Go To 4
4. (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO (F855) 5-VOLT SUPPLY CIRCUIT
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.

nal circuit and the (F855) 5-volt Supply circuit.
No >> Go To 5
tool #8815.

Yes >> Go To 6
No >> Repair the open in the (K922) Sensor Return circuit.
Perform the POWERTRAIN VERIFICATION TEST.
(Refer to 9 - ENGINE - STANDARD PROCEDURE)
6. PCM
Ground circuits.


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?

bly. After installation is complete, with the scan tool select the ETC RELEARN function.
P0300-MULTIPLE CYLINDER MISFIRE

• 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

INJECTOR CONTROL CIRCUIT
COIL CONTROL CIRCUIT
IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL PRESSURE LEAK DOWN
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test
1. CYLINDER MIS-FIRE CONDITION ACTIVE

NOTE: Check for any TSB’s that apply to a Misfire condition. Review the vehicle repair history for any mis-
fire 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 >> Go To 2
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.

No >> Go To 3

Disconnect the Ignition Coil harness connector of the misfiring cylinders.
Disconnect the Fuel Injector harness connector of the misfiring cylinders.
With a scan tool, actuate the ASD Relay.
Using a 12-volt test light connected to ground, probe the (K342) ASD Relay Output circuit in the Ignition Coil har-
ness connector and Fuel Injector harness connector while the relay is actuating.

Yes >> Go To 4
No >> Repair the excessive resistance or short to ground in the (K342) ASD Relay Output circuit.
4. IGNITION SYSTEM OPERATION
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 >> Go To 5
No >> Go To 14
NOTE: Connect the Fuel Injector harness connector before continuing.
5. SPARK PLUG
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 >> Replace the Spark Plug.
No >> Go To 6
6. FUEL PRESSURE CHECK

Start the engine and observe the fuel pressure reading.

Go To 7
Below Specification
Go To 12
Above Specification
7. FUEL PRESSURE LEAK DOWN
NOTE: Before continuing visually and physically inspect the fuel delivery system for external leaks or dam-
age. Repair / replace as necessary.
these instructions can result in personal injury or death
Install special tool #6539 (5/169) or #6631 (3/89) fuel line adapter.
Install the fuel pressure gauge.
Start the engine and allow the fuel system to reach maximum pressure.
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 >> Replace the leaking Fuel Injector(s).
No >> Go To 8
8. FUEL INJECTOR OPERATION

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.
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 >> Go To 9
No >> Go To 10
NOTE: Turn the ignition off, remove the Fuel Pressure gauge, and connect the fuel lines before continuing.
CAM LOBES - must not be worn excessively
CYLINDER LEAKAGE TEST - must be within specifications
VALVE SPRINGS - cannot be weak or broken

No >> Go To 17
10. FUEL INJECTOR

Disconnect the Fuel Injector harness connector of the misfiring cylinder.
Control circuit.
With the scan tool, erase DTCs.
Using a 12-volt test light connected to 12-volts, probe the Injector Control circuit.
Does the test light blink/flicker?

Yes >> Replace the Fuel Injector.
No >> Go To 11
11. INJECTOR CONTROL CIRCUIT

Disconnect the Fuel Injector harness connector.
Disconnect the PCM harness connectors.
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 >> Repair the excessive resistance or short in the Injector Control circuit.
No >> Go To 17
12. FUEL SUPPLY LINE RESTRICTED
Install special tool #6539 (5/169) #6631(3/89) fuel line adapter and the fuel pressure gauge between the fuel supply
line and the fuel pump module.

No >> Go To 13


No >> 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.
14. IGNITION WIRE

NOTE: If the vehicle being tested does not have an ignition wire answer YES to this test and continue.
Remove the ignition wire.
Measure the resistance of the ignition wire.
Is the resistance below 10K ohms?

Yes >> Go To 15
No >> Replace the Ignition Wire.
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°F (25°C).
Does the test light brightly blink/flicker?

Yes >> Replace the Ignition Coil.
No >> Go To 16
16. COIL CONTROL CIRCUIT

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 >> Repair the Coil Control circuit.
No >> Go To 17
17. PCM
Ground circuits.

P0301-CYLINDER 1 MISFIRE
P0301-CYLINDER 1 MISFIRE (CONTINUED)
• When Monitored:
• 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

(K11) INJECTOR CONTROL NO.1 CIRCUIT
(K19) COIL CONTROL NO.1 CIRCUIT
IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.
Is there a misfire present at this time?

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Disconnect the Ignition Coil No.1 harness connector.
Disconnect the Fuel Injector No.1 harness connector.
Relay Output circuit in the Ignition Coil harness connector and Fuel
Injector harness connector while the relay is actuating.

Yes >> Go To 4
Connect the Ignition Coil No.1 harness connector.
Remove the Ignition Coil.

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.
NOTE: The pressure should not fall below 241 KPa (35 psi).

No >> Go To 8

Using the scan tool, actuate the No.1 Fuel Injector.

Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR

NOTE: When a Misfire is detected for a particular cylinder, the
PCM will shut down that cylinders Injector Control circuit.

No >> Go To 11
11. (K11) INJECTOR CONTROL NO.1 CIRCUIT
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 cir-
cuit?
Yes >> Repair the excessive resistance or short in the (K11) Injec-
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Remove the Fuel Pump Relay.
Using a 12-volt test light connected to 12-volts, probe the (K19) Coil
Control No.1 circuit.
NOTE: The primary resistance of the 3.7L and 4.7L Ignition coil is
0.6 to 0.9 of an ohm at 77°F (25°C).

No >> Go To 16
16. (K19) COIL CONTROL NO.1 CIRCUIT
Check the (K19) 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 (K19) Coil Control No.1 circuit.
No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• 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

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.
Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute with the scan tool.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3
Disconnect the Ignition Coil No.2 harness connector.
Disconnect the Fuel Injector No.2 harness connector.

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8

Using scan tool, actuate the No.2 Fuel Injector.

Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11
cuit?
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Crank the engine for 5 secondc while observing the test light.
0.6 to 0.9 of an ohm at 77°F (25°C).

No >> Go To 16
No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3
Disconnect the No.3 Ignition Coil harness connector.

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8

Using a scan tool, actuate the No.3 Fuel Injector.

Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11
cuit?
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

0.6 to 0.9 of an ohm at 77°F (25°C).

No >> Go To 16
No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4

Connect the No.4 Ignition Coil harness connector.
Remove the No.4 Ignition Coil.

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11
cuit?
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

0.6 to 0.9 of an ohm at 77°F (25°C).

No >> Go To 16
No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.
Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute with a scan tool.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11
cuit?
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

0.6 to 0.9 of an ohm at 77°F (25°C).

No >> Go To 16
Disconnect the C2 PCM harness connectors.
No >> Go To 17
17. PCM
Ground circuits.

d
• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11
cuit?
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

0.6 to 0.9 of an ohm at 77°F (25°C).

No >> Go To 16
Disconnect the PCM harness connector.
No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11
cuit?
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

NOTE: The primary resistance of the 4.7L Ignition coil is 0.6 to 0.9
of an ohm at 77°F (25°C).

No >> Go To 16
No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11
cuit?
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

NOTE: The primary resistance of the 4.7L Ignition coil is 0.6 to 0.9
of an ohm at 77°F (25°C).

No >> Go To 16
No >> Go To 17
17. PCM
Ground circuits.

P0315-NO CRANK SENSOR LEARNED

P0315-NO CRANK SENSOR LEARNED (CONTINUED)
• When Monitored:
Under closed throttle decel and A/C off. ECT above 75°C (167°F). Engine start time is greater than 50 sec-
onds.
• Set Condition:
One of the CKP sensor target windows has more than 2.86% variance from the reference. One Trip Fault.
Possible Causes
TONE WHEEL/PULSE RING

WIRE HARNESS
Diagnostic Test
1. ACTIVE DTC
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 >> Go To 2
P0315-NO CRANK SENSOR LEARNED (CONTINUED)
Visually inspect the CKP wire harness. Look for any chafed, pierced,
Visually inspect the CKP wire harness connectors. Look for broken,
Make sure the Crankshaft Position Sensor is properly installed and the
mounting bolt(s) are torqued to the proper specification.

Yes >> Repair as necessary
No >> Go To 3


No >> Go To 4
4. CRANKSHAFT POSITION SENSOR

Repair
Replace the Crankshaft Position Sensor.
P0325-KNOCK SENSOR 1 CIRCUIT

P0325-KNOCK SENSOR 1 CIRCUIT (CONTINUED)
• 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
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. (K42) KNOCK SENSOR NO.1 SIGNAL SHORTED TO BATTERY VOLTAGE
Disconnect the Knock Sensor harness connector.
Measure the voltage on the (K42) Knock Sensor No.1 Signal circuit in
the Knock Sensor harness connector.

Yes >> Repair the short to battery voltage in the (K42) Knock
Sensor No.1 Signal circuit.
No >> Go To 3
3. (K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT OPEN

Measure the resistance of the (K42) Knock Sensor No.1 Signal circuit
from the Knock Sensor harness connector to the appropriate terminal

Yes >> Go To 4
No >> Repair the open in the (K42) Knock Sensor No.1 Signal
circuit.
4. (K942) KNOCK SENSOR NO.1 RETURN CIRCUIT OPEN
Measure the resistance of the (K942) Knock Sensor No.1 Return cir-
cuit from the Knock Sensor harness connector to the appropriate ter-
minal of special tool #8815.

Yes >> Go To 5
No >> Repair the open in the (K942) Knock Sensor No.1 Return
circuit.
5. (K42) KNOCK SENSOR NO.1 SIGNAL 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

Yes >> Repair the short between the (K42) Knock Sensor No.1
Signal circuit and the (K942) Knock Sensor No.1 Return
circuit.
No >> Go To 6
6. (K42) KNOCK SENSOR NO.1 SIGNAL SHORTED TO GROUND
Measure the resistance between ground and the (K42) Knock Sensor
No.1 Signal circuit in the Knock Sensor harness connector.

Yes >> Repair the short to ground in the (K42) Knock Sensor
No >> Go To 7
7. KNOCK SENSOR
Replace the Knock Sensor.
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 >>
push out. Repair as necessary. Replace and program the Powertrain Control Module per Service Informa-
tion.

• When Monitored:
Engine running
• Set Condition:
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

(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
KNOCK SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
Disconnect the No.2 Knock Sensor harness connector.
Measure the voltage on the (K242) Knock Sensor No.2 Signal circuit
in the Knock Sensor harness connector.

No >> Go To 3

from the Knock Sensor harness connector to the appropriate terminal

Yes >> Go To 4
circuit.
4. (K924) KNOCK SENSOR NO.2 RETURN CIRCUIT OPEN
Measure the resistance of the (K924) Knock Sensor No.2 Return cir-
cuit from the Knock Sensor harness connector to the appropriate ter-

Yes >> Go To 5
No >> Repair the open in the (K924) Knock Sensor No.2 Return
circuit.
5. (K242) KNOCK SENSOR NO.2 SIGNAL SHORTED TO THE (K924) KNOCK SENSOR NO.2 RETURN
CIRCUIT
circuit and the (K924) Knock Sensor No.2 Return circuit in the Knock

Signal circuit and the (K924) Knock Sensor No.2 Return
circuit.
No >> Go To 6

No >> Go To 7
7. KNOCK SENSOR
Yes >>
tion.
P0335-CRANKSHAFT POSITION SENSOR CIRCUIT

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

(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
PCM
Diagnostic Test
1. ACTIVE DTC
Crank the engine.

Yes >> Go To 2
No >> Go To 14
Disconnect the CKP Sensor harness connector.
Measure the voltage on the (F855) 5-volt Supply circuit in the CKP

Yes >> Go To 3
No >> Go To 10
3. (K24) CKP SIGNAL CIRCUIT

Measure the voltage on the (K24) CKP Signal circuit in the CKP Sen-

Yes >> Go To 4
No >> Go To 7
CKP Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 5
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.

Yes >> Repair the short between the (K24) CKP Signal circuit and
the (F855) 5-volt Supply circuit.
No >> Go To 6
NOTE: Inspect the slots on the flywheel for damage. If a problem is found repair as necessary.

Repair
7. (K24) CKP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE


Yes >> Repair the short to battery voltage in the (K24) CKP Signal
circuit.
No >> Go To 8
8. (K24) CKP SIGNAL CIRCUIT OPEN
Measure the resistance of the (K24) CKP Signal circuit from the CKP
#8815.

Yes >> Go To 9
No >> Repair the open in the (K24) CKP Signal circuit.
9. (K24) CKP SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K24) CKP Signal cir-
cuit in the CKP Sensor harness connector.

Yes >> Repair the short to ground in the (K24) CKP Signal circuit.
No >> Go To 13

Supply circuit.
No >> Go To 11

CKP Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 12
circuit in the CKP Sensor harness connector.

cuit.
No >> Go To 13
13. PCM
Ground circuits.

14. ERRATIC CKP SENSOR SIGNAL
With a lab scope probe and the Miller special tool #6801, backprobe the (K24) CKP Signal circuit in the CKP har-
ness connector.
Wiggle the related wire harness and lightly tap on the Crank Position Sensor.
Look for any pulses generated by the CKP Sensor.
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.
No >> Go To 15

With a lab scope probe and the Miller special tool #6801, backprobe the (K44) CMP Signal circuit in the CMP
harness connector.
Wiggle the related wire harness and lightly tap on the Cam Position Sensor.
Look for any pulses generated by the CMP Sensor.
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.
No >> Test complete, the conditions that set this DTC are not present at this time.
P0339-CRANKSHAFT POSITION SENSOR INTERMITTENT

P0339-CRANKSHAFT POSITION SENSOR INTERMITTENT (CONTINUED)
• 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

(K24) CKP SIGNAL CIRCUIT SHORTED TO GROUND
PCM
Diagnostic Test
1. ACTIVE DTC
With a scan tool read DTCs.

Yes >> Go To 2
2. CHECKING CRANKSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE

With a lab scope probe and the Miller special tool #6801, backprobe the (K24) CKP Signal circuit in the Sensor
harness connector.
Start the engine.

Yes >> Go To 3
No >> Go To 8
Visually inspect the related wire harness including the ground circuit.
Look for any chafed, pierced, pinched, or partially broken wires.
the proper specification.

No >> Go To 4
4. (F855) 5-VOLT SUPPLY CIRCUIT OPEN OR SHORTED TO GROUND

Disconnect the CKP Sensor connector.
Measure the voltage on the (F855) 5-volt Supply circuit in the Sensor
harness connector.

Yes >> Go To 5
No >> Repair the open or short to ground in the (F855) 5-volt
Supply circuit. Use Miller special tool #8815 when check-
ing for an open circuit to prevent PCM harness connector
terminal damage.
Carefully disconnect the Negative Battery (Ground) cable.

No >> 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.
Start the engine.

Yes >> Replace the Cam Position Sensor.
No >> Go To 7

Repair
Measure the voltage on the (K24) CKP Signal circuit in the Sensor
harness connector.
Wiggle the related wire harness while taking this measurement.

circuit.
No >> Go To 9

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 >> Go To 10
No >> Repair the excessive resistance in the (K24) CKP Signal
circuit.
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.
No >> Go To 11
Measure the resistance between the (F855) 5-volt Supply circuit and
the (K24) CKP Signal circuit in the CKP harness connector.

and the (K24) CKP Signal circuit.
No >> Go To 12
12. PCM
Ground circuits.

P0340-CAMSHAFT POSITION SENSOR CIRCUIT

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

(K44) CMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
(K44) CMP SIGNAL CIRCUIT OPEN
(K44) CMP SIGNAL CIRCUIT SHORTED GROUND
(K44) CMP SIGNAL SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
PCM
Diagnostic Test
1. ACTIVE DTC
Crank the engine.
With a scan tool read the DTCs.

Yes >> Go To 2
No >> Go To 14
Disconnect the CMP Sensor harness connector.
Measure the voltage on the (F856) 5-volt Supply circuit in the CMP

Yes >> Go To 3
No >> Go To 10
3. (K44) CMP SIGNAL CIRCUIT

Measure the voltage on the (K44) CMP Signal circuit in the CMP Sen-

Yes >> Go To 4
No >> Go To 7
CMP Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 5
5. (K44) CMP SIGNAL 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.

Yes >> Repair the short between the (K44) CMP Signal circuit and
No >> Go To 6

NOTE: Inspect the Camshaft sprocket for damage per the Service Information. If a problem is found repair
as necessary.

Repair
7. (K44) CMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Yes >> Repair the short to battery voltage in the (K44) CMP Sig-
nal circuit.
No >> Go To 8
8. (K44) CMP SIGNAL CIRCUIT OPEN

Measure the resistance of the (K44) CMP Signal circuit from the CMP
#8815.

Yes >> Go To 9
No >> Repair the open in the (K44) CMP Signal circuit.
9. (K44) CMP SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K44) CMP Signal
circuit in the CMP Sensor harness connector.

Yes >> Repair the short to ground in the (K44) CMP Signal circuit
No >> Go To 10


Supply circuit.
No >> Go To 11
Measure the resistance of the (F856) 5-volt Supply circuit between the
CMP Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 12


cuit.
No >> Go To 13
13. PCM
Ground circuits.


With a lab scope probe and the Miller special tool #6801, back probe the (K44) CMP Signal circuit in the CMP
harness connector.
Wiggle the related wire harness and lightly tap the Camshaft Position Sensor.
Did the CMP Sensor generate any erratic pulses?

Yes >> Replace the Camshaft Position Sensor.
No >> Go To 15

ness connector.
Wiggle the related wire harness and lightly tap on the Crankshaft Position Sensor.

Yes >> Replace the Crankshaft Position Sensor.
No >> Test complete, the conditions that set this DTC are not present at this time
P0344-CAMSHAFT POSITION SENSOR INTERMITTENT

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

(K44) CMP SIGNAL CIRCUIT SHORTED TO GROUND
(K44) CMP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. CHECKING CAMSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE

harness connector.
Start the engine.

Yes >> Go To 3
No >> Go To 8
Visually inspect the related wire harness including the ground circuit.
Look for any chafed, pierced, pinched, or partially broken wires.
the proper specification.

No >> Go To 4
4. (F856) 5-VOLT SUPPLY CIRCUIT OPEN OR SHORTED TO GROUND

Disconnect the CMP Sensor connector.
harness connector.

Yes >> Go To 5
No >> Repair the open or short to ground in the (F856) 5-volt
Supply circuit. Use Miller special tool #8815 when check-
ing for an open circuit to prevent PCM harness connector
terminal damage.
Carefully disconnect the Battery Ground cable.

No >> Go To 6
6. 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.
ness connector.
Start the engine.

Yes >> Replace the Crank Position Sensor.
No >> Go To 7

Repair
Disconnect the CMP Sensor connector.
Measure the voltage on the (K44) CMP Signal circuit.
Does the voltage ever increase above 0 volts?

nal circuit.
No >> Go To 9

Measure the resistance in the (K44) CMP Signal circuit from the CMP

Yes >> Go To 10
No >> Repair the excessive resistance in the (K44) CMP Signal
circuit.
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.
No >> Go To 11
11. (K44) CMP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
the (K44) CMP Signal circuit in the CMP harness connector.

and the (K44) CMP Signal circuit.
No >> Go To 12
12. PCM
Ground circuits.

P0401-EGR SYSTEM PERFORMANCE

P0401-EGR SYSTEM PERFORMANCE (CONTINUED)
Theory of Operation
Exhaust gas recirculation is a method of reducing emissions of oxides of nitrogen. As the inert exhaust gas is recir-
culated, 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°C (158°F). EGR
active. Less than 8500 feet. Ambient temperature greater than -6°C (20°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 dif-
ferent O2 Sensor signal readings (fueling samples). If a larger than expected variation is detected, a soft fail-
ure 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
(Z335) 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
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
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.
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 >> Go To 3
No >> Go To 6
3. EGR VALVE OPEN AT IDLE

Disconnect the EGR Solenoid Assembly harness connector.
Start engine. Attempt to allow the engine to idle.
Does the engine run rough or stall?

Yes >> Inspect the EGR tube assembly. If OK, replace the EGR valve.
No >> 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 >> Repair or replace the EGR Assembly as necessary.
No >> Go To 5
5. (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the EGR Solenoid harness connector.
Measure the voltage on the (K35) EGR Solenoid Control circuit in the
EGR Solenoid connector.

Yes >> Repair the short to battery voltage in the (K35) EGR Sole-
noid Control circuit.
No >> Go To 10
6. EGR SOLENOID ASSEMBLY

Using a 12-volt test light, jump across the (K35) EGR Solenoid Control
terminal and the (Z335) 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.
No >> Go To 7
7. (Z335) EGR SOLENOID GROUND CIRCUIT OPEN
Using a 12-volt test light connected to battery voltage, probe the
(Z335) EGR Solenoid ground circuit in the EGR Solenoid harness con-
nector.
Does the 12-volt test light illuminate brightly?

Yes >> Go To 8
No >> Repair the open in the (Z335) EGR Solenoid ground cir-
cuit.
8. (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K35) EGR Solenoid
Control circuit in the EGR Solenoid harness connector.

Yes >> Repair the short to ground in the (K35) EGR Solenoid
Control circuit.
No >> Go To 9
9. (K35) EGR SOLENOID CONTROL CIRCUIT OPEN
Measure the resistance of the (K35) EGR Solenoid Control circuit from
the EGR Solenoid harness connector to the appropriate terminal of
special tool #8815.

Yes >> Go To 10
No >> Repair the open in the (K35) EGR Solenoid Control circuit.
10. PCM
Ground circuits.

P0403-EGR SOLENOID CIRCUIT

P0403-EGR SOLENOID CIRCUIT (CONTINUED)
• 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
(Z335) 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
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

Turn off all accessories.
Using a 12-volt test light connected to the (Z335) 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.
No >> Go To 3
3. (Z335) EGR SOLENOID GROUND CIRCUIT OPEN
Using a 12-volt test light connected to the 12-volts, probe the (Z335)
EGR Solenoid ground circuit in the EGR Solenoid harness connector.

Yes >> Go To 4
No >> Repair the open in the (Z335) EGR Solenoid ground cir-
cuit.
4. (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K35) EGR Solenoid Control circuit in the
EGR Solenoid connector.

Yes >> Repair the short to battery voltage in the (K35) EGR Sole-
No >> Go To 5
5. (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K35) EGR Solenoid
Control circuit in the EGR Solenoid harness connector.

Yes >> Repair the short to ground in the (K35) EGR Solenoid
Control circuit.
No >> Go To 6
6. (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K35) EGR Solenoid Control cir-
cuit and the (K900) Sensor ground circuit in the EGR Solenoid con-
nector.

and the (K35) EGR Solenoid Control circuit.
No >> Go To 7
7. (K35) EGR SOLENOID CONTROL CIRCUIT OPEN
Measure the resistance of the (K35) EGR Solenoid Control circuit from
special tool #8815.

Yes >> Go To 8
No >> Repair the open in the (K35) EGR Solenoid Control circuit.
8. PCM
Ground circuits.

P0404-EGR POSITION SENSOR PERFORMANCE

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
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
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
EGR Solenoid harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 4
ply circuit.
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.

Yes >> Repair the short to ground in the (K34) EGR Sensor Sig-
nal circuit.
No >> Replace the EGR Assembly.
5. (K35) EGR SOLENOID CONTROL CIRCUIT
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
No >> Refer to the P0403-EGR Control Circuit diagnostic procedure and continue.
6. (K34) EGR SENSOR SIGNAL CIRCUIT

Measure the voltage of the (K34) EGR Sensor Signal circuit in the
EGR Solenoid harness connector.

Yes >> Go To 7
No >> Go To 8
tool #8815.

Yes >> Replace the EGR Assembly.
8. (K34) EGR SENSOR SIGNAL CIRCUIT OPEN

Measure the resistance of the (K34) EGR Sensor Signal circuit from
special tool #8815.

Yes >> Go To 9
No >> Repair the open in the (K34) EGR Sensor Signal circuit.
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.

Yes >> Repair the short to ground in the (K34) EGR Sensor Sig-
nal circuit.
No >> Go To 10
10. PCM
Ground circuits.

P0405-EGR POSITION SENSOR CIRCUIT LOW

P0405-EGR POSITION SENSOR CIRCUIT LOW (CONTINUED)
• 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

(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
Diagnostic Test
1. EGR POSITION SENSOR BELOW 0.2 OF A VOLT

With a scan tool, read the EGR Position Sensor voltage.

Yes >> Go To 2
No >> Go To 9

Measure the voltage of the (F856) 5-volt Supply circuit in the EGR
Solenoid harness connector.

Yes >> Go To 3
No >> Go To 6
3. EGR POSITION
With the scan tool, monitor the EGR Position Sensor voltage.

No >> Go To 4
4. (K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K34) EGR Position
Sensor Signal circuit in the EGR Solenoid harness connector.

Yes >> Repair the short to ground circuit in the (K34) EGR Posi-
tion Sensor Signal circuit.
No >> Go To 5
5. (K34) EGR SENSOR SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K34) EGR Position Sensor Sig-
nal circuit and (K900) Sensor ground circuit in the EGR Solenoid har-
ness connector.

the (K34) EGR Position Sensor Signal circuit.
No >> Go To 8
circuit in the EGR Solenoid harness connector.

cuit.
No >> Go To 7

tool #8815.

Yes >> Go To 8
8. PCM
Ground circuits.

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?

No >> Replace the EGR Solenoid Assembly.
P0406-EGR POSITION SENSOR CIRCUIT HIGH

P0406-EGR POSITION SENSOR CIRCUIT HIGH (CONTINUED)
• When Monitored:
• 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
PCM
Diagnostic Test
1. EGR POSITION SENSOR VOLTAGE ABOVE 4.5 VOLTS

Start the engine.
With the scan tool, read the EGR Position Sensor voltage.

Yes >> Go To 2
No >> Go To 8
2. (K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (K34) EGR Position Sensor Sig-
nal circuit and the (F856) 5-volt Supply circuit in the EGR Solenoid
harness connector.

Yes >> Repair the short between the (K34) EGR Position Sensor
Signal circuit and the (F856) 5-volt Supply circuit.
No >> Go To 3
3. (K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Measure the voltage on the (K34) EGR Sensor Signal circuit in the
EGR Solenoid harness connector.

Yes >> Repair the short to battery voltage in the (K34) EGR Posi-
tion Sensor Signal circuit.
No >> Go To 4

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.

No >> Go To 5
5. (K34) EGR POSITION SENSOR SIGNAL CIRCUIT OPEN
Measure the resistance of the (K34) EGR Position Sensor Signal cir-
cuit from the EGR Solenoid harness connector to the appropriate ter-

Yes >> Go To 6
No >> Repair the open in the (K34) EGR Position Sensor Signal
circuit.

tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.

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?

No >> Replace the EGR Solenoid Assembly.
P0420-CATALYST 1/1 EFFICIENCY

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 sen-
sor determines the sensor’s 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 catalyst’s ability to store oxygen and is used
to infer the catalyst’s ability to achieve the tailpipe emissions limits.
• When Monitored:
After engine warm up to 70°C (158°F), 180 seconds of open throttle operation, at a speed greater than 18 mph
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
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: contami-
nated fuel, unapproved silicone, oil and coolant, repair necessary.

Yes >> Go To 2
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.

Yes >> Replace the Catalytic Converter. Repair the condition that may have caused the failure.
No >> Go To 3
3. EXHAUST LEAK
Start the engine.
Inspect the exhaust for leaks between the engine and the 1/1 O2 Sensor.

No >> Go To 4
Check the exhaust for excessive smoke caused by an internal problem in the engine.
Is an engine mechanical condition present?

Yes >> Repair the engine mechanical condition as necessary.
No >> 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 >> Replace the Front O2 Sensor as necessary.
No >> Go To 6
6. CATALYTIC CONVERTER
If there are no possible cause remaining, view repair.

Repair
Replace the Catalytic Converter.
P0430-CATALYST 2/1 EFFICIENCY

Theory of Operation
• 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:
Possible Causes
EXHAUST LEAK
ENGINE MECHANICAL
AGING O2 SENSOR
CATALYTIC CONVERTER
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

No >> Go To 3
3. EXHAUST LEAK
Start the engine.

No >> Go To 4

No >> Go To 5
5. AGING O2 SENSOR
Yes >> Replace the 2/1 O2 Sensor as necessary.
No >> Go To 6

Repair
2005 DR Service Manual Publication No. 81-370-05059 05DR9-469 December, 2004
P0440-GENERAL EVAP SYSTEM FAILURE
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°C and 32°C (39°F and 89°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

(Z910) GROUND CIRCUIT OPEN
(K107) NVLD SWITCH SIGNAL CIRCUIT OPEN
EVAPORATIVE EMISSION LEAK DETECTION
NVLD ASSEMBLY
EVAP PURGE SOLENOID
PCM
Diagnostic Test
1. VEHICLE HISTORY AND SERVICE BULLETIN INVESTIGATION

With a scan tool, read DTCs and record the related Freeze Frame data if any DTC(s) are present.
customer’s complaint successfully.
Inspect the vehicle for any aftermarket accessories that may have been installed incorrectly.
Check for any service bulletin(s) related to the customer’s complaint or DTC(s).
If a service bulletin applies, follow the instructions per the service bulletin.

The service bulletin repaired the customer’s complaint.
Testing complete.
A DTC is present, no service bulletins apply, or the service bulletin didn’t repair the customer’s complaint.
Go To 2
2. ACTIVE DTC
NOTE: If any of the following DTCs are set (P0443, P0452, P0453, P0498, or P0499) diagnose them first
before continuing with P0440.
NOTE: A loose gas cap could have caused this DTC to set. Make sure the gas cap is tight and in good
condition.

Yes >> Go To 3
3. VISUAL AND PHYSICAL INSPECTION

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?

No >> Go To 4
4. 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 or intake manifold to the Purge Solenoid.
Make sure the vacuum port at the throttle body or intake manifold is free from any blockage.

Yes >> Repair the vacuum supply, hose/tube as necessary.
No >> Go To 5
5. CHECKING EVAP PURGE SOLENOID FUNCTIONALITY
NOTE: 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.
Connect the red power lead of the EELD to the battery positive terminal and the black ground lead to battery neg-
ative terminal.
Disconnect the vacuum hoses at the Evap Purge Solenoid.
Connect the SMOKE supply tip (black hose) to the “CAN” port on the Evap Purge Solenoid.
Set the smoke/air control switch to SMOKE.
While still holding the remote smoke/air start button, check to see if smoke is exiting the purge valve. This indicates
that there is a leak internal to the purge valve.
Is smoke visible from the EVAP Purge Solenoid?

Yes >> Replace the Evap Purge Solenoid.
No >> Go To 6

NOTE: This is an optional method of checking the purge valve for leaks if the EELD is unavailable.
Disconnect the Smoke supply tip from the vacuum supply hoses at the EVAP Purge Solenoid.
Using a hand vacuum pump, apply 10 in Hg to the 9CAN9 side of the EVAP Purge Solenoid.
Observe the vacuum gauge for at least 15 seconds.
Does the EVAP Purge Solenoid hold vacuum?

Yes >> Go To 7
No >> Replace the Evap Purge Solenoid.
7. NVLD SWITCH OPERATION

CAUTION: Do not attempt to probe the NVLD Terminals to diagnose the switch function. This may damage
the switch and disable the NVLD component. Follow procedures outlined in the service manual for NVLD
switch testing using a scan tool.
Connect the previously disconnected vacuum hose.
Start the engine.
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 This may take up to 10 minutes.
Did the NVLD Switch operate as described above?

Yes >> Test complete.
No >> Go To 8
8. VERIFY NVLD SWITCH OPERATION
Start the engine.
Using the scan tool, perform the NVLD FORCED MONITOR TEST for a second time.
While the NVLD FORCED MONITOR TEST is running, open/remove the gas cap.
Did the NVLD Switch go from OPEN to CLOSED?

Yes >> Replace the NVLD Assembly.
No >> Go To 9
9. VERIFY EVAPORATIVE EMISSION LEAK

the ignition of explosive gases. Keep the test area well ventilated.
To continue testing you will need Miller Tool #8404 Evaporative Emission Leak Detector (EELD).
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 tester’s AIR supply tip (clear hose) into the .040 orifice on the tester’s 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 vehicle’s 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 >> Go To 10
No >> Go To 11
10. 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.
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.
NOTE: The flow meter indicator ball will not move at this point.
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 ultra-
violet (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: The EVAP System is divided into three zones. A leak from any of these zones can cause this DTC to
set. The lists below specify the possible leak points in that specific zone. For further assistance see the
Zone Identification Charts below.
• ZONE 1
1 Fuel Cap
2 Recirculation Check Valve.
3 Vapor Recirculation Line.
4 Signal Vapor Line for FVM.
5 Flow Management Valve.
6 Fuel Tank to Canister Vapor Line connection.
7 Fuel Tank Vent (Check Valve).
8 Vapor Line to Canister.
9 Flow Control Orfice.
10 Control Valve.
11 Liquid Trap.
12 Fuel Tank.
13 Check valve.
14 Fuel Fill Tube to Tank connector.
15 Fuel Fill Tube
Damaged or disconnected EVAP system components.
• ZONE 2
1 Filter.
2 NVLD.
3 Canister Vent Line.
4 Evap Canister.
5 Chassis Purge Valve.
7 Evap Purge connection.
• ZONE 3
1 Evap Purge Vacuum Line.
2 Connection to Chassis Line.
3 Connection to Canister.
4 Chassis Purge Line.
6 Connection to Evap Purge Harness.
7 Chassis Evap Purge Line connection to Engine Vacuum.
8 Evap Purge Valve.
9 Service Port.
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 >> Repair or replace the leaking component as necessary.
No >> Go To 11
11. NVLD ASSEMBLY
Disconnect the NVLD electrical harness connector.
Check connectors - Clean/repair as necessary.
Connect a jumper wire between the (K107) NVLD Switch Signal circuit
and the (Z910) Ground circuit in the NVLD electrical harness connec-
tor.
Monitor the NVLD Switch state on the scan tool.
Does the Switch change from OPEN to CLOSED when the

jumper wire is installed?
No >> Go To 12
12. (Z910) GROUND CIRCUIT OPEN

Measure the resistance between the (Z910) Ground circuit and
ground.

Yes >> Go To 13
No >> Repair the open in the (Z910) Ground circuit.
to 9 - ENGINE - STANDARD PROCEDURE) .
13. (K107) NVLD SWITCH SIGNAL CIRCUIT OPEN
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.

Yes >> Go To 14
No >> Repair the open in the (K107) Signal circuit.
14. PCM
Ground circuits.

P0441-EVAP PURGE SYSTEM PERFORMANCE
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
Diagnostic Test


Testing complete.
Go To 2
2. ACTIVE DTC
NOTE: If any of the following DTCs are set (P0443, P0452, P0453, P0498, or P0499) diagnose them first
before continuing with P0441.

Yes >> Go To 3
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 9CAN9 side of the EVAP Purge Solenoid.
Observe the vacuum gauge.
With the scan tool, actuate the EVAP Purge Solenoid.
Does the vacuum drop when the solenoid is actuated?

Yes >> Go To 4
NOTE: Remove the vacuum pump before continuing.

Carefully inspect the Evap Purge Solenoid vacuum supply hose for proper routing.
Check for a pinched or plugged hose from the throttle body or intake manifold to the Purge Solenoid.
Inspect the vacuum port at the throttle body or intake manifold for any damage or plugging.

Yes >> Repair the vacuum supply hose/tube as necessary.
No >> Go to 5

CAUTION: Do not attempt to probe the NVLD Terminals to diagnose the switch function. This may damage
the switch and disable the NVLD component. Follow procedures outlined in the service manual for NVLD
switch testing using a scan tool.
Connect the previously disconnected vacuum hose.
Start the engine.
to OPEN when the test is complete This may take up to 10 minutes.

No >> Go To 6
6. VERIFY NVLD SWITCH OPERATION
Start the engine.
Using the scan tool, perform the NVLD FORCED MONITOR TEST for a second time.
While the NVLD FORCED MONITOR TEST is running, open/remove the gas cap.
Did the NVLD Switch go from OPEN to CLOSED?

No >> Test complete.
P0442-EVAP PURGE SYSTEM MEDIUM LEAK
P0442-EVAP PURGE SYSTEM MEDIUM LEAK (CONTINUED)
Theory of Operation
• When Monitored:
Engine Running. Cold start test. Fuel Level greater than 12%. Ambient Temperature between 4°C and 32°C
(39°F and 89°F) Close Loop fuel system. Test runs when small leak test is maturing.
• 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 Medium 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
Diagnostic Test


Testing complete.
Go To 2.
2. ACTIVE DTC

Yes >> Go To 3.
3. 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 >> Properly install the fuel fill cap and proceed to step.
No >> Go To 4.
4. NVLD SERVICE TEST

With the scan tool perform the NVLD Service Test.
Does the NVLD Service Test pass?

No >> Go To 5
To continue testing you will need Miller Tool #8404A Evaporative Emission Leak Detector (EELD).
system.
ative terminal.
Block the vent hose of the canister if using the service port.
Insert the tester’s AIR supply tip (clear hose) into the appropriate calibration orifice on the tester’s control panel
(based on DTC leak size).
minute to the size leak indicated by the DTC set in the PCM.
Install the service port adapter #8404-14 on the vehicle’s service port and block the vent hose of the EVAP Canister
(if equipped) or install the #8404-ADP service adaptor into the filter line.
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.

Yes >> Go To 6.
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.
NOTE: The flow meter indicator ball will not move in the smoke mode.
fuel cap.
violet (UV) black light #8404-UVL and the yellow goggles 8404-20 to look for residual traces of dye that is left
UV light.
• ZONE 1
1 Fuel Cap
10 Control Valve.
11 Liquid Trap.
12 Fuel Tank.
13 Check valve.
15 Fuel Fill Tube
• ZONE 2
1 Filter.
2 NVLD.
4 Evap Canister.
• ZONE 3
8 Evap Purge Valve.
9 Service Port.
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 >> Go To 7.
No >> Go To 8.
7. LEAK AT GAS CAP

Remove the SMOKE supply tip (black hose) from the service port (if equipped) or to the #8404–ADP adapter.
Install gas cap adapter, Miller Tool #8382 (1/4 turn cap) or #6922 (screw cap) and #8399* (secondary seal depres-
sor) and repeat test 5.
Was a leak found at the gas cap adapter?

Yes >> Replace the Fuel Filler tube assembly.
No >> Replace the gas cap.
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.
Press the remote smoke/air start button on the EELD.
While holding the remote smoke/air start button, check to see if smoke is exiting the purge valve. This indicates that
there is a leak internal to the purge valve.
NOTE: Below is an optional method of checking the purge valve for leaks if the EELD is unavailable.
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.
Is smoke visible from the EVAP Purge Solenoid if using the EELD, or not hold a vacuum?
Yes >> Go To 9.

Reconnect all vacuum hoses.
Start the engine.
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.

Yes >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)
No >> Replace the NVLD Assembly.
P0443-EVAP PURGE SOLENOID CIRCUIT
P0443-EVAP PURGE SOLENOID CIRCUIT (CONTINUED)
• 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
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
Diagnostic Test


Testing complete.
Go To 2
2. ACTIVE DTC

Yes >> Go To 3
Disconnect the EVAP Purge Solenoid harness connector.
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.
No >> Go To 4
4. (K52) EVAP PURGE SOLENOID CONTROL CIRCUIT OPEN

Measure the resistance of the (K52) Evap Purge Solenoid Control cir-
cuit from the Evap Purge Solenoid harness connector to the appropri-
ate terminal of special tool #8815.

Yes >> Go To 5
No >> Repair the open in the (K52) EVAP Purge Solenoid Con-
trol circuit.
5. (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 connec-
tor.

Yes >> Repair the short to ground in the (K52) EVAP Purge Sole-
No >> Go To 6
6. (K70) EVAP PURGE SOLENOID SIGNAL CIRCUIT OPEN

Measure the resistance of the (K70) Evap Purge Solenoid Signal cir-
cuit from the EVAP Purge Solenoid harness connector to the appropri-

Yes >> Go To 7
No >> Repair the open in the (K70) Evap Purge Solenoid Signal
circuit.
7. (K70) EVAP PURGE SOLENOID SIGNAL CIRCUIT SHORTED TO GROUND
Solenoid Signal circuit in the Evap Purge Solenoid harness connector.

Yes >> Repair the short to ground in the (K70) Evap Purge Sole-
noid Signal circuit.
No >> Go To 8
8. PCM
Ground circuits.

P0452-NVLD PRESSURE SWITCH STUCK CLOSED
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
Possible Causes

(K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
NVLD ASSEMBLY
EVAP PURGE SOLENOID
PCM
Diagnostic Test


Testing complete.
Go To 2
2. ACTIVE DTC

Yes >> Go To 3
Disconnect the EVAP Purge Solenoid harness connector.
Using a 12-volt test light, jump across the Evap Purge Solenoid har-
ness connector.
With the scan tool, actuate the EVAP Purge Solenoid.
Does the test light flash on and off?

Yes >> Go To 4
No >> Go To 8
4. EVAP PURGE SOLENOID LEAKS/STUCK OPEN

Connect the Evap Purge Solenoid harness connector.
as necessary.
Using a hand vacuum pump, apply 10 in Hg to the 9CAN9 of the EVAP Purge Solenoid.

Yes >> Go To 5

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?

No >> Go To 6
NOTE: Remove the vacuum pump and connect the vacuum hose before continuing.
6. NVLD ASSEMBLY
Disconnect the NVLD electrical connector.
Does the Switch change from CLOSED to OPEN?

No >> Go To 7
7. (K107) SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K107) NVLD Switch
Signal circuit in the NVLD Assembly harness connector.

Yes >> Repair the short to ground in the (K107) NVLD Switch Sig-
nal circuit.
No >> Go To 9
8. (K52) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

Solenoid Control circuit in the EVAP Purge Solenoid harness connec-
tor.

Yes >> Repair the short to ground in the (K52) Evap Purge Sol
Control circuit.
No >> Go To 9
9. PCM
Ground circuits.

P0453-NVLD PRESSURE SWITCH STUCK OPEN
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
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
NVLD ASSEMBLY
PCM
Diagnostic Test

Start the engine.
Using a scan tool, perform the NVLD FORCED MONITOR TEST.
to OPEN when the test is complete.

No >> Go To 2
2. NVLD ASSEMBLY
Monitor the NVLD Switch state on the scan tool.
Connect a jumper wire between the (K107) NVLD Switch Signal circuit
and the (Z910) Ground circuit in the NVLD harness connector.
Does the Switch change from OPEN to CLOSED with the

No >> Go To 3
3. (K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K107) NVLD Switch Signal circuit in the
NVLD electrical harness connector.

Yes >> Repair the short to battery voltage in the (K107) NVLD
Switch Signal circuit.
No >> Go To 4
4. (K107) NVLD SWITCH SIGNAL CIRCUIT OPEN
Measure the resistance of the (K107) NVLD Switch Signal circuit from
the NVLD electrical harness connector to the appropriate terminal of
special tool #8815.

Yes >> Go To 5
No >> Repair the open in the (K107) NVLD Switch Signal circuit.
5. (K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO THE (K106) NVLD SOLENOID CONTROL CIRCUIT
Measure the resistance between the (K107) NVLD Switch Signal cir-
cuit and the (K106) NVLD Solenoid Control circuit in the NVLD elec-
trical harness connector.

Yes >> Repair the short between the (K107) NVLD Switch Signal
circuit and the (K106) NVLD Solenoid Control circuit.
No >> Go To 6
ground.

Yes >> Go To 7
to 9 - ENGINE - STANDARD PROCEDURE) )
7. PCM
Ground circuits.

P0455-EVAP PURGE SYSTEM LARGE LEAK
DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L 9 - 504A
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504A December, 2004
P0455-EVAP PURGE SYSTEM LARGE LEAK (CONTINUED)
Theory of Operation
• When Monitored:
Engine Running. Cold start test. Fuel Level greater than 12%. Ambient Temperature between 4°C and 32°C
(39°F and 89°F) Close Loop fuel system. Test runs when small leak test is maturing.
• Set Condition:
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
Possible Causes

EVAP PURGE SOLENOID
NVLD SWITCH
Diagnostic Test


Testing complete.
Go To 2
9 - 504B ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L DR/DH
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504B December, 2004
2. 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 condi-
tion. Make sure the gas cap meets OEM specifications.

Yes >> Go To 3

Check for the follow conditions:
- Holes or cracks
- Loose seal points
- Fuel Cap gasket seal

No >> Go To 4
DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L 9 - 504C
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504C December, 2004
system.
ative terminal.

Yes >> Go To 5
No >> Refer to the Freeze Frame data recorded in step 1. If the data indicates that the vehicle was in motion
when the DTC was set, verify that all hoses are properly connected.
9 - 504D ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L DR/DH
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504D December, 2004
vapors may aid diagnosis also.
fuel cap.
UV light.
• ZONE 1
1 Fuel Cap
10 Control Valve.
11 Liquid Trap.
12 Fuel Tank.
13 Check valve.
15 Fuel Fill Tube
DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L 9 - 504E
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504E December, 2004
• ZONE 2
1 Filter.
2 NVLD.
4 Evap Canister.
• ZONE 3
8 Evap Purge Valve.
9 Service Port.
Was a leak found at the gas cap?

Yes >> Go To 6
No >> Go To 7
6. LEAK AT GAS CAP


9 - 504F ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L DR/DH
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504F December, 2004
as necessary.
Yes >> Replace the NVLD.
DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L 9 - 504G
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504G December, 2004
P0456-EVAP PURGE SYSTEM SMALL LEAK
9 - 504H ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L DR/DH
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504H December, 2004
P0456-EVAP PURGE SYSTEM SMALL LEAK (CONTINUED)
Theory of Operation
• When Monitored:
Ignition off. Fuel Level less than 88%. Ambient Temperature between 4°C and 43°C (39°F and 109°F) Close
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 allow-
ance, an error is detected by the PCM. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
EVAP PURGE SOLENOID
Diagnostic Test


Testing complete.
Go To 2
DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L 9 - 504I
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504I December, 2004
2. ACTIVE DTC

Yes >> Go To 3

- Holes or cracks
- Loose seal points

No >> Go To 4
9 - 504J ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L DR/DH
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504J December, 2004
system.
ative terminal.

Yes >> Go To 5
DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L 9 - 504K
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504K December, 2004
fuel cap.
UV light.
• ZONE 1
1 Fuel Cap
10 Control Valve.
11 Liquid Trap.
12 Fuel Tank.
13 Check valve.
15 Fuel Fill Tube
9 - 504L ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L DR/DH
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504L December, 2004
• ZONE 2
1 Filter.
2 NVLD.
4 Evap Canister.
• ZONE 3
8 Evap Purge Valve.
9 Service Port.
Was a leak found?

Yes >> Go To 6
No >> Go To 7
6. LEAK AT GAS CAP


DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L 9 - 504M
2005 DR Service Manual Publication No. 81-370-05059 05DR9-504M December, 2004
as necessary.
Yes >> Replace the NVLD.
P0457-LOOSE FUEL CAP

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:
Engine running. Ambient Temperature between 4°C and 32°C (39°F and 89°F) Close Loop fuel system. Test
runs after the medium leak test is inconclusive and the PCM has senses a fuel increase.
• Set Condition:
switch. Once the NVLD switch is closed, the PCM turns the EVAP Purge Solenoid off to seal the EVAP sys-
tem. 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
NVLD SWITCH
EVAP PURGE SOLENOID
EVAP PURGE SYSTEM MEDIUM LEAK
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING) .
Diagnostic Test
1. ACTIVE DTC
NOTE: After the PCM has determined the leak test inconclusive and sees an increase in fuel level, the PCM
will request the GAS CAP indicator on to inform the customer that the gas fill cap is loose or off.

Yes >> Go To 2
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 >> Properly install the fuel fill cap and proceed to step 3.
No >> Go To 4
3. NVLD SERVICE TEST
With the scan tool perform the NVLD Service Test.
Does the NVLD Service Test pass?

No >> Go To 4

system.
ative terminal.
(based on Medium leak size).

Yes >> Go To 5
fuel cap.
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?

No >> Go To 6

as necessary.

Yes >> Go To 7.
Reconnect all vacuum hoses.
Start the engine.
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.

AND TESTING)
P0461-FUEL LEVEL SENSOR 1 PERFORMANCE

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.
Possible Causes
(N4) FUEL LEVEL SIGNAL CIRCUIT OPEN

(N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO GROUND
FUEL TANK
FUEL LEVEL SENSOR
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose P0462 or P0463 first, if set along with P0461.

Yes >> Go To 2
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 >> Go To 3
No >> Replace the Fuel Tank as necessary.
3. (N4) FUEL LEVEL SIGNAL CIRCUIT OPEN
Disconnect the Fuel Pump Module harness connector.
Measure the resistance of the (N4) Fuel Level Signal circuit from the
Fuel Pump Module harness connector to the appropriate terminal of
special tool #8815.

Yes >> Go To 4
No >> Repair the open in the (N4) Fuel Level Signal circuit.
4. (N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (N4) Fuel Level Sig-
nal circuit in the Fuel Pump Module harness connector.

Yes >> Repair the short to ground in the (N4) Fuel Level Signal
circuit.
No >> Go To 5
Measure the resistance of the (K900) Sensor Ground circuit from the
special tool #8815.

Yes >> Go To 6
No >> Repair the open in the (K900) Sensor Ground circuit.
6. INTERNAL INSPECTION OF THE FUEL TANK

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.

Yes >> Repair or replace as necessary.
No >> Go To 7
7. FUEL LEVEL SENSOR

Repair
Replace the Fuel Level Sensor.
P0462-FUEL LEVEL SENSOR 1 CIRCUIT LOW

P0462-FUEL LEVEL SENSOR 1 CIRCUIT LOW (CONTINUED)
• 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
Possible Causes

(N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
FUEL LEVEL SENSOR
INSTRUMENT CLUSTER
SCHEMATICS AND DIAGRAMS).
Diagnostic Test
1. FUEL LEVEL SENSOR VOLTAGE BELOW 0.4 OF A VOLT

NOTE: Diagnose any Bus Message failures before continuing.
With the scan tool, read the Fuel Level Sensor voltage.
Is the Fuel Level Sensor voltage below 0.4 of a volt?

Yes >> Go To 2

Did the Fuel Level Sensor voltage change from below 0.4 of a volt to above 4.0 volts?
Yes >> Replace the Fuel Level Sensor.
No >> Go To 3
P0462-FUEL LEVEL SENSOR 1 CIRCUIT LOW (CONTINUED)

circuit.
No >> Go To 4
4. (N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (N4) Fuel Level Signal circuit and
the (K900) Sensor Ground circuit in the Fuel Pump Module harness
connector.

Yes >> Repair the short between the (K900) Sensor Ground cir-
cuit and the (N4) Fuel Level Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.

P0463-FUEL LEVEL SENSOR 1 CIRCUIT HIGH

P0463-FUEL LEVEL SENSOR 1 CIRCUIT HIGH (CONTINUED)
• When Monitored:
• Set Condition:
The fuel level sensor signal voltage at the PCM goes above 4.9 volts for more than 90 seconds. One Trip
Possible Causes
(N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

FUEL LEVEL SENSOR
PCM
Diagnostic Test
1. FUEL LEVEL SENSOR VOLTS ABOVE 4.9 VOLTS

With a scan tool, read the Fuel Level Sensor voltage.
Is the Fuel Level Sensor voltage above 4.9 volts?

Yes >> Go To 2
Disconnect the Fuel Pump Module electrical harness connector.
Connect a jumper wire between the (N4) Fuel Level Signal circuit and
connector.
Did the Fuel Level Sensor voltage change from above 4.8 volts
to below 0.4 of a volt with the jumper wire installed?
No >> Go To 3
3. (N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (N4) Fuel Level Signal circuit in the Fuel
Pump Module harness connector.

Yes >> Repair the short to battery voltage in the (N4) Fuel Level
Signal circuit.
No >> Go To 4
special tool #8815.

Yes >> Go To 5

special tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.

P0480-COOLING FAN 1 CONTROL CIRCUIT

P0480-COOLING FAN 1 CONTROL CIRCUIT (CONTINUED)
• When Monitored:
• 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

(K173) COOOLING FAN NO.1 RELAY CONTROL CIRCUIT OPEN
(K173) COOOLING FAN NO.1 RELAY CONTROL CIRCUIT SHORTED TO GROUND
LOW SPEED RADIATOR FAN RELAY
PCM
Diagnostic Test
1. COOLING FAN RELAY OPERATION

With a scan tool, actuate the Cooling Fan Relay.
Is the Cooling Fan Relay operating?

No >> Go To 2
2. (A16) FUSED B+ CIRCUITS

Remove the Cooling Fan Relay.
Using a 12-volt test light connected to ground, probe the (A16) Fused
B+ circuits.

Yes >> Go To 3
No >> Repair the open or short to ground in the (A16) Fused B+
circuits. Inspect the related fuse and repair as necessary.
3. COOOLING FAN RELAY RESISTANCE
Measure the resistance of the Cooling Fan Relay Coil.
Is the resistance between 60 to 80 ohms?

Yes >> Go To 4
No >> Replace the Cooling Fan Relay.
4. (K173) COOLING FAN NO.1 CONTROL CIRCUIT OPEN

Measure the resistance of the (K173) Cooling Fan No.1 Relay Control
circuit from the Relay to the appropriate terminal of special tool #8815.

Yes >> Go To 5
No >> Repair the open in the (K173) Cooing Fan No.1 Relay
Control circuit.
5. (K173) COOLING FAN NO.1 CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K173) Cooling Fan
No.1 Relay Control circuit at the Relay connection.

Yes >> Repair the short to ground in the (K173) Cooling Fan No.1
Relay Control circuit.
No >> Go To 6
6. PCM
Ground circuits.

P0498-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT LOW
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
Diagnostic Test


Testing complete.
Go To 2.
2. ACTIVE DTC

Yes >> Go To 3
P0498-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT LOW (CONTINUED)
3. NVLD SOLENOID
Measure the resistance of the NVLD Solenoid Coil.
Is the resistance between 7.5 to 8.5 ohms?

Yes >> Go To 4
4. (K106) NVLD SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K106) NVLD Sole-
noid Control circuit in the NVLD electrical harness connector.

Yes >> Repair the short to ground in the (K106) NVLD Solenoid
Control circuit.
No >> Go To 5
5. PCM
Ground circuits.

P0499-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT HIGH
P0499-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT HIGH (CONTINUED)
• 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
Possible Causes
(K106) NVLD SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K106) NVLD SOLENOID CONTROL CIRCUIT OPEN
NVLD SOLENOID
PCM
Diagnostic Test


Testing complete.
Go To 2.
2. ACTIVE DTC

Yes >> Go To 3
3. NVLD SOLENOID
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 >> Go To 4
4. (K106) NVLD SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

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.

Yes >> Repair the short to battery voltage in the (K106) NVLD
Solenoid Control circuit.
No >> Go To 5
5. (K106) NVLD SOLENOID CONTROL CIRCUIT OPEN
Measure the resistance of the (K106) NVLD Solenoid Control circuit
from the NVLD Assembly harness connector to the appropriate termi-
nal of special tool #8815.

Yes >> Go To 6
No >> Repair the open in the (K106) NVLD Solenoid Control cir-
cuit.

ground.

Yes >> Go To 7
7. PCM
Ground circuits.

P0501-VEHICLE SPEED SENSOR 1 PERFORMANCE

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
(B22) VEHICLE SPEED NO.1 SIGNAL CIRCUIT SHORTED TO VOLTAGE

(B22) VEHICLE SPEED NO.1 SIGNAL CIRCUIT OPEN
(B22) VEHICLE SPEED NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
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.

Yes >> Go To 2
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.

Yes >> Repair as necessary. If the code set during a front OR rear wheel spin condition, no repair is necessary.
No >> Go To 3
3. (B22) VEHICLE SPEED NO.1 SIGNAL CIRCUIT SHORTED TO VOLTAGE

Disconnect the C1 Anti-lock Brake Module harness connector.
Measure the voltage of the (B22) Vehicle Speed No.1 Signal circuit at
the appropriate terminal of special tool #8815.

Yes >> Repair the short to voltage in the (B22) Vehicle Speed
No >> Go To 4
4. (B22) VEHICLE SPEED NO.1 SIGNAL CIRCUIT OPEN
Measure the resistance of the (B22) Vehicle Speed No.1 Signal circuit
from the ABS Module harness connector to the appropriate terminal of
special tool #8815.

Yes >> Go To 5
No >> Repair the open in the (B22) Vehicle Speed No.1 Signal
circuit.
5. (B22) VEHICLE SPEED NO.1 SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (B22) Vehicle Speed
No.1 Signal circuit at the appropriate terminal of special tool #8815.

Yes >> Repair the short to ground in the (B22) Vehicle Speed
No >> Go To 6
6. PCM
Ground circuits.

P0503-VEHICLE SPEED SENSOR 1 ERRATIC

P0503-VEHICLE SPEED SENSOR 1 ERRATIC (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

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
DTCs stored in the Anti-Lock Brake Module. Any bus or communication DTCs or VSS DTCs in the Anti-Lock

Yes >> Go To 2

No >> Go To 3

Disconnect the C1 Anti-lock Brake Module harness connector.
the appropriate terminal of special tool #8815.

No >> Go To 4
Measure the resistance of the (B22) Vehicle Speed No.1 Signal circuit
from the ABS Module harness connector to the appropriate terminal of
special tool #8815.

Yes >> Go To 5
circuit.

No.1 Signal circuit at the appropriate terminal of special tool #8815.

No >> Go To 6
6. PCM
Ground circuits.

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°C (0°F) and <-7°C (19.4°F) enable after
coolant temp >70°C (158°F) or air temp >-7°C (19.4°F), coolant temp >-7°C (19.4°F) <130°C (266°F), canister
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
Diagnostic Test
1. ACTIVE DTC
NOTE: If any other DTCs are present, they must be diagnosed and repaired before continuing this test.

Yes >> Go To 2

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.

No >> Go To 3
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.
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?
No >> Go To 4
4. PCM
Ground circuits.

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°C (0°F) and <-7°C (19.4°F) enable after
coolant temp >70°C (158°F) or air temp >-7°C (19.4°F), coolant temp >-7°C (19.4°F) <130°C (266°F), canister
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

VACUUM LEAKS
THROTTLE BODY
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If any other DTCs are present, they must be diagnosed and repaired before continuing this test.

Yes >> Go To 2

Restrictions: Dirty Air Cleaner, Foreign material trapped in the air intake tube, etc.

No >> Go To 3
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.

No >> 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.
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 when tapping on the ETC Motor?
No >> Go To 5
5. PCM
Ground circuits.

P0508-IDLE AIR CONTROL VALVE SENSE CIRCUIT LOW

P0508-IDLE AIR CONTROL VALVE SENSE CIRCUIT LOW (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
(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
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.
With a scan tool, read the IAC Current.
Is the IAC Current below 146 mA?

Yes >> Go To 2
2. IAC MOTOR
Disconnect the IAC Motor harness connector.
Remove the IAC Motor.
NOTE: Inspect the IAC air passages for restrictions and damage
to the IAC valve.
Measure the resistance across the IAC Motor pin terminals (compo-
nent).
Is the resistance 9.7 +/- 1.0 ohms?

Yes >> Go To 3
No >> Replace the IAC Motor.
3. (K961) IAC SIGNAL CIRCUIT OPEN

Measure the resistance of the (K961) IAC Signal circuit from the IAC
Motor harness connector to the appropriate terminal of special tool
#8815.

Yes >> Go To 4
No >> Repair the open in the (K961) IAC Signal circuit.
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.

Yes >> Repair the short to ground in the (K961) IAC Signal circuit.
No >> Go To 5
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.

Yes >> Go To 6
No >> Repair the open in the (K61) IAC Control circuit.
6. (K61) IAC CONTROL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K61) IAC Control cir-
cuit in the IAC Motor harness connector.

Yes >> Repair the short to ground in the (K61) IAC Control circuit.
No >> Go To 7
7. PCM
Ground circuits.

P0509-IDLE AIR CONTROL VALVE SENSE CIRCUIT HIGH

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
Diagnostic Test

NOTE: If the engine will not idle, maintain an engine speed between 800 and 1500 RPM.
Start the engine.
With a scan tool, read the IAC Current.
Is the IAC Current above 999 mA?

Yes >> Go To 2
2. IAC MOTOR
With the scan tool, monitor the IAC Current.
Does the scan tool display IAC Current at 0 mA?

Yes >> Replace the IAC Motor.
No >> Go To 3
3. (K961) IAC SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Measure the voltage on the (K961) IAC Signal circuit in the IAC Motor
harness connector.

Yes >> Repair the short to battery voltage in the (K961) IAC Sig-
nal circuit.
No >> Go To 4
4. (K61) IAC CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K61) IAC Control circuit in the IAC Motor
harness connector.

Yes >> Repair the short to battery voltage in the (K61) IAC Con-
trol circuit.
No >> Go To 5
5. (K61) IAC CONTROL CIRCUIT SHORTED TO THE (K961) IAC RETURN CIRCUIT
Measure the resistance across the (K961) IAC Signal circuit and the
(K61) IAC Control circuit in the IAC Motor harness connector.

Yes >> Repair the short between the (K961) IAC Signal circuit and
the (K61) IAC Control circuit.
No >> Go To 6
6. PCM
Ground circuits.

P0513-INVALID SKIM KEY

• When Monitored:
Ignition on.
• Set Condition:
The PCM detects an invalid SKIM key. One Trip Fault.
Possible Causes
INCORRECT VIN PROGRAMMED IN THE PCM

NO COMMUNICATION WITH SKIM
NO VIN PROGRAMMED IN THE PCM
IGNITION KEY
PCM
Diagnostic Test
1. ACTIVE DTC
With the scan tool, read the PCM DTCs.

Yes >> Go To 2
No >> Go To 6
2. NO COMMUNICATION WITH SKIM

With the scan tool, attempt to communicate with the SKIM.
Can the scan tool communicate with the SKIM?

Yes >> Go To 3
No >> Refer to Section 8 - Electrical VEHICLE THEFT SECURITY - ELECTRICAL DIAGNOSTICS and perform
the appropriate Diagnostic Procedure.
Perform SKIM VERIFICATION. (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY - STANDARD
PROCEDURE)
3. SKIM TROUBLE CODES SET

With the scan tool, check for SKIM DTCs.
Are any DTCs present in the SKIM?

Yes >> Refer to Section 8 - Electrical VEHICLE THEFT SECURITY - ELECTRICAL DIAGNOSTICS and perform
the appropriate Diagnostic Procedure.
PROCEDURE)
No >> Go To 4
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 >> Go To 5
No >> Program the correct VIN into the PCM and retest.
PROCEDURE)
5. PCM
Replace and program the SKIM per Service Information.
With the scan tool, erase all SKIM 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 termi-
nal push out. Repair as necessary. Replace and program the Powertrain Control Module per Service
Information.
PROCEDURE)
6. IGNITION KEY
NOTE: You must obtain the SKIM pin number.
NOTE: This DTC could have been set if the SKIM harness connector was disconnected, or if the SKIM was
replaced recently.
NOTE: All keys that the customer uses for this vehicle must be tested to verify they are operating properly.
Verify the correct VIN is programmed into the PCM and SKIM.
With each customer key turn the ignition 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.
PROCEDURE)
NOTE: If this DTC cannot be reset, it could have been an actual theft attempt.
P0516-BATTERY TEMPERATURE SENSOR CIRCUIT LOW

P0516-BATTERY TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)
• When Monitored:
Ignition on and battery voltage greater than 10 volts.
• Set Condition:
Battery temperature sensor voltage below 0.039 of a volt. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
(K25) BATT TEMP SIGNAL CIRCUIT SHORTED TO GROUND

(K25) BATT TEMP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
BATTERY TEMPERATURE SENSOR
PCM
Diagnostic Test
1. BATTERY TEMP SENSOR VOLTAGE BELOW 0.5 OF A VOLT

With the scan tool, monitor Battery Temperature Sensor volts.

Yes >> Go To 2
2. BATTERY TEMPERATURE SENSOR

With the scan tool, read the Battery Temp Sensor Voltage value.
Disconnect the Battery Temperature Sensor harness connector.
Did the Battery Temperature Voltage value change from below 1.0 volt to above 4.5 volts?
Yes >> Replace the Battery Temperature Sensor.
No >> Go To 3
P0516-BATTERY TEMPERATURE SENSOR CIRCUIT LOW (CONTINUED)
3. (K25) BATT TEMP SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K25) Batt Temp Sig-
nal circuit in the Battery Temp Sensor harness connector.

Yes >> Repair the short to ground in the (K25) Batt Temp Signal
circuit.
No >> Go To 4
4. (K25) BATT TEMP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K25) Batt Temp Signal circuit
and the (K900) Sensor Ground circuit in the Battery Temp Sensor har-
ness connector.

cuit and the (K25) Batt Temp Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.

P0517-BATTERY TEMPERATURE SENSOR CIRCUIT HIGH

P0517-BATTERY TEMPERATURE SENSOR CIRCUIT HIGH (CONTINUED)
• When Monitored:
• Set Condition:
Battery temperature voltage above 4.94 volts. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
(K25) BATT TEMP SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K25) BATT TEMP SIGNAL CIRCUIT OPEN
PCM
Diagnostic Test
1. BATTERY TEMPERATURE SENSOR VOLTAGE ABOVE 4.8 VOLTS

With a scan tool, monitor the Battery Temperature Sensor voltage.

Yes >> Go To 2

Disconnect the Battery Temperature Sensor harness connector.
With the scan tool, read the Battery Temp Voltage value.
Connect a jumper wire between the (K25) Batt Temp Signal circuit and
the (K900) Sensor Ground circuit in the Battery Temp Sensor harness
connector.
Did the Battery Temp voltage value change from greater than
4.5 volts to less than 1.0 volt with the jumper wire installed?
No >> Go To 3
3. (K25) BATT TEMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Measure the voltage on the (K25) Batt Temp Signal circuit in the Bat-
tery Temp Sensor harness connector.

Yes >> Repair the short to battery voltage in the (K25) Batt Temp
Signal circuit.
No >> Go To 4
4. (K25) BATT TEMP SIGNAL CIRCUIT OPEN

Measure the resistance of the (K25) Batt Temp Signal circuit from the
Battery Temp Sensor harness connector to the appropriate terminal of
special tool #8815.

Yes >> Go To 5
No >> Repair the open in the (K25) Batt Temp Signal circuit.
Measure the resistance in the (K900) Sensor Ground circuit from the
#8815.

Yes >> Go To 6
6. PCM
Ground circuits.

P0522-OIL PRESSURE TOO LOW

P0522-OIL PRESSURE TOO LOW (CONTINUED)
• 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
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
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. OIL PRESSURE SWITCH
Disconnect the Oil Pressure Switch harness connector.
Connect a jumper wire to the (G6) Oil Pressure Signal circuit in the
With the scan tool monitor the Oil Pressure Switch state.
Touch the other end of the jumper wire to a known good Ground sev-
eral 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.
No >> Go To 3
3. (G6) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (G6) Oil Pressure Signal circuit in the
Switch harness connector.

Yes >> Repair the short to battery voltage on the (G6) Oil Pres-
sure Signal circuit.
No >> Go To 4
4. (G6) OIL PRESSURE SWITCH SIGNAL CIRCUIT OPEN
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.

Yes >> Go To 5
No >> Repair the open in the (G6) Oil Pressure Signal circuit.
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.

Yes >> Repair the short to ground in the (G6) Oil Pressure Signal
circuit.
No >> Go To 6
6. PCM
Ground circuits.

P0532-A/C PRESSURE SENSOR CIRCUIT LOW

P0532-A/C PRESSURE SENSOR CIRCUIT LOW (CONTINUED)
• 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
Possible Causes

A/C PRESSURE TRANSDUCER
(C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND
(C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
PCM
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.

Yes >> Go To 2

Disconnect the A/C Pressure Transducer harness connector.
Measure the voltage on the (F855) 5-volt Supply circuit in the A/C
Pressure Transducer harness connector.

Yes >> Go To 3
No >> Go To 6
3. A/C PRESSURE TRANSDUCER
With the scan tool, monitor the A/C Pressure Transducer voltage.

Yes >> Replace the A/C Pressure Transducer.
No >> Go To 4
4. (C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (C918) A/C Pressure
Signal circuit in the A/C Pressure Transducer harness connector.

Yes >> Repair the short to ground in the (C918) A/C Pressure Sig-
nal circuit.
No >> Go To 5
5. (C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (C918) A/C Pressure Signal cir-
cuit and the (K900) Sensor Ground circuit in the A/C Pressure Trans-
ducer harness connector.

cuit and the (C918) A/C Pressure Signal circuit.
No >> Go To 8
Measure the resistance of the (F855) 5-volt Supply circuit from the A/C
Pressure Transducer harness connector to the appropriate terminal of
special tool #8815.

Yes >> Go To 7

circuit in the A/C Pressure Transducer harness connector.

cuit.
No >> Go To 8
8. PCM
Ground circuits.

P0533-A/C PRESSURE SENSOR CIRCUIT HIGH

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
(C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(C918) A/C PRESSURE SIGNAL CIRCUIT OPEN
(C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
A/C PRESSURE TRANSDUCER
PCM
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.

Yes >> Go To 2
Connect a jumper wire between the (C918) A/C Pressure Signal circuit
and the (K900) Sensor Ground circuit in the Transducer harness con-
nector.
With the scan tool, monitor the A/C Pressure Transducer voltage.
No >> Go To 3
3. (C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (C918) A/C Pressure Signal circuit in the
A/C Pressure Transducer harness connector.

Yes >> Repair the short to battery voltage in the (C918) A/C Pres-
sure Signal circuit.
No >> Go To 4
4. (C918) A/C PRESSURE SIGNAL CIRCUIT OPEN
Measure the resistance of the (C918) A/C Pressure Signal circuit from
the A/C Pressure Transducer harness connector to the appropriate ter-

Yes >> Go To 5
No >> Repair the open in the (C918) A/C Pressure Signal circuit.
5. (C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
cuit and the (F855) 5-volt Supply circuit in the A/C Pressure Trans-

and the (C918) A/C Pressure Signal circuit.
No >> Go To 6
A/C Pressure Sensor harness connector to the appropriate terminal of
special tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.

P0551-POWER STEERING PRESSURE SWITCH PERFORMANCE

P0551-POWER STEERING PRESSURE SWITCH PERFORMANCE (CONTINUED)
Theory of Operation
The power steering switch is used to enable quick spark and fuel corrections for high power steering loads to main-
tain target idle speed. The power steering switch rationality monitors the switch input during high vehicle speed
conditions when the steering wheel cannot be turned far enough to reach the high-pressure switch point. If the
power steering switch input remains at a high-pressure condition at high vehicle speeds, a failure timer will incre-
ment.
• When Monitored:
With the ignition key on and engine running.
• Set Condition:
With the vehicle above 40 mph for over 30 seconds, the power steering pressure switch remains open. Two
Possible Causes
(K66) P/S SWITCH SIGNAL CIRCUIT OPEN

(K66) P/S SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
POWER STEERING PRESSURE SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. POWER STEERING PRESSURE SWITCH
Disconnect the Power Steering Pressure Switch harness connector.
Connect a jumper wire to the (K66) P/S Switch Signal circuit at the
harness connector.
Use the scan tool to monitor the Power Steering Pressure Switch sta-
tus.
Touch the other end of the jumper wire to the (Z988) Ground circuit at
the Power Steering Pressure Switch harness connector several times.
Did the Power Steering Pressure Switch status change from

High to Low when connecting and disconnecting the jumper
wire?
Yes >> Replace the Power Steering Pressure Switch.
No >> Go To 3
3. (K66) P/S SWITCH SIGNAL CIRCUIT OPEN

Measure resistance of (K66) P/S Switch Signal circuit from the Power
Steering Pressure Switch harness connector to the appropriate termi-

Yes >> Go To 4
No >> Repair the open in the (K66) P/S Switch Signal circuit.
4. (K66) P/S SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K66) P/S Switch
Signal circuit in the Switch connector.

Yes >> Repair the short to ground in the (K66) P/S Switch Signal
circuit.
No >> Go To 5

Measure the resistance between Ground and the (Z988) Ground cir-
cuit in the Power Steering Pressure Switch connector.

Yes >> Go To 6
6. PCM
Ground circuits.

P0562-BATTERY VOLTAGE LOW

P0562-BATTERY VOLTAGE LOW (CONTINUED)
• 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
(K20) GENERATOR FIELD CONTROL CIRCUIT OPEN
(K20) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO GROUND
PCM
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.
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.

Yes >> Go To 2
2. (A11) B+ CIRCUIT HIGH RESISTANCE
NOTE: Make sure all wires are clear of the engine’s moving parts.
Measure the voltage between the (A11) B+ Terminal at the Generator
and the Battery + Post.
Start the engine.

Yes >> Repair the excessive resistance in the (A11) B+ circuit
between the Generator and Battery.
No >> Go To 3
3. GENERATOR CASE GROUND HIGH RESISTANCE

Start the engine.
Measure the voltage between the Generator case and Battery ground post.

Yes >> Repair excessive resistance in the Generator Ground between the Generator Case and Battery ground
side.
No >> Go To 4
4. GENERATOR OPERATION
Disconnect the Generator Field harness connector.
Using a 12-volt test light, jump it across the Generator Field harness
connector.
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.
No >> Go To 5
5. (K20) GENERATOR FIELD CONTROL CIRCUIT OPEN
Measure the resistance of the (K20) Gen Field Control circuit from the
Generator harness connector to the appropriate terminal of the special
tool #8815.

Yes >> Go To 6
No >> Repair the open in the (K20) Gen Field Control circuit.
6. (K20) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K20) Gen Field Con-
trol circuit in the Generator Field harness connector.

Yes >> Repair the short to ground in the (K20) Gen Field Control
circuit.
No >> Go To 7
Using a 12-volt test light connected to 12-volts, probe the (Z20)
Ground circuit in the Generator Field harness connector.

Yes >> Go To 8
8. PCM
Ground circuits.

P0563-BATTERY VOLTAGE HIGH

P0563-BATTERY VOLTAGE HIGH (CONTINUED)
• 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
(K20) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

GENERATOR
PCM
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.
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.

Yes >> Go To 2
Using a 12-volt test light, jump across the Generator Field harness
connector.
With the scan tool, actuate the Generator Field Driver.
No >> Go To 3
3. (K20) FIELD CIRCUIT SHORTED BATTERY VOLTAGE

Measure the voltage on the (K20) Gen Field Control circuit at the Gen-
erator Field harness connector.

Yes >> Repair the short to battery voltage in the (K20) Gen Field
Control circuit.
No >> Go To 4
4. PCM
Ground circuits.

P0571-BRAKE SWITCH 1 PERFORMANCE

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
(B29) BRAKE SWITCH NO.1 SIGNAL SHORTED TO GROUND

(V32) BRAKE SWITCH NO.2 SIGNAL CIRCUIT OPEN
(V32) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
STOP LAMP SWITCH
PCM
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 (B29) Brake Switch No.1 and (L50) Brake
Lamp Switch Output circuit are not switched at the harness connector.

Yes >> Go To 2
2. (B29) BRAKE SWITCH NO.1 SIGNAL SHORTED TO GROUND
Disconnect the Stop Lamp Switch harness connector.
Measure the resistance between ground and the (B29) Brake Switch
No.1 Signal circuit in the Stop Lamp Switch harness connector.

Yes >> Repair the short to ground in the (B29) Brake Switch No.1
Signal circuit.
No >> Go To 3
3. (V32) BRAKE SWITCH NO.2 SIGNAL CIRCUIT OPEN

Measure the resistance of the (V32) Brake Switch No.2 Signal circuit
from the Stop Lamp Switch harness connector to the appropriate ter-

Yes >> Go To 4
No >> Repair the open in the (V32) Brake Switch No.2 Signal cir-
cuit.
4. (V32) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (V32) Brake Switch

Yes >> Repair the short to ground in the (V32) Brake Switch No.2
Signal circuit.
No >> Go To 5

Measure the resistance between ground and the (Z429) Ground circuit
in the Stop Lamp Switch harness connector.

Yes >> Go To 6
6. STOP LAMP SWITCH

Measure the resistance between the (Z429) Ground circuit terminal and the (B29) Brake Switch No.1 Signal terminal
in the Stop Lamp Switch.
Next, measure the resistance between the (V30) Fused Igniton Switch circuit terminal and the (V32) Brake Switch
No.2 Signal circuit terminal in the Stop Lamp Switch.
Apply and release the brake pedal 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 >> Go To 7
No >> Replace the Stop Lamp Switch.
7. PCM
Ground circuits.

P0572-BRAKE SWITCH 1 STUCK ON

P0572-BRAKE SWITCH 1 STUCK ON (CONTINUED)
• 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
(B29) BRAKE SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND

(V32) BRAKE SWITCH NO.2 SIGNAL CIRCUIT OPEN (5.7L ONLY)
STOP LAMP SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Verify battery voltage is greater than 10 volts.

Yes >> Go To 2
2. STOP LAMP SWITCH

Remove the Stop Lamp Switch and disconnect the harness connector.
Measure the resistance between the (V30) Fused Ignition Switch circuit terminal and the (V32) Brake Switch No.2
Signal 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 >> Go To 3
3. (B29) BRAKE SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND

Signal circuit.
No >> Go To 4

NOTE: If this vehicle is equipped with a 3.7L or 4.7L engine,
answer YES to this test and continue to the next step.
Measure the resistance of the (V32) Brake Switch No.2 Signal Output
circuit from the Stop Lamp Switch harness connector to the appropri-

Yes >> Go To 5
cuit.
5. PCM
Ground circuits.

P0573-BRAKE SWITCH 1 STUCK OFF

P0573-BRAKE SWITCH 1 STUCK OFF (CONTINUED)
• 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
Possible Causes
(B29) BRAKE SWITCH NO.1 SIGNAL CIRCUIT OPEN

(V32) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND (5.7L ONLY)
STOP LAMP SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. STOP LAMP SWITCH

Measure the resistance between the (Z429) Ground circuit terminal and the (B29) 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 >> Go To 3
3. (B29) BRAKE SWITCH NO.1 SIGNAL CIRCUIT OPEN
Measure the resistance of the (B29) Brake Switch No.1 Signal circuit

Yes >> Go To 4
No >> Repair the open in the (B29) Brake Switch No.1 Signal cir-
cuit.

NOTE: If this vehicle is equipped with a 3.7L or 4.7L engine,
answer NO to this test and continue on to the next step.
Measure the resistance between ground and the (L50) Brake Lamp
Switch Output circuit in the Stop Lamp Switch harness connector.

Signal circuit.
No >> Go To 5
Measure the resistance between the (Z429) Ground circuit and ground
in the Stop Lamp Switch harness connector.

Yes >> Go To 6
6. PCM
Ground circuits.

P0579-SPEED CONTROL SWITCH 1 PERFORMANCE (5.7L)

P0579-SPEED CONTROL SWITCH 1 PERFORMANCE (5.7L) (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
(V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(V37) S/C SWITCH NO.1 SIGNAL CIRCUIT OPEN
(V937) SWITCH RETURN CIRCUIT OPEN
(V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
(V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V937) SWITCH RETURN CIRCUIT
CLOCKSPRING
SPEED CONTROL SWITCH
PCM
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?
No >> Go To 2
2. SPEED CONTROL SWITCH
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 (V37) S/C Switch No.1 Signal and (V937) 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 >> Go To 3
No >> Replace the Speed Control Switch that had the incorrect resistance value.
3. (V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (V37) S/C Switch No.1 Signal circuit in the
Speed Control harness connector.

Yes >> Repair the short to battery voltage in the (V37) S/C Switch
No >> Go To 4
4. CLOCKSPRING
Disconnect the upper and lower clockspring harness connectors per
Measure the resistance of the (V37) S/C Switch No.1 Signal circuit
between the upper and lower clockspring harness connectors.
Measure the resistance of the (V937) Switch Return circuit between
the upper and lower clockspring harness connectors.
Is the resistance above 5.0 ohms?

Yes >> Replace the Clockspring per Service Information.
No >> Go To 5
NOTE: Connect the Clockspring harness connectors per Service
Information before continuing.
5. (V37) S/C SWITCH NO.1 SIGNAL CIRCUIT OPEN
NOTE: The measurement must be taken from both Speed Control
Switch harness connectors.
from the Speed Control harness connector to the appropriate terminal
Is the resistance below 5.0 ohms for both measurements?

Yes >> Go To 6
No >> Repair the open in the (V37) S/C Switch No.1 Signal cir-
cuit.
6. (V937) SWITCH RETURN CIRCUIT OPEN

Measure the resistance of the (V937) Switch Return circuit from the
Speed Control harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 7
No >> Repair the open in the (V937) Switch Return circuit.
7. (V37) S/C NO.1 SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (V37) S/C Switch
No.1 Signal circuit in the Speed Control harness connector.

Yes >> Repair the short to ground in the (V37) S/C Switch No.1
Signal circuit.
No >> Go To 8
8. (V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V937) S/C SWITCH RETURN CIRCUIT
Measure the resistance between the (V37) S/C Switch No.1 Signal cir-
cuit and the (V937) S/C Switch Return circuit in the Speed Control
harness connector.

Yes >> Repair the short between the (V37) S/C Switch No.1 Sig-
nal circuit and the (V937) Switch Return circuit.
No >> Go To 9
9. SPEED CONTROL SWITCH VOLTAGE VALUES
With a scan tool, monitor the S/C Switch voltage readings.
SWITCH POSITION SWITCH No.1 VOLTAGE VALUE SWITCH No.2 VOLATGE VALUE
NO SWITCHES PRESSED 4.31 to 4.78 volts 4.31 to 4.78 volts
ON/OFF PRESSED 0.59 to 1.13 volts 3.53 to 3.92 volts
RES/ACCEL PRESSED 3.88 to 4.17 volts 2.04 to 2.47 volts
SET PRESSED 3.16 to 3.56 volts 1.17 to 1.56 volts
COAST PRESSED 2.57 to 2.94 volts 0.77 to 1.09 volts
CANCEL PRESSED 1.59 to 1.99 volts 2.84 to 3.25 volts
Take these same voltage measurements with a voltmeter by back probing the (V37) S/C Switch No.1 Signal circuit
and the (V38) 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 >> Replace the Speed Control Switch.
No >> Go To 10
10. PCM
Ground circuits.

P0580-SPEED CONTROL SWITCH 1 CIRCUIT LOW (3.7L,4.7L)

P0580-SPEED CONTROL SWITCH 1 CIRCUIT LOW (3.7L,4.7L) (CONTINUED)
• When Monitored:
With the ignition key on. Battery voltage above 10 volts.
• Set Condition:
When switch voltage is less than 0.43 of a volt for 2 minutes. One trip fault. Three good trips to turn off the
MIL.
Possible Causes
(V37) S/C SIGNAL NO.1 CIRCUIT SHORTED TO GROUND

(V37) S/C SIGNAL NO.1 CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
CLOCKSPRING
SPEED CONTROL ON/OFF SWITCH
SPEED CONTROL RESUME/ACCEL SWITCH
PCM
Diagnostic Test
1. SPEED CONTROL SWITCH VOLTAGE LOW

NOTE: Do not press any of the Speed Control Switch buttons.
With a scan tool, read the Speed Control voltage.
Is the Speed Control voltage below 1.0 volt?

Yes >> Go To 2
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 per Service Information.
Did the voltage change to above 4.7 volts?

Yes >> Replace the Speed Control On/Off Switch.
No >> Go To 3
3. SPEED CONTROL RESUME/ACCEL SWITCH
Disconnect the Speed Control Resume/Accel Switch harness connector.

Yes >> Replace the Speed Control Resume/Accel Switch.
No >> Go To 4
4. CLOCKSPRING
Disconnect the C1 Cockspring 6-way harness connector (instrument panel wiring side) per Service Information.
With the scan tool, read the S/C Switch voltage.
Did the S/C Switch volts change to 5.0 volts?

Yes >> Replace the Clockspring.
No >> Go To 5
5. (V37) S/C NO.1 SIGNAL CIRCUIT SHORTED TO GROUND

Connect the C1 Clockspring harness connecter per Service Informa-
tion.
Measure the resistance between ground and the (V37) S/C Signal cir-
cuit in the Switch harness connectors.

Yes >> Repair the short to ground in the (V37) S/C Signal circuit.
No >> Go To 6
6. (V37) S/C SIGNAL NO.1 CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
the (V37) S/C Signal No.1 circuit in the Speed Control Switch harness
connectors.

Yes >> Repair the short between the (V37) S/C Signal No.1 circuit
and the (K900) Sensor ground circuit.
No >> Go To 7
7. PCM
Ground circuits.

P0580-SPEED CONTROL SWITCH 1 CIRCUIT LOW (5.7L)

P0580-SPEED CONTROL SWITCH 1 CIRCUIT LOW (5.7L) (CONTINUED)
• When Monitored:
• Set Condition:
Speed control switch input No.1 is below the minimum acceptable voltage at the PCM. One trip fault.
Possible Causes
(V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V937) S/C SWITCH RETURN
CLOCKSPRING
PCM
Diagnostic Test


Yes >> Go To 2
2. SPEED CONTROL SWITCHES
Return circuits of the Switch when holding the switch button in the following positions.
On/Off - 0.47 kohms
Set - 5.49 kohms
Coast - 2.94 kohms
Cancel - 1.24 kohms
Yes >> Go To 3

Connect the Resume/Accel Switch.
Disconnect the Speed Control On/Off Switch harness connector.

No >> Go To 4

Disconnect the Speed Control Resume/Accel Switch harness connector per Service Information.

No >> Go To 5
5. CLOCKSPRING
Disconnect the clockspring harness connector (instrument panel wiring side) per Service Information.

No >> Go To 6
6. (V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V937) S/C SWITCH RETURN CIRCUIT
Connect the Clockspring harness connectors per Service Information.
Measure the resistance between the (V937) S/C Switch Return circuit
and the (V37) S/C Switch No.1 Signal circuit at the Speed Control
Switch.

nal circuit and the (V937) S/C Switch Return circuit.
No >> Go To 7
7. (V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
No.1 Signal circuit in the Switch harness connector.

Signal circuit.
No >> Go To 8

RES/ACCEL PRESSED 3.88 to 4.17 volts 2.04 to 2.47
at the switches.
No >> Go To 9
9. PCM
Ground circuits.

P0581-SPEED CONTROL SWITCH 1 CIRCUIT HIGH (3.7L,4.7L)

P0581-SPEED CONTROL SWITCH 1 CIRCUIT HIGH (3.7L,4.7L) (CONTINUED)
• When Monitored:
With the ignition key on. Battery voltage above 10 volts.
• Set Condition:
The PCM detects an open or short to voltage in the Speed Control Switch Signal circuit. One Trip Fault. Three
Possible Causes

(V37) S/C SWITCH NO.1 SIGNAL CIRCUIT OPEN BETWEEN PCM AND CLOCKSPRING
(K900) SENSOR GROUND CIRCUIT OPEN BETWEEN PCM AND CLOCKSPRING
(K900) SENSOR GROUND CIRCUIT OPEN BETWEEN CLOCKSPRING AND S/C SWITCH
(V37) S/C SWITCH NO.1 SIGNAL CIRCUIT OPEN BETWEEN CLOCKSPRING AND S/C SWITCH
CLOCKSPRING
PCM
Diagnostic Test
1. SPEED CONTROL SWITCH VOLTAGE HIGH

Is the Speed Control voltage above 4.8 volts?

Yes >> Go To 2
Remove the Speed Control Switches from the steering wheel.
Cancel - 1.24 kohms
Coast - 2.94 kohms
On/Off - 0.47 kohms
Set - 5.49 kohms
Yes >> Go To 3
3. CLOCKSPRING
Disconnect the upper and lower 6-way clockspring harness connector
per Service Information.
Measure the resistance of the (K900) Sensor ground circuit between
the upper and lower 6-way clockspring harness connectors.
between the upper and lower 6-way clockspring harness connectors.
Was the resistance above 5.0 ohms for either circuit?

Yes >> Replace the clockspring.
No >> Go To 4

No >> Go To 5
5. (V37) S/C SWITCH NO.1 SIGNAL CIRCUIT OPEN BETWEEN PCM AND CLOCKSPRING
Disconnect the upper and lower Clockspring harness connectors per
from the lower Clockspring harness connector to the appropriate ter-

Yes >> Go To 6
cuit between the PCM and Clockspring.
6. (K900) SENSOR GROUND CIRCUIT OPEN BETWEEN PCM AND CLOCKSPRING
lower Clockspring harness connector to the appropriate terminal of
special tool #8815.

Yes >> Go To 7
No >> Repair the open (K900) Sensor ground circuit between the
PCM and Clockspring.
7. (V37) S/C SWITCH NO.1 SIGNAL CIRCUIT OPEN BETWEEN CLOCKSPRING AND S/C SWITCH
from the upper Clockspring harness connector to the On/Off switch
harness connector.

Yes >> Go To 8
cuit, Clockspring to S/C Switch.
8. (K900) SENSOR GROUND CIRCUIT OPEN BETWEEN CLOCKSPRING AND S/C SWITCH
On/Off Switch 2-way harness connector to the upper Clockspring har-
ness connector.

Yes >> Go To 9
No >> Repair the open in the (K900) Sensor ground circuit
between the Clockspring and S/C Switch.
9. PCM
Ground circuits.

P0581-SPEED CONTROL SWITCH 1 CIRCUIT HIGH (5.7L)

P0581-SPEED CONTROL SWITCH 1 CIRCUIT HIGH (5.7L) (CONTINUED)
• When Monitored:
• Set Condition:
Speed control switch input above the maximum acceptable voltage at the PCM. One trip fault.
Possible Causes

CLOCKSPRING
PCM
Diagnostic Test


Yes >> Go To 2
Remove and disconnect the Speed Control Switches from the steering wheel.
On/Off - 0.47 kohms
Set - 5.49 kohms
Coast - 2.94 kohms
Cancel - 1.24 kohms
Yes >> Go To 3
3. CLOCKSPRING
Disconnect the upper and lower Clockspring harness connector per

No >> Go To 4

No >> Go To 5


Yes >> Go To 6
cuit.
tool #8815.

Yes >> Go To 7
at the switches.
No >> Go To 8
8. PCM
Ground circuits.

P0582-SPEED CONTROL VACUUM CONTROL CIRCUIT

P0582-SPEED CONTROL VACUUM CONTROL CIRCUIT (CONTINUED)
• When Monitored:
• Set Condition:
An open or shorted condition detected in the Speed control vacuum solenoid control circuit. One Trip Fault.
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
SPEED CONTROL VACUUM SOLENOID
PCM
Diagnostic Test
1. SPEED CONTROL VACUUM CONTROL

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 >> Refer to the INTERMITTENT CONDITION symptom in the Driveability category.
No >> Go To 2
2. (V30) S/C BRAKE SWITCH OUTPUT CIRCUIT

Disconnect the S/C Servo harness connector.
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.
Yes >> Go To 5
No >> Go To 3
3. (V32) S/C SUPPLY CIRCUIT
Connect the S/C Servo harness connector.
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.

Yes >> Go To 4
No >> Go To 8
4. (Z913) S/C GROUND CIRCUIT OPEN

Measure the resistance of the (Z913) S/C Ground circuit at the S/C
Servo harness connector to ground.

Yes >> Go To 5
No >> Repair the open in the (Z913) S/C Ground circuit.
5. SPEED CONTROL VACUUM SOLENOID
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.
Yes >> Replace the Speed Control Servo.
No >> Go To 6
6. (V36) S/C VACUUM SOL CONTROL CIRCUIT OPEN

Measure the resistance of the (V36) S/C Vacuum Sol Control circuit
from the Speed Control Servo harness connector to the appropriate

Yes >> Go To 7
No >> Repair the open/high resistance in the (V36) S/C Vacuum
Sol Control circuit.
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.

Yes >> Repair the short to ground in the (V36) S/C Vacuum Sol
Control circuit.
No >> Go To 10
8. (V32) S/C SUPPLY OPEN

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.

Yes >> Go To 9
No >> Repair the open/high resistance in the (V32) S/C Supply
circuit.
9. (V32) S/C SUPPLY CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (V32) S/C Supply cir-
cuit at the Speed Control Servo harness connector.

Yes >> Repair the short to ground in the (V32) S/C Supply circuit.
No >> Go To 10
10. PCM

P0585-SPEED CONTROL SWITCH 1/2 CORRELATION (5.7L)

P0585-SPEED CONTROL SWITCH 1/2 CORRELATION (5.7L) (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 (V937) SWITCH RETURN CIRCUIT
S/C SWITCH SIGNAL CIRCUITS SHORTED TO THE (V937) SWITCH RETURN CIRCUIT
(V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V38) S/C SWITCH NO.2 SIGNAL CIRCUIT
S/C SWITCH SIGNAL CIRCUITS SHORTED TO GROUND
CLOCKSPRING
PCM
Diagnostic Test
1. ACTIVE DTC
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 >> Go To 2


No >> Go To 3

No >> Go To 4

Return circuits of the Switch when holding the switch button in the following position.
On/Off - 8.87 kohms
Set - 0.825 kohms
Coast - 0.47 kohms
Cancel - 3.92 kohms
On/Off - 0.47 kohms
Set - 5.49 kohms
Coast - 2.94 kohms
Cancel - 1.24 kohms
Yes >> Go To 5
5. S/C SWITCH SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Measure the voltage on the (V37) and (V38) S/C Switch Signal circuits
at both Speed Control harness connectors.

Yes >> Repair the short to battery voltage in the (V37) or (V38)
S/C Switch Signal circuit.
No >> Go To 6
6. CLOCKSPRING

Measure the resistance of the (V37) and (V38) S/C Switch Signal cir-
cuits between the upper and lower clockspring harness connectors.

No >> Go To 7
7. S/C SWITCH SIGNAL CIRCUIT OPEN

Measure the resistance of the (V37) and (V38) S/C Switch Signal cir-
cuits 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 >> Go To 8
No >> Repair the excessive resistance in the (V37) or (V38) S/C
Measure the resistance of the (V937) Switch Return circuit from both
tool #8815.

Yes >> Go To 9
No >> Repair the excessive resistance in the (V937) Switch
Return circuit.
9. S/C SWITCH SIGNAL CIRCUITS SHORTED TO THE (V937) SWITCH RETURN CIRCUIT
Measure the resistance between the (V937) Switch Return circuit and
both of the (V37) and (V38) S/C Switch Signal circuits in the Speed
Control harness connector.

Yes >> Repair the short between the (V937) Switch Return circuit
and the (V37) or (V38) S/C Switch Signal circuit.
No >> Go To 10
10. (V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V38) S/C SWITCH NO.2 SIGNAL
CIRCUIT
cuit and the (V38) S/C Switch No.2 Signal circuit at both Speed Con-
trol harness connectors.
Is the resistance below 100 ohms for each circuit?

nal circuit and the (V37) S/C Switch No.1 Signal circuit.
No >> Go To 11
11. S/C SWITCH SIGNAL CIRCUITS SHORTED TO GROUND
Measure the resistance between ground and the (V37) and (V38) S/C
Switch Signal circuits at both Switch harness connectors.

Yes >> Repair the short to ground in the (V37) or (V38) S/C
No >> Go To 12
between the voltmeter switch values and the scan tool switch values?
No >> Go To 13
13. PCM
Ground circuits.

P0586-SPEED CONTROL VENT CONTROL CIRCUIT

P0586-SPEED CONTROL VENT CONTROL CIRCUIT (CONTINUED)
• When Monitored:
• Set Condition:
An open or shorted condition detected in the Speed control vent solenoid control circuit. One Trip Fault. Three
Possible Causes

(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
SPEED CONTROL VENT SOLENOID
PCM
Diagnostic Test
1. SPEED CONTROL VENT CONTROL

With the scan tool, actuate the Speed Control Vent Solenoid and note operation.
Does the Speed Control Vacuum Solenoid actuate properly?

Yes >> Refer to the INTERMITTENT CONDITION symptom in the Driveability category.
No >> Go To 2
2. (V30) S/C BRAKE SWITCH OUTPUT CIRCUIT

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.
Yes >> Go To 5
No >> Go To 3
Connect the S/C Servo harness connector.
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.

Yes >> Go To 4
No >> Go To 8
4. (Z913) S/C GROUND CIRCUIT OPEN

Measure the resistance of the (Z913) S/C Ground circuit at the S/C
Servo harness connector to ground.

Yes >> Go To 5
No >> Repair the open in the (Z913) S/C Ground circuit.
5. SPEED CONTROL VENT SOLENOID
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.
Yes >> Replace the Speed Control Servo.
No >> Go To 6
6. (V35) S/C VENT CONTROL CIRCUIT OPEN

Measure the resistance of the (V35) S/C Vent Sol Control circuit from
the Speed Control Servo harness connector to the appropriate termi-
nal of special tool # 8815.

Yes >> Go To 7
No >> Repair the open/high resistance in the (V35) S/C Vent Sol
Control circuit.
7. (V35) SPEED CONTROL VENT SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (V35) S/C Vent Sole-
noid Control circuit at the Speed Control Servo harness connector.

Yes >> Repair the short to ground in the (V35) S/C Vent Sol Con-
trol circuit.
No >> Go To 10
8. (V32) S/C SUPPLY OPEN

tool #8815.

Yes >> Go To 9
No >> Repair the open/high resistance in the (V32) S/C Supply
circuit.
cuit at the Speed Control Servo harness connector.

No >> Go To 10
10. PCM

P0591-SPEED CONTROL SWITCH 2 PERFORMANCE

P0591-SPEED CONTROL SWITCH 2 PERFORMANCE (CONTINUED)
• When Monitored:
• 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

CLOCKSPRING
PCM
Diagnostic Test

Start the engine.
- Resume/Accel
- Cancel
- Decel (Coast)
- On/Off
- Set
Does each switch function change status when pressing and then depressing each switch?
No >> Go To 2
On/Off - 8.87 kohms
Set - 0.825 kohms
Coast - 0.47 kohms
Cancel - 3.92 kohms
On/Off - 0.47 kohms
Set - 5.49 kohms
Coast - 2.94 kohms
Cancel - 1.24 kohms
Yes >> Go To 3

Measure the voltage of the (V38) S/C Switch No.2 Signal circuit in the
S/C Switch harness connector.

No >> Go To 4
4. CLOCKSPRING

No >> Go To 5
from both Speed Control harness connectors to the appropriate termi-

Yes >> Go To 6
cuit.

tool #8815.
Is the resistance below 5.0 ohms for both measurement?

Yes >> Go To 7

Signal circuit.
No >> Go To 8
8. (V38) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO THE (V937) SWITCH RETURN CIRCUIT
cuit and the (V937) Switch Return circuit in the Speed Control harness
connector.

No >> Go To 9
No >> Go To 10
10. PCM
Ground circuits.

P0592-SPEED CONTROL SWITCH 2 CIRCUIT LOW

P0592-SPEED CONTROL SWITCH 2 CIRCUIT LOW (CONTINUED)
• When Monitored:
• Set Condition:
Speed control switch input No.2 is below the minimum acceptable voltage at the PCM. One trip fault.
Possible Causes

CLOCKSPRING
PCM
Diagnostic Test


Yes >> Go To 2


No >> Go To 3


No >> Go To 4
4. CLOCKSPRING
Disconnect the clockspring harness connector (instrument panel wiring side) per Service Information.

No >> Go To 5

No.2 Signal circuit to the appropriate terminal of special tool #8815.

Signal circuit.
No >> Go To 6
Measure the resistance between the (V937) Switch Return circuit and
the (V38) S/C Switch No.2 Signal circuit in the Speed Control Switch.

No >> Go To 7
at the switches.
No >> Go To 8
8. PCM
Ground circuits.

P0593-SPEED CONTROL SWITCH 2 CIRCUIT HIGH

P0593-SPEED CONTROL SWITCH 2 CIRCUIT HIGH (CONTINUED)
• When Monitored:
• Set Condition:
Speed Control Switch No.2 input above the maximum acceptable voltage at the PCM. One trip fault.
Possible Causes
(V38) S/C SIGNAL NO.2 CIRCUIT SHORTED TO VOLTAGE

(V38) S/C SWITCH NO.2 SIGNAL CIRCUIT OPEN BETWEEN THE PCM AND CLOCKSPRING
(V937) SWITCH RETURN CIRCUIT OPEN BETWEEN PCM AND CLOCKSPRING
(V38) S/C SWITCH NO.2 SIGNAL CIRCUIT OPEN BETWEEN THE CLOCKSPRING AND S/C SWITCH
(V937) SWITCH RETURN CIRCUIT OPEN BETWEEN CLOCKSPRING AND S/C SWITCH
CLOCKSPRING
PCM
Diagnostic Test


Yes >> Go To 2
Disconnect and remove the Speed Control Switches from the steering wheel.
On/Off - 8.87 kohms
Set - 0.825 kohms
Coast - 0.47 kohms
Cancel - 3.92 kohms
Yes >> Go To 3
3. CLOCKSPRING
Disconnect the upper and lower Clockspring harness connector per

No >> Go To 4
4. (V38) SIGNAL NO.2 CIRCUIT SHORTED TO BATTERY VOLTAGE
Connect the Upper and Lower Clockspring harness connectors per
Measure the voltage on the (V38) S/C Signal No.2 circuit in the Speed
Control harness connector.

Yes >> Repair the short to battery voltage in the (V38) S/C Signal
No.2 circuit.
No >> Go To 5

from the both Switch harness connectors to the appropriate terminal of
special tool #8815.

Yes >> Go To 6
cuit.
both Switch harness connectors to the appropriate terminal of special
tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.

P0594-SPEED CONTROL SERVO POWER RELAY CIRCUIT

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
Possible Causes

(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
Diagnostic Test
1. ACTIVE DTC
NOTE: If this code is setting on a vehicle that doesn’t have a S/C Servo, flash the correct code into the PCM
or the wrong PCM may have previously been installed.

Yes >> Go To 2

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.

Yes >> Go To 3
No >> 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 >> Go To 4
4. (V30) S/C BRAKE SWITCH OUTPUT

Connect the Stop Lamp Switch harness connector and install the
Switch.
Disconnect the Speed Control Servo harness connector.
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.

Yes >> Replace the S/C Servo.
No >> Go To 5
5. (V30) S/C BRAKE SWITCH OUTPUT CIRCUIT OPEN
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 har-
ness connector.

Yes >> Repair the excessive resistance in the (V30) S/C Brake
Switch Output circuit.
No >> Go To 6
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.

Yes >> Repair the short to ground in the (V30) S/C Brake Switch
Output circuit.
No >> Go To 9
7. (V32) S/C SUPPLY CIRCUIT OPEN
tool #8815.

Yes >> Repair the open in the (V32) S/C Supply circuit.
No >> Go To 8

cuit in the Stop Lamp Switch harness connector.

No >> Go To 9
9. PCM
Ground circuits.

P0600-SERIAL COMMUNICATION LINK

• When Monitored:
• Set Condition:
Internal Bus communication failure between processors. One Trip Fault. Three Global Good Trips to Clear.
Possible Causes
PCM
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.
P0601-INTERNAL MEMORY CHECKSUM INVALID

• When Monitored:
• Set Condition:
Internal checksum for software failed, does not match calculated value. One Trip Fault, Three Good Trips to
clear.
Possible Causes
PCM
Diagnostic Test
1. PCM
connections.
Repair
P0606-INTERNAL ECM PROCESSOR

• 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
Diagnostic Test
1. PCM
connections.
Repair
P060B-ETC A/D GROUND PERFORMANCE

• 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
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.
Operate the accelerator pedal. (do not exceed 3500 rpm)
Does this DTC reset by itself?

Yes >> Replace and reprogram the Powertrain Control Module per Service Information.
P060D-ETC LEVEL 2 APP PERFORMANCE

• 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
Diagnostic Test

this DTC to set.
Start the engine.
NOTE: Diagnose any other DTCs that may have set with the P060D.

P060E-ETC LEVEL 2 TPS PERFORMANCE

• 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
Diagnostic Test

this DTC to set.
Start the engine.
NOTE: Diagnose any other DTCs that may have set with the P060E.

P060F-ETC LEVEL 2 ECT PERFORMANCE

• 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
Diagnostic Test

NOTE: Diagnose any Engine Coolant Temperature Sensor DTCs before continuing.
this DTC to set.
Start the engine.
NOTE: Diagnose any other DTCs that may have set with the P060F.

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
Diagnostic Test

NOTE: Check the engine for air/vacuum leaks and diagnose any Fuel System Lean/Rich as well as MAP
Sensor DTCs before continuing.
this DTC to set.
Start the engine.
With a scan tool, read DTCS.
NOTE: Diagnose any other DTCs that may have set with the P061A.

P061C-ETC LEVEL 2 RPM PERFORMANCE

• 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
Diagnostic Test

NOTE: Diagnose any Camshaft Position and Crankshaft Position Sensor DTCs before continuing.
this DTC to set.
Start the engine.
NOTE: Diagnose any other DTCs that may have set with the P061C.

P0622-GENERATOR FIELD CONTROL CIRCUIT

P0622-GENERATOR FIELD CONTROL CIRCUIT (CONTINUED)
• 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
Possible Causes
(K20) GEN FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K20) GEN FIELD CONTROL CIRCUIT OPEN
(K20) GEN FIELD CONTROL CIRCUIT SHORTED TO GROUND
GENERATOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
Using a 12-volt test light, jump it across the Generator Field harness
connector.
With the scan tool, actuate the Generator Field Control circuit.
No >> Go To 3
3. (K20) GEN FIELD CIRCUIT SHORTED BATTERY VOLTAGE
Measure the voltage on the (K20) Gen Field Control circuit in the Gen-

Control circuit.
No >> Go To 4
4. (K20) GEN FIELD CIRCUIT OPEN

Generator Field harness connector to appropriate terminal of the spe-
cial tool #8815.

Yes >> Go To 5
5. (K20) GEN FIELD CIRCUIT SHORTED TO GROUND

circuit.
No >> Go To 6

Using a 12-volt test light connected to battery voltage, probe the (Z20)
Ground circuit in the Gen Field harness connector.

Yes >> Go To 7
7. PCM
Ground circuits.

P0627-FUEL PUMP RELAY CIRCUIT

P0627-FUEL PUMP RELAY CIRCUIT (CONTINUED)
• 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
INTERNAL FUSED IGNITION SWITCH OUTPUT CIRCUIT

(K31) FUEL PUMP RELAY CONTROL CIRCUIT
(K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO GROUND
FUEL PUMP RELAY
PCM
Diagnostic Test
1. FUEL PUMP RELAY OPERATION

With a scan tool, actuate the Fuel Pump Relay.
Is the Fuel Pump Relay operating?

No >> Go To 2
2. FUEL PUMP RELAY

Remove the Fuel Pump Relay from the IPM.
Measure the resistance of the Fuel Pump Relay Coil.

Yes >> Go To 3
No >> Replace the Fuel Pump Relay.
3. INTERNAL FUSED IGNITION SWITCH AND FUSED B+ OUTPUT CIRCUITS
Using a 12-volt test light connected to ground, probe the Internal
Fused Ignition Switch Output circuit and Fused B+ circuit.

Yes >> Go To 4
No >> Repair the open or short to ground in the Internal Fused
Ignition Switch Output circuit or the Fused B+ circuit.
Inspect the related fuse and repair as necessary.
4. (K31) FUEL PUMP RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (K31) Fuel Pump Relay Control circuit
from the IPM to the appropriate terminal of special tool #8815.

Yes >> Go To 5
No >> Repair the open in the (K31) Fuel Pump Relay Control cir-
cuit.
5. (K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K31) Fuel Pump
Relay Control circuit in the IPM.

Yes >> Repair the short to ground in the (K31) Fuel Pump Relay
Control circuit.
No >> Go To 6
6. PCM
Ground circuits.

P062C-ETC LEVEL 2 MPH PERFORMANCE

• 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
Diagnostic Test

this DTC to set.
Start the engine.
NOTE: Diagnose any other DTCs that may have set with the P062C.

P0630-VIN NOT PROGRAMMED IN PCM

• 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
Diagnostic Test
1. PROGRAMMING VIN INTO THE PCM

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.
Does the DTC reset?

Yes >> Replace and program the Powertrain Control Module per Service Information.
No >> The VIN has been successfully programmed into the PCM. Test is complete.
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
Diagnostic Test
1. PROGRAMMING MILEAGE INTO THE PCM

Using a scan tool, program the mileage into the PCM.
Start the engine.
Does the DTC reset?

No >> The mileage has been successfully programmed into the PCM. Test is complete.
P0633-SKIM KEY NOT PROGRAMMED IN PCM

• 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
Diagnostic Test
1. PROGRAMMING SKIM KEY INTO THE PCM

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.
Does the DTC reset?

No >> The SKIM KEY information has been successfully programmed into the PCM. Test is complete.
P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW

P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW (CONTINUED)
• 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
Diagnostic Test
1. ACTIVE DTC
NOTE: Improperly installed aftermarket accessories can cause this DTC to set. Check for wiring added by
customer.

Yes >> Go To 2
2. (F855) PRIMARY 5-VOLT SUPPLY CIRCUIT SHORTED TO

GROUND
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.

Yes >> Repair the short to ground in the (F855) Primary 5-volt
Supply circuit.
No >> Go To 3
3. 5-VOLT SENSOR
Reconnect all the previously disconnected Sensors except for the CKP
Measure the voltage on the (F855) Primary 5-volt Supply circuit in the
CKP Sensor harness connector.

Yes >> Go To 4
No >> Replace the CKP Sensor.
4. 5-VOLT SENSOR SHORTED TO GROUND

Measure the voltage on the (F855) Primary 5-volt Supply circuit at the
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 con-
nector 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.
No >> Go To 5
5. PCM
Ground circuits.

P0643-PRIMARY 5-VOLT SUPPLY CIRCUIT HIGH

P0643-PRIMARY 5-VOLT SUPPLY CIRCUIT HIGH (CONTINUED)
• 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
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. (F855) PRIMARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE

circuit.
NOTE: Improperly installed aftermarket accessories can cause
this DTC to set. Check for wiring added by customer.

Yes >> Repair the short to battery voltage in the (F855) Primary
5-volt Supply circuit.
No >> Go To 3
P0643-PRIMARY 5-VOLT SUPPLY CIRCUIT HIGH (CONTINUED)
3. PCM
Ground circuits.

P0645-A/C CLUTCH RELAY CIRCUIT

P0645-A/C CLUTCH RELAY CIRCUIT (CONTINUED)
• 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
Possible Causes

INTERNAL 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
Diagnostic Test
1. A/C CLUTCH RELAY OPERATION

With a scan tool, actuate the A/C Clutch Relay.
Is the A/C Clutch Relay operating?

No >> Go To 2
2. A/C CLUTCH RELAY RESISTANCE

Remove the A/C Clutch Relay from the IPM.
Measure the resistance of the A/C Clutch Relay Coil.

Yes >> Go To 3
No >> Replace the A/C Clutch Relay.
3. INTERNAL FUSED IGNITION SWITCH OUTPUT CIRCUIT AND FUSED B+ CIRCUIT
Fused Ignition Switch Output circuit and the Fused B+ circuit in the
connection.

Yes >> Go To 4
No >> Repair the open or short to ground in the Fused Ignition
Switch Output circuit or the Fused B+ circuit. Check and
replace any open fuses.
4. (C13) A/C CLUTCH RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (C13) A/C Clutch Relay Control circuit
from the relay connection to the appropriate terminal of special tool
#8815.

Yes >> Go To 5
No >> Repair the open in the (C13) A/C Clutch Relay Control cir-
cuit.
5. (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.

Yes >> Repair the short to ground in the (C13) A/C Relay Clutch
Control circuit.
No >> Go To 6
6. PCM
Ground circuits.

P0652-SENSOR REFERENCE VOLTAGE 2 CIRCUIT LOW

• 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
Diagnostic Test
1. ACTIVE DTC
NOTE: Improperly installed aftermarket accessories can cause this DTC to set. Check for wiring added by
customer.

Yes >> Go To 2
2. (F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO GROUND

Disconnect all the Sensors that share the (F856) Auxiliary 5-volt Sup-
ply circuit.
Measure the resistance between ground and the (F856) Auxiliary
5-volt Supply circuit in the CMP Sensor harness connector.

Yes >> Repair the short to ground in the (F856) Auxiliary 5-volt
Supply circuit.
No >> Go To 3
3. CMP SENSOR
Reconnect all the previously disconnected Sensors except for the
CMP Sensor harness connector.
Measure the voltage on the (F856) Auxiliary 5-volt Supply circuit in the

Yes >> Go To 4
No >> Replace the Cam Position Sensor.
4. 5-VOLT SENSOR SHORTED TO GROUND

Measure the voltage on the (F856) Auxiliary 5-volt Supply circuit at the
nector that shares the (F856) Auxiliary 5-volt Supply circuit, one at a
time.

any of the Sensor harness connectors?
Yes >> Replace the Sensor that causes the (F856) Auxiliary 5-volt
No >> Go To 5
5. PCM
Ground circuits.

P0653-SENSOR REFERENCE VOLTAGE 2 CIRCUIT HIGH

P0653-SENSOR REFERENCE VOLTAGE 2 CIRCUIT HIGH (CONTINUED)
• 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
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. (F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE

ply circuit.
NOTE: Improperly installed aftermarket accessories can cause
this DTC to set. Check for wiring added by customer.

Yes >> Repair the short to battery voltage in the (F856) Auxiliary
No >> Go To 3
P0653-SENSOR REFERENCE VOLTAGE 2 CIRCUIT HIGH (CONTINUED)
3. PCM
Ground circuits.

P0685-AUTO SHUTDOWN RELAY CONTROL CIRCUIT

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
INTERNAL FUSED B+ CIRCUITS

(K51) ASD RELAY CONTROL CIRCUIT OPEN
(K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND
ASD RELAY
PCM
Diagnostic Test
1. ASD RELAY OPERATION

Is the ASD Relay operating?

No >> Go To 2
2. INTERNAL FUSED B+ CIRCUITS

Remove the ASD Relay from the IPM.
Fused B+ circuits in the IPM.

Yes >> Go To 3
B+ circuits. Inspect and replace any open fuses.
3. ASD RELAY
Measure the resistance of the ASD Relay Coil.

Yes >> Go To 4
No >> Replace the ASD Relay.
4. (K51) ASD RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (K51) ASD Relay Control circuit from
the IPM to the appropriate terminals of special tool #8815.

Yes >> Go To 5
No >> Repair the open in the (K51) ASD Relay Control circuit.
5. (K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K51) ASD Relay
Control circuit in the IPM.

Yes >> Repair the short to ground in the (K51) ASD Relay Control
circuit.
No >> Go To 6
6. PCM
Ground circuits.

P0688-AUTO SHUTDOWN RELAY SENSE CIRCUIT LOW

P0688-AUTO SHUTDOWN RELAY SENSE CIRCUIT LOW (CONTINUED)
• 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
INTERNAL FUSED B+ CIRCUITS

(K342) ASD RELAY OUTPUT CIRCUIT OPEN
ASD RELAY
PCM
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 neces-
sary to repeat several times.
Does the DTC reset?

Yes >> Go To 2
2. ENGINE OPERATION
Attempt to start the engine.
Does the engine start?

Yes >> Go To 3
No >> Go To 4
3. (K342) ASD RELAY OUTPUT CIRCUIT OPEN
Remove the ASD Relay.
Measure the resistance of the (K342) ASD Relay Output circuit from
the Relay connection to the appropriate terminals of special tool
#8815.

Yes >> Go To 7
No >> Repair the open in the (K342) ASD Relay Output circuit.
4. ASD RELAY
Install a substitute relay in place of the ASD Relay.
Does the DTC reset?

Yes >> Go To 5
5. INTERNAL FUSED B+ CIRCUITS
Fused B+ circuits at the Relay connection.

Yes >> Go To 6
B+ circuits. Inspect the related fuse and repair as neces-
sary.

Measure the resistance of the (K342) ASD Relay Output circuit from
the Relay connection to the appropriate terminals of special tool
#8815.

Yes >> Go To 7
7. PCM
Ground circuits.

P0700-TRANSMISSION CONTROL SYSTEM (MIL REQUEST)

• When Monitored:
• 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
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.
P0703-BRAKE SWITCH 2 PERFORMANCE

• 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
(V30) FUSED IGNITION SWITCH OUTPUT CIRCUIT

(V32) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
(V32) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
STOP LAMP SWITCH
PCM
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 (B29) Brake Switch No.1 and (L50) Brake
Lamp Switch Output are not switched at the harness connector.

Yes >> Go To 2
2. (V30) FUSED IGNITION SWITCH OUTPUT CIRCUIT
Using a 12-volt test light connected to ground, probe the (V30) Fused
Ignition Switch Output circuit in the Stop Lamp Switch harness con-
nector.

Yes >> Go To 3
No >> Repair the open or short to ground in the (V30) Fused
Ignition Switch Output circuit. Inspect the related fuse and
repair as necessary.
3. STOP LAMP SWITCH

Measure the resistance between the (V30) Fused Ignition Switch cir-
cuit terminal and the (V32) Brake Switch No.2 Signal terminal in the
Stop Lamp Switch.
Measure the resistance between the (Z429) Ground circuit terminal
and the (B29) Brake Switch No.1 Signal terminal in the Stop Lamp
Switch.
Apply and release the Stop Lamp Switchl while monitoring the ohm-
meter.
Does the resistance change from below 5.0 ohms to open cir-
cuit for each circuit check?
Yes >> Go To 4
4. (V32) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Measure the voltage on the (V32) Brake Switch No.2 Signal circuit in
the Stop Lamp Switch harness connector.

Yes >> Repair the short to battery voltage in the (V32) Brake
Switch No.2 Signal circuit.
No >> Go To 5


Yes >> Go To 6
cuit.
Measure the resistance between ground and the (V32) Brake Switch

Signal circuit.
No >> Go To 7


Yes >> Go To 8
cuit.
8. PCM
Ground circuits.

P0850-PARK/NEUTRAL SWITCH PERFORMANCE

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 transmis-
sion. This diagnostic checks if the park/neutral switch is incorrectly stuck in the neutral position during driving con-
ditions 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 oper-
ation. 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
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.
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 dis-
play.
Did the scan tool display show P/N and D/R in the correct gear positions?
No >> Go To 2
2. TRS (T41) SENSE (P/N SENSE) CIRCUIT OPEN
Disconnect the Transmission Range Sensor harness connector.
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.

Yes >> Go To 3
No >> Repair the open in the TRS (T41) Sense (P/N Sense) cir-
cuit.
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.

Yes >> Go To 4
No >> Repair the short to ground in the TRS (T41) Sense (P/N
Sense) circuit.
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 >> Go To 5
No >> Replace the Transmission Range Sensor.
5. PCM
Ground circuits.

P1115-GENERAL TEMPERATURE RATIONALITY

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:
• 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 doesn’t, 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
Diagnostic Test
1. ACTIVE DTC
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.

Yes >> Go To 2
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?

No >> Go To 3
3. TEMPERATURE SENSOR
Disconnect the suspected 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 >> Replace the Sensor.
No >> Go To 4
4. EXCESSIVE RESISTANCE IN THE TEMPERATURE SENSOR SIGNAL CIRCUIT

Measure the resistance of the Sensor Signal circuit from the Sensor
Is the resistance above 5.0 ohms.

Yes >> Repair the excessive resistance in the Temperature Sen-
sor Signal circuit.
No >> Go To 5

#8815.
Is the resistance above 5.0 ohms.

Yes >> Repair the excessive resistance in the (K900) Sensor
ground circuit.
No >> Go To 6
6. PCM
Ground circuits.

P1501-VEHICLE SPEED SENSOR 1/2 CORRELATION - DRIVE WHEELS

P1501-VEHICLE SPEED SENSOR 1/2 CORRELATION - DRIVE WHEELS (CONTINUED)
• 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
VEHICLE SPEED SIGNAL CIRCUITS SHORTED TO VOLTAGE

EXCESSIVE RESISTANCE IN THE VEHICLE SPEED SIGNAL CIRCUITS
VEHICLE SPEED SIGNAL CIRCUITS SHORTED TO GROUND
TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

No >> Go To 3
3. VSS SIGNAL CIRCUITS SHORTED TO VOLTAGE
Disconnect the C1 ABS Module harness connector.
Measure the voltage of the (B22) and (B222) Vehicle Speed Signal cir-
cuits at the appropriate terminals of special tool #8815.

Yes >> Repair the short to voltage in the (B22) or (B222) Vehicle
Speed Signal circuit.
No >> Go To 4
4. EXCESSIVE RESISTANCE IN THE VEHICLE SPEED SIGNAL CIRCUITS
Measure the resistance of the (B22) and (B222) Vehicle Speed Signal
circuits from the CAB Module harness connector to the appropriate

Yes >> Go To 5
No >> Repair the excessive resistance in the (B22) or (B222)
Vehicle Speed Signal circuit.
5. VEHICLE SPEED SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (B22) and (B222)
Vehicle Speed Signal circuits in the CAB module harness connector.

Yes >> Repair the short to ground in the (B22) or (B222) Vehicle
No >> Go To 6
6. PCM
Ground circuits.

P1502-VEHICLE SPEED SENSOR 1/2 CORRELATION - NON DRIVE WHEELS

P1502-VEHICLE SPEED SENSOR 1/2 CORRELATION - NON DRIVE WHEELS (CONTINUED)
• 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
VEHICLE SPEED SIGNAL CIRCUITS SHORTED TO VOLTAGE

EXCESSIVE RESISTANCE IN THE VEHICLE SPEED SIGNAL CIRCUITS
VEHICLE SPEED SIGNAL CIRCUITS SHORTED TO GROUND
TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

No >> Go To 3
3. VSS SIGNAL CIRCUITS SHORTED TO VOLTAGE
Disconnect the ABS Module harness connector.
Measure the voltage of the (B22) and (B222) Vehicle Speed Signal cir-
cuit at the appropriate terminals of special tool #8815.

Yes >> Repair the short to voltage in the (B22) or (B222) Vehicle
No >> Go To 4
4. EXCESSIVE RESISTANCE IN THE VEHICLE SPEED SIGNAL CIRCUITS
Measure the resistance of the (B22) and (B222) Vehicle Speed Signal
circuits from the CAB Module harness connector to the appropriate

Yes >> Go To 5
No >> Repair the excessive resistance in the (B22) or (B222)
Vehicle Speed Signal circuit.
5. VEHICLE SPEED SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (B22) and (B222)
Vehicle Speed Signal circuits at the appropriate terminals of special
tool #8815.

Yes >> Repair the short to ground in the (B22) or (B222) Vehicle
No >> Go To 6
6. PCM
Ground circuits.

P1572-BRAKE PEDAL STUCK ON

P1572-BRAKE PEDAL STUCK ON (CONTINUED)
• 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

STOP LAMP SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. STOP LAMP SWITCH OPERATION

Does the resistance change from below 5.0 ohms to open circuit when pressing and releasing the brake
pedal switch?
Yes >> Go To 3
Measure the resistance between the (V30) Fused Igniton Switch Output terminal and the (V32) Brake Switch No.2
Signal circuit terminal in the Stop Lamp Switch.
Does the resistance change from below 5.0 ohms to open circuit when pressing and releasing the Stop
Lamp switch?
Yes >> Go To 4


Yes >> Go To 5
cuit.
from the Stop Lamp Switch harness connector to the C1 FCM harness
connector.

Yes >> Go To 6
No >> Repair the open in the (L50) Brake Lamp Switch Output
circuit.
6. PCM
Ground circuits.

P1573-BRAKE PEDAL STUCK OFF

P1573-BRAKE PEDAL STUCK OFF (CONTINUED)
• 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
(V32) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(B29) BRAKE SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
STOP LAMP SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

Disconnect the Stop Lamp Switch harness connectors.
Does the resistance change from below 5.0 ohms to an open circuit when pressing and releasing the
brake switch?
Yes >> Go To 3
Measure the resistance between the (V30) Fused Ignition Switch Output circuit terminal and the (V32) Brake Switch
No.2 Signal terminal in the Stop Lamp Switch.
Does the resistance change from below 5.0 ohms to an open circuit when pressing and releasing the Stop
Lamp switch?
Yes >> Go To 4
4. (V32) BRAKE SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (V32) Brake Switch No.2 Signal circuit in
the Stop Lamp Switch harness connector.

Yes >> Repair the short to battery voltage in the (V32) Brake
Switch No.2 Signal circuit.
No >> Go To 5
5. (B29) BRAKE SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO GROUND


Signal circuit.
No >> Go To 6
6. PCM
Ground circuits.

P1593-SPEED CONTROL SWITCH 1/2 STUCK

P1593-SPEED CONTROL SWITCH 1/2 STUCK (CONTINUED)
• When Monitored:
Ignition on.
• Set Condition:
One of the S/C Switches is mechanically stuck in the On/Off, Resume/Accel, or Set position for too long. One
trip fault.
Possible Causes

(V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (V937) S/C SWITCH RETURN CIRCUIT
(V38) S/C SWITCH NO.2 SIGNAL CIRCUIT SHORTED TO THE (V937) S/C SWITCH RETURN CIRCUIT
PCM
Diagnostic Test
1. SPEED CONTROL SWITCH NO.1 STUCK

Start the engine.
With a scan tool, monitor each switch function for the Speed Control Switches.
Is Switch No.1 Stuck?

No >> Go To 2
Start the engine.
With a scan tool, monitor each switch function for the Speed Control Switches.
- Resume/Accel
- Cancel
- Decel (Coast)
- On/Off
- Set
Does each switch function change status when pressing and releasing each switch?
No >> Go To 3

Return circuit of the Switch when holding the switch button in the following position.
On/Off - 8.87 kohms
Set - 0.825 kohms
Coast - 0.47 kohms
Cancel - 3.92 kohms
On/Off - 0.47 kohms
Set - 5.49 kohms
Coast - 2.94 kohms
Cancel - 1.24 kohms
Yes >> Go To 4

Yes >> Repair the short to voltage in the (V37) S/C Switch No.1
Signal circuit.
No >> Go To 5


Yes >> Repair the short to voltage in the (V38) S/C Switch No.2
Signal circuit.
No >> Go To 6
nals of special tool #8815.

Yes >> Go To 7
cuit.

nals of special tool #8815.

Yes >> Go To 8
cuit.
8. (V937) SWITCH RETURN OPEN
tool #8815.

Yes >> Go To 9


Signal circuit.
No >> Go To 10

Signal circuit.
No >> Go To 11
connector.

and the (V37) S/C Switch No.1 Signal circuit.
No >> Go To 12
connector.

and the (V38) S/C Switch No.2 Signal circuit.
No >> Go To 13
Are the voltage readings out of the listed specification and do you less than a 0.2 of a volt difference
No >> Go To 14
14. PCM
Ground circuits.

P1593-SPEED CONTROL SWITCH 1 STUCK (3.7L, 4.7L)

P1593-SPEED CONTROL SWITCH 1 STUCK (3.7L, 4.7L) (CONTINUED)
• When Monitored:
Ignition on.
• Set Condition:
S/C Switch No.1 is mechanically stuck in the On/Off, Resume/Accel, or Set position for too long. One trip fault.
Possible Causes
(V37) S/C SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(V37) S/C SIGNAL CIRCUIT OPEN
(K900) SENSOR GROUND OPEN
(V37) S/C SIGNAL CIRCUIT SHORTED TO GROUND
(V37) S/C SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND
PCM
Diagnostic Test

Start the engine.
- Resume/Accel
- Cancel
- Decel (Coast)
- On/Off
- Set
Does each switch function change status when pressing each switch?
No >> Go To 2
Disconnect and remove the Speed Control Switches from the steering wheel per Service Information.
Cancel - 1.24 kohms
Coast - 2.94 kohms
On/Off -0.47 kohms
Set - 5.49 kohms
Yes >> Go To 3


Yes >> Repair the short to battery voltage in the (V37) S/C Signal
No.1 circuit.
No >> Go To 4

Yes >> Go To 5
cuit.

tool #8815.

Yes >> Go To 6

Signal circuit.
No >> Go To 7
7. (V37) S/C SWITCH NO.1 SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
cuit and the (K900) Sensor ground circuit in the Speed Control har-
ness connector.

nal circuit and the (K900) Sensor ground circuit.
No >> Go To 8
8. PCM
Ground circuits.

P1602–PCM NOT PROGRAMMED

• When Monitored:
• Set Condition:
The PCM has not been programmed.
Possible Causes
PCM
Diagnostic Test
1. PCM PROGRAMMED
With a scan tool program the PCM.
Start the engine.
Does the DTC reset?

No >> The PCM has been successfully programmed. Test is complete.
P1603-PCM INTERNAL DUAL-PORT RAM COMMUNICATION FAILURE

• When Monitored:
• 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
Diagnostic Test
1. PCM IGNITION CIRCUITS

With a 12-volt test light connected to ground and with special tool
#8815 installed, probe the (F202), (F1), and (T751) 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.

Yes >> Go To 2
No >> Repair the open or excessive resistance in the (F202), (F1), and (T751) Fused Ignition Switch (Offf,
Run, Start) circuits. Inspect the related fuse, if the fuse is open check the circuits for a short to ground.
P1603-PCM INTERNAL DUAL-PORT RAM COMMUNICATION FAILURE (CONTINUED)
2. PCM
The Powertrain Control Module is reporting internal errors.
Ground circuits.

P1604-PCM INTERNAL DUAL-PORT RAM READ/WRITE INTEGRITY FAILURE

• When Monitored:
• Set Condition:
Possible Causes
PCM INTERNAL
Diagnostic Test

Switch circuits.

Yes >> Go To 2
No >> Repair the open or excessive resistance in the (F202), (F1), and (T751) Fused Ignition Switch (Off, Run,
Start) circuits. Inspect the related fuse, if the fuse is open check the circuits for a short to ground.
P1604-PCM INTERNAL DUAL-PORT RAM READ/WRITE INTEGRITY FAILURE (CONTINUED)
2. PCM
Ground circuits.

P1607-PCM INTERNAL SHUTDOWN TIMER RATIONALITY

• When Monitored:
• Set Condition:
Possible Causes
PCM INTERNAL
Diagnostic Test

Switch circuits.

Yes >> Go To 2
No >> Repair the open or excessive resistance in the (F202), (F1), and (T751) Fused Ignition Switch (Off, Run,
Start) circuits. Inspect the related fuse, if the fuse is open check the circuits for a short to ground.
2. PCM
Ground circuits.

P1618-SENSOR REFERENCE VOLTAGE 1 CIRCUIT ERRATIC

P1618-SENSOR REFERENCE VOLTAGE 1 CIRCUIT ERRATIC (CONTINUED)
• 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
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. (F855) PRIMARY 5-VOLT SUPPLY CIRCUIT SHORTED TO

GROUND
circuit.
NOTE: This code can be caused by the improper installation of
after market accessories that may be causing excessive noise on
Measure the resistance between ground and the (F855) Primary 5-volt
Supply circuit in the CKP Sensor harness connector.

Yes >> Repair the short to ground in the (F855) Primary 5-volt
Supply circuit.
No >> Go To 3
3. SENSOR SHORTED TO GROUND
Connect the C2 PCM harness connector and all the previously discon-
nected Sensor except for 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
nector that shares the (F855) Primary 5-volt Supply circuit, one at a
time.

Yes >> Replace the Sensor that causes the (F855) Primary 5-volt
No >> Go To 4
4. 5-VOLT SENSOR
Connect all the previously disconnected Sensors except for the CKP

Yes >> Replace the Crank Position Sensor.
No >> Go To 5
5. (F855) PRIMARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE
circuit.
Measure the voltage on the (F855) Primary 5-volt Supply circuit in the

Yes >> Repair the short to battery voltage in the (F855) Primary
No >> Go To 6
6. (F855) PRIMARY 5-VOLT SUPPLY CIRCUIT OPEN

Reconnect all the sensors that were disconnected in the previous step
except for the CKP Sensor harness connector.
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.

Yes >> Go To 7
No >> Repair the open in the (F855) Primary 5-volt Supply cir-
cuit.
7. PCM
Ground circuits.

P1628-SENSOR REFERENCE VOLTAGE 2 CIRCUIT ERRATIC

• When Monitored:
Ignition on.
• Set Condition:
When the PCM recognizes the Auxiliary 5-volt Supply circuit voltage is varying too much too 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
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. (F856) AUXILIARY 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

ply circuit.
NOTE: This code can be caused by the improper installation of
after market accessories that may be causing excessive noise on
Measure the resistance between ground and the (F856) Auxiliary
5-volt Supply circuit at the CMP Sensor harness connector.

Yes >> Repair the short to ground in the (F856) Auxiliary 5-volt
Supply circuit.
No >> Go To 3
3. SENSOR SHORTED TO GROUND
Connect the C1 PCM harness connector and all the previously discon-
nected Sensor except for the CMP Sensor harness connector.
nector that shares the (F856) Auxiliary 5-volt Supply circuit, one at a
time.

Yes >> Replace the Sensor that causes the (F856) Auxiliary 5-volt
No >> Go To 4
4. 5-VOLT SENSOR
Connect all the previously disconnected Sensors except for the CMP

Yes >> Go To 5
No >> Replace the Cam Position Sensor.
5. (F856) AUXILIARY 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE
ply circuit.

Yes >> Repair the short to battery voltage in the (F856) Auxiliary
No >> Go To 6
6. (F856) AUXILIARY 5-VOLT SUPPLY CIRCUIT OPEN

Reconnect all the sensors that were disconnected in the previous step
except the CMP Sensor harness connector.
Measure the resistance in the (F856) Auxiliary 5-volt Supply circuit
from the Sensor harness connector to the appropriate terminal of spe-
cial tool #8815.
It may be necessary to perform this test from every sensor that uses
the (F856) Auxiliary 5-volt Supply circuit.

Yes >> Go To 7
No >> Repair the open in the (F856) Auxiliary 5-volt Supply cir-
cuit.
7. PCM
Ground circuits.

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
Possible Causes
PCM
Diagnostic Test
1. SCAN TOOL DISPLAYS A WRITE FAILURE

With a scan tool, perform the SRI Memory Test.
Does scan tool display Write Failure?

No >> 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 >> Go To 3
No >> 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?

4. SCAN TOOL DISPLAYS SRI MILEAGE INVALID

Does the scan tool display SRI Mileage Invalid?

Yes >> Update the mileage and retest the SRI Memory.
No >> Go To 5
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?
No >> Update the mileage and retest the SRI Memory.
P1697-EMR (SRI) MILEAGE NOT STORED

• 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
Possible Causes
PCM
Diagnostic Test
1. SCAN TOOL DISPLAYS A WRITE FAILURE

Does scan tool display Write Failure?

No >> Go To 2
2. SCAN TOOL DISPLAYS A WRITE REFUSED

With the a scan tool, perform the SRI Memory Test.

Yes >> Go To 3
No >> Go To 4

With a scan tool, perform the SRI Memory Test a third time.



No >> Go To 5
P1697-EMR (SRI) MILEAGE NOT STORED (CONTINUED)
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 doesn’t 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

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.
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 >> Allow the Throttle Body to thaw naturally in a room temperature climate.
P2074-MAP/TPS CORRELLATION - HIGH AIRFLOW/VACUUM LEAK DETECTED

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 1.59Hg with engine RPM greater than 2000 RPM and closed throttle. One Trip Fault.
Possible Causes
VACUUM LEAK
MAP SENSOR
PCM
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.

Yes >> Go To 2
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.
Inspect the Intake Manifold for leaks and cracks.
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.
Verify the engine is free from any mechanical failures.

No >> Go To 3

Start the engine.
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 >> Go To 4
No >> Go To 11
With a scan tool, monitor the TP Sensor voltage while slowly pressing the throttle pedal from closed to wide open
throttle.
No >> Go To 5
#8815.

Yes >> Go To 6
ply circuit.

cuit in the TP Sensor harness connector.

cuit.
No >> Go To 7
nector.
Does the TP Sensor voltage change from approximately 4.9

No >> Go To 8
8. EXCESSIVE RESISTANCE IN THE (K22) TP NO.1 SIGNAL CIRCUIT

special tool #8815.

Yes >> Go To 9

Signal circuit.
No >> Go To 10

tool #8815.

Yes >> Go To 17
ground circuit.
tool #8815.

Yes >> Go To 12
ply circuit.


Yes >> Go To 13
cuit.
13. MAP SENSOR
No >> Go To 14
14. EXCESSIVE RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT

#8815.

Yes >> Go To 15
circuit

No >> Go To 16

tool #8815.

Yes >> Go To 17
ground circuit.
17. PCM
Ground circuits.

P2096-DOWNSTREAM FUEL TRIM SYSTEM 1 LEAN

P2096-DOWNSTREAM FUEL TRIM SYSTEM 1 LEAN (CONTINUED)
• When Monitored:
With the engine running in closed loop mode, the ambient/battery temperature above (-7°C) 20°F, altitude
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
FUEL CONTAMINATION
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.

Yes >> Go To 2
2. EXHAUST LEAK
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
Visually and Physically inspect the exhaust system for holes, cracks and blockage in the exhaust system.
Is the exhaust system is good condition?

Yes >> Go To 3
No >> Repair or Replace as necessary.
AIR INDUCTION SYSTEM - must be free from leaks
ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks

No >> Go To 4
4. O2 SENSOR
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
connector.
Did the O2 Sensor volts change from 5.0 volts to 2.5 volts?
No >> Go To 5
Remove the jump wire.

Yes >> Go To 6
No >> 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.
6. (K299) O2 SENSOR 1/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K299) O2 Sensor
1/2 Heater Control circuit from the O2 Sensor harness connector.

Yes >> Repair the short to ground in the (K299) O2 Sensor 1/2
No >> Go To 7

Yes >> Check the fuel system for contaminants.
P2097-DOWNSTREAM FUEL TRIM SYSTEM 1 RICH

P2097-DOWNSTREAM FUEL TRIM SYSTEM 1 RICH (CONTINUED)
• When Monitored:
With the engine running in closed loop mode, the ambient/battery temperature above (-7°) 20°F, altitude below
8500 ft.
• Set Condition:
Possible Causes
EXHAUST LEAK
ENGINE MECHANICAL
1/2 O2 SENSOR
(K299) O2 HEATER 1/2 CONTROL CIRCUIT
FUEL CONTAMINATION
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. EXHAUST LEAK

Yes >> Go To 3
Check for any of the following conditions/mechanical problems

No >> Go To 4
4. O2 SENSOR
connector.
No >> Go To 5

Yes >> Go To 6
No >> Check the (K141) O2 Sensor 1/2 Signal circuit for an open
6. (K299) O2 SENSOR 1/2 HEATER CONTROL CIRCUIT OPEN
Measure the resistance of the (K299) O2 Sensor 1/2 Heater Control
circuit from the O2 Sensor harness connector to the appropriate ter-

Yes >> Go To 7
No >> Repair the open in the (K299) O2 Sensor 1/2 Heater Con-
trol circuit.

P2098-DOWNSTREAM FUEL TRIM SYSTEM 2 LEAN

• When Monitored:
below 8500 ft and fuel level greater than 15%.
• Set Condition:
Possible Causes
EXHAUST LEAK
ENGINE MECHANICAL
2/2 O2 SENSOR
(K399) O2 HEATER 2/2 CONTROL CIRCUIT
FUEL CONTAMINATION
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. EXHAUST LEAK

Yes >> Go To 3

No >> Go To 4
4. O2 SENSOR
connector.
No >> Go To 5
With the scan tool, monitor the O2 Sensor voltage.

Yes >> Go To 6
No >> Check the (K243) O2 Sensor 2/2 Signal circuit for a open
6. (K399) O2 SENSOR 2/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND

No >> Go To 7

No >> Check the (K904) O2 Downstream Return circuit for a
P2099-DOWNSTREAM FUEL TRIM SYSTEM 2 RICH

• When Monitored:
below 8500 ft.
• Set Condition:
Possible Causes
EXHAUST LEAK
ENGINE MECHANICAL
2/2 O2 SENSOR
(K399) O2 SENSOR 2/2 HEATER CONTROL CIRCUIT
FUEL CONTAMINATION
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
2. EXHAUST LEAK

Yes >> Go To 3

No >> Go To 4
4. O2 SENSOR
Using a jumper wire, jump the (K243) O2 Signal 2/2 circuit to the
(K904) O2 Return Downstream circuit in the O2 Sensor harness con-
nector.
No >> Go To 5

Yes >> Check the (K243) O2 Sensor 2/2 Signal circuit for an open
or short to battery voltage. Inspect the O2 Sensor connec-
tor and the PCM harness connector. If OK, replace and
mation.
No >> Go To 6
circuit from the O2 Sensor harness connector to the appropriate ter-

Yes >> Go To 7
trol circuit.

No >> Check the (K904) O2 Downstream Return circuit for a
P2100-ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT

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

(K447) ETC POSITIVE CIRCUIT SHORTED TO BATTERY VOLTAGE
(K448) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY VOLTAGE
(K447) ETC POSITIVE CIRCUIT SHORTED TO THE (K448) ETC NEGATIVE CIRCUIT
(K447) ETC POSITIVE CIRCUIT OPEN
(K447) ETC POSITIVE CIRCUIT SHORTED TO GROUND
(K448) ETC NEGATIVE CIRCUIT OPEN
(K448) ETC NEGATIVE CIRCUIT SHORTED TO GROUND
LOW BATTERY VOLTAGE
ETC MOTOR/THROTTLE BODY
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If the P2100 is intermittent, it is possible that the controller is overheating in extreme hot tempera-
tures, 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 tem-
peratures. Make sure the battery can pass a load test before continuing.
Look closely at the temperatures at which this DTC set.

Yes >> Go To 2
2. THROTTLE PLATE INSPECTION
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.
No >> Go To 3
3. (K447) ETC POSITIVE CIRCUIT SHORTED TO BATTERY VOLTAGE

Tool #8815 to perform the diagnostics.
With a 12-volt test light connected to ground, probe the (K447) ETC
Positive circuit at the appropriate terminal of special tool #8815.

Yes >> Repair the short to battery voltage on the (K447) ETC
Positive circuit.
No >> Go To 4
4. (K448) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY

VOLTAGE
Using a 12-volt test light connected to ground, probe the (K448) ETC
Negative circuit at the appropriate terminal of special tool #8815.

Yes >> Repair the short to battery voltage in the (K448) ETC Neg-
ative circuit.
No >> Go To 5
5. (K447) ETC POSITIVE CIRCUIT SHORTED TO THE (K448) ETC NEGATIVE CIRCUIT
Measure the resistance between the (K447) ETC Positive circuit and
the (K448) ETC Negative circuit at the appropriate terminals of special
tool #8815.

Yes >> Repair the short to between the (K447) ETC Positive cir-
cuit and the (K448) ETC Negative circuit.
No >> Go To 6
6. (K447) ETC POSITIVE CIRCUIT OPEN

Measure the resistance of the (K447) ETC Positive circuit from the
tool #8815.

Yes >> Go To 7
No >> Repair the open in the (K447) ETC Positive circuit.
7. (K447) ETC POSITIVE CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K447) ETC Positive
circuit between the appropriate terminals of special tool #8815.

Yes >> Repair the short to ground in the (K447) ETC Positive cir-
cuit.
No >> Go To 8
8. (K448) ETC NEGATIVE CIRCUIT OPEN

Measure the resistance of the (K448) ETC Negative circuit from the
tool #8815.

Yes >> Go To 9
No >> Repair the open in the (K448) ETC Negative circuit.
9. (K448) ETC NEGATIVE CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K448) ETC Negative
circuit using the appropriate terminal of special tool #8815.

Yes >> Repair the short to ground in the (K448) ETC Negative cir-
cuit.
No >> Go To 10
10. ETC MOTOR

NOTE: Take the following measurement using special tool #8815
to avoid possible damage to the Throttle Body harness connec-
tor.
Measure the resistance of the ETC Motor between the (K447) ETC
Positive circuit and the (K448) ETC Negative circuit at the appropriate
Is the resistance between 2.5 and 25 ohms at closed throttle?

Yes >> Go To 11
No >> Replace the Throttle Body Assembly. Disconnect the Bat-
11. PCM
Ground circuits.

P2101-ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE

• 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
Diagnostic Test
1. ACTIVE DTC
NOTE: Before continuing visually inspect the throttle blade and bore for any obstructions. Icing of the throt-
tle 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 tem-
perature. Make sure the battery can pass a Load test before continuing.
NOTE: Diagnose any 5-Volt Supply, Battery, and TP Sensor DTCs before continuing.

Yes >> Go To 2

to stick.
Manually open and close the throttle plate using your hands.
Does the Throttle Plate move?

Yes >> Go To 3
No >> Remove the debris if possible or replace the Throttle Body Assembly. Disconnect the Battery when
RELEARN function.
P2101-ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE (CONTINUED)
3. THROTTLE POSITION WITHIN 2° DEGREES OF DESIRED THROTTLE POSITION
Start the engine.
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 >> Go To 4
No >> Replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assem-
4. ETC OPERATION
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?

No >> Replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assem-
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
DIAGNOSIS AND TESTING) .
Diagnostic Test
1. REPROGRAM THE POWERTRAIN CONTROL MODULE

Check for any related TSBs.
this DTC to set.
Start the engine.
Test drive the vehicle for 10 miles on a flat road surface.
Does this DTC reset?

P2108-ELECTRONIC THROTTLE CONTROL MODULE PERFORMANCE

• 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
Diagnostic Test
1. REPROGRAM THE POWERTRAIN CONTROL MODULE

NOTE: Inspect the Intake Manifold components for vacuum leaks, repair as necessary
this DTC to set.
NOTE: Diagnose any other DTCs that may have set with the P2108.
Start the engine.
Test drive the vehicle for 10 miles on a flat road surface.

P2110-ELECTRONIC THROTTLE CONTROL - FORCED LIMITED RPM

P2110-ELECTRONIC THROTTLE CONTROL - FORCED LIMITED RPM (CONTINUED)
• 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

ETC MOTOR
PCM
Diagnostic Test
1. ACTIVE DTC
In the Freeze Frame data, look at the temperature at which the fault occurred. If it occurred in extreme cold tem-
peratures, 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.

Yes >> Go To 2
2. THROTTLE PLATE STUCK

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.

Yes >> Go To 3
No >> 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 com-
plete, use a scan tool and select the ETC RELEARN function.
tool #8815.

Yes >> Go To 4

tool #8815.

Yes >> Go To 5
Measure the resistance between a known good ground and the (K447)
ETC Positive circuit at the appropriate terminal of special tool #8815.

cuit.
No >> Go To 6

ETC Negative circuit at the appropriate terminal of special tool #8815.

cuit.
No >> Go To 7
7. ETC MOTOR
tor.

Yes >> Go To 8
8. PCM
Ground circuits.

P2111-ELECTRONIC THROTTLE CONTROL - UNABLE TO CLOSE

P2111-ELECTRONIC THROTTLE CONTROL - UNABLE TO CLOSE (CONTINUED)
• When Monitored:
• 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
PCM
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.
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.
NOTE: Diagnose any TP Sensor or 5-Volt Supply DTCs before continuing.

Yes >> Go To 2
2. THROTTLE PLATE STUCK OPEN
Check for any signs of a foreign material causing the Throttle to remain open.
Using a scan tool actuate the ETC Motor.

Yes >> Go To 3
No >> 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 com-
plete, use a scan tool and perform the ETC RELEARN function.
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.
No >> Go To 4

Tool #8815 to perform the diagnostics.

Positive circuit.
No >> Go To 5
tool #8815.

Yes >> Go To 6

tool #8815.

Yes >> Go To 7

cuit.
No >> Go To 8


cuit.
No >> Go To 9
9. PCM
Ground circuits.

P2112-ELECTRONIC THROTTLE CONTROL - UNABLE TO OPEN

P2112-ELECTRONIC THROTTLE CONTROL - UNABLE TO OPEN (CONTINUED)
• When Monitored:
• 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

PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any TP Sensor, Battery Voltage, and 5-Volt Supply DTCs before continuing.

Yes >> Go To 2
2. THROTTLE PLATE STUCK OPEN
If during this test the Throttle plate does not open this DTC sets.
Check for any signs of a foreign material causing the Throttle to remain open.
Using a scan tool actuate the ETC Motor.

Yes >> Go To 3
No >> Remove the debris if possible or replace the Throttle Body Assembly. Disconnect the Battery when
RELEARN function.
3. (K448) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY VOLTAGE


Negative circuit.
No >> Go To 4
tool #8815.

Yes >> Go To 5

tool #8815.

Yes >> Go To 6

cuit.
No >> Go To 7


cuit.
No >> Go To 8
8. PCM
Ground circuits.

P2115-ACCELERATOR PEDAL POSITION SENSOR 1 MINIMUM STOP

PERFORMANCE
• 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
Diagnostic Test
1. IN PLANT TEST FAILURE

NOTE: This DTC is set when the APP Sensors are learned in plant but do not reach the Minimum or Max-
imum voltage range.
Start the engine.
NOTE: Diagnose any APPS out of Range and 5-Volt Supply DTCs before continuing.

Yes >> Go To 2
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.
P2116-ACCELERATOR PEDAL POSITION SENSOR 2 MINIMUM STOP

PERFORMANCE
• When Monitored:
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
APPS RELEARN
Diagnostic Test

imum voltage range.
With a scan tool read DTCs and record the related Freeze Frame data.
Start the engine.

Yes >> Go To 2
2. APPS RELEARN
Next, erase DTCs.
Start the engine.

P2118-ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT

• 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

(K447) ETC POSITIVE CIRCUIT SHORTED TO THE (K448) ETC NEGATIVE CIRCUIT
ETC MOTOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If the P2118 is intermittent, it is possible that the controller is overheating in extreme hot tempera-
tures, and this is considered a normal protection operation. No repair is necessary.
Look closely at the temperatures at which this DTC set.

Yes >> Go To 2
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
RELEARN function.
No >> Go To 3


Positive circuit.
No >> Go To 4
4. (K448) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY VOLTAGE

Using a 12-volt test light connected to ground, probe the (K448) ETC

Yes >> Repair the short to battery voltage in the (K448) ETC Neg-
ative circuit.
No >> Go To 5
5. (K447) ETC POSITIVE CIRCUIT SHORTED TO THE (K448) ETC NEGATIVE CIRCUIT
Measure the resistance between the (K447) ETC Positive circuit and
the (K448) ETC Negative circuit at the appropriate terminals of special
tool #8815.

Yes >> Repair the short to between the (K447) ETC Positive cir-
cuit and the (K448) ETC Negative circuit.
No >> Go To 6

tool #8815.

Yes >> Go To 7
Measure the resistance between ground and the (K447) ETC Positive

cuit.
No >> Go To 8

tool #8815.

Yes >> Go To 9
Measure the resistance between ground and the (K448) ETC Negative

cuit.
No >> Go To 10
10. ETC MOTOR

tor.

Yes >> Go To 11
11. PCM
Ground circuits.

P2122-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT LOW

P2122-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT LOW (CONTINUED)
• 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

(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
APP SENSOR
PCM
Diagnostic Test
1. APP SENSOR BELOW 0.25 OF A VOLT

With a scan tool, read the APP Sensor No.1 voltage.

Yes >> Go To 2
No >> Go To 11

Disconnect the APP Sensor harness connector.
Measure the voltage on the (F855) 5-volt Supply circuit in the APP

Yes >> Go To 3
No >> Go To 8
3. ACCELERATOR PEDAL POSITION SENSOR
the (K23) APP Sensor No.1 Signal circuit in the Sensor harness con-
nector.
With a scan tool, monitor the APP Sensor No.1 voltage.

Yes >> Replace the APP Sensor Assembly per Service Informa-
tion. After installation is complete, use a scan tool and
select the ETC RELEARN function to relearn the APPS
values.
No >> Go To 4
4. (K23) APP SENSOR NO.1 SIGNAL CIRCUIT OPEN

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.

Yes >> Go To 5
No >> Repair the open in the (K23) APP Sensor No.1 Signal cir-
cuit.
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.

Yes >> Repair the short to ground in the (K23) APP Sensor No.1
Signal circuit.
No >> Go To 6
6. (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.

Yes >> Repair the short between the (K167) App Sensor No.1
Return circuit and the (K23) APP Sensor No.1 Signal cir-
cuit.
No >> Go To 7
CIRCUIT
circuit and the (K400) Sensor No.2 Return circuit in the APP Sensor
harness connector.

cuit.
No >> Go To 10

#8815.

Yes >> Go To 9
circuit in the APP Sensor harness connector.

cuit.
No >> Go To 10
10. PCM
Ground circuits.

11. APP SENSOR SWEEP

Slowly press the Accelerator pedal down.
No >> 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.
P2123-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT HIGH

P2123-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT HIGH (CONTINUED)
• When Monitored:
• Set Condition:
When APP Sensor No.1 voltage is too high. Engine will additionally idle if the brake pedal is pressed or has
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
(K167) APP SENSOR NO.1 RETURN CIRCUIT OPEN
APP SENSOR
PCM
Diagnostic Test
1. APPS NO.1 VOLTAGE ABOVE 4.8 VOLTS


Yes >> Go To 2
No >> Go To 8

With a scan tool, monitor the Accelerator Pedal Position Sensor voltage.

Yes >> Go To 3
3. (K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the C1, C2, and C3 PCM harness connectors.
Measure the voltage on the (K23) APP Sensor No.1 Signal circuit in
the APP Sensor harness connector.

Yes >> Repair the short to battery voltage in the (K23) APP Sen-
No >> Go To 4
4. (K23) APPS NO.1 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
circuit and the (F855) 5-volt Supply circuit in the APP Sensor harness
connector.

Yes >> Repair the short between the (K23) APP Sensor No.1 Sig-
No >> Go To 5
connector.

No >> Go To 6
6. (K167) APP SENSOR NO.1 RETURN CIRCUIT OPEN

Measure the resistance of the (K167) APP Sensor No.1 Return circuit
special tool #8815.

Yes >> Go To 7
No >> Repair the open in the (K167) APP Sensor No.1 Return
circuit.
7. PCM
Ground circuits.

8. APP SENSOR NO.1 SWEEP

Slowly press the Accelerator Pedal down.
P2127-ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT LOW

• When Monitored:
• 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

(K29) APP SENSOR NO.2 SIGNAL CIRCUIT OPEN
(K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
APP SENSOR
PCM
Diagnostic Test
1. APP SENSOR BELOW 0.25 OF A VOLT

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 >> Go To 2
No >> Go To 11
Measure the voltage on the (F856) 5-volt Supply circuit in the APP

Yes >> Go To 3
No >> Go To 8

the (K29) APP Sensor No.2 Signal circuit in the Sensor harness con-
nector.
Is the voltage above 4.5 volts with the jumper wire installed?
Yes >> Replace the APP Sensor Assembly per Service Informa-
tion. After installation is complete, use a scan tool and
select the ETC RELEARN function to relearn the APPS
values.
No >> Go To 4
4. (K29) APP SENSOR NO.2 SIGNAL CIRCUIT OPEN
Measure the resistance of the (K29) APP Sensor No.2 Signal circuit
special tool #8815.

Yes >> Go To 5
No >> Repair the open in the (K29) APP Sensor No.2 Signal cir-
cuit.
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.

Yes >> Repair the short to ground in the (K29) APP Sensor No.2
Signal circuit.
No >> Go To 6
CIRCUIT
harness connector.

cuit.
No >> Go To 7
CIRCUIT
harness connector.

cuit.
No >> Go To 10
#8815.

Yes >> Go To 9

circuit in the APP Sensor harness connector.

cuit.
No >> Go To 10
10. PCM
Ground circuits.

11. APP SENSOR SWEEP

Slowly press the Accelerator pedal down.
P2128-ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT HIGH

• When Monitored:
• 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

(K400) APP SENSOR NO.2 RETURN CIRCUIT OPEN
APP SENSOR
PCM
Diagnostic Test
1. APPS NO.2 VOLTAGE ABOVE 3.0 VOLTS

NOTE: Diagnose any 5-Volt Supply DTCs before continuing.

Yes >> Go To 2
No >> Go To 8

Disconnect the APPS harnesss connector.

Yes >> Go To 3
3. (K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Measure the voltage on the (K29) APP Sensor No.2 Signal circuit in
the APP Sensor harness connector.

Yes >> Repair the short to battery voltage in the (K29) APP Sen-
No >> Go To 4
connector.

No >> Go To 5
connector.

No >> Go To 6
6. (K400) APP SENSOR NO.2 RETURN CIRCUIT OPEN

special tool #8815.

Yes >> Go To 7
No >> Repair the open in the (K400) APP Sensor No.2 Return
circuit.
7. PCM
Ground circuits.

8. APP SENSOR NO.2 SWEEP

Slowly press the Accelerator Pedal down.
P2135-THROTTLE POSITION SENSOR 1/2 CORRELATION

P2135-THROTTLE POSITION SENSOR 1/2 CORRELATION (CONTINUED)
• 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
(K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
RESISTANCE IN (F855) 5-VOLT SUPPLY CIRCUIT
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K122) TP SENSOR NO.2 SIGNAL CIRCUIT
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
No >> Go To 11
2. (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY
VOLTAGE
Measure the voltage on the (K22) TP No.1 Signal and the (K122) TP
No.2 Signal circuits in the Throttle Body harness connector.

No >> Go To 3
With a scan tool, monitor the TP Sensor No.1 and No.2 voltage.
TP Sensor No.1 voltage should change from approximately 4.5 volts to
0.5 of a 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

Yes >> Replace the Throttle Body Assembly.
No >> Go To 4
4. EXCESSIVE RESISTANCE IN THE (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT

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.

Yes >> Go To 5
5. (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
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 either circuit?

Yes >> Repair the short to ground in the (K22) TP No.1 Signal or
(K122) TP No.2 Signal circuit.
No >> Go To 6

tool #8815.

Yes >> Go To 7
ply circuit.
circuit at the appropriate terminals of special tool #8815.

cuit.
No >> Go To 8

tool #8815.

Yes >> Go To 9
Return circuit.
9. (K22) TP SENSOR NO.1 SIGNAL SHORTED TO (K122) TP SENSOR NO.2 SIGNAL
cuit and the (K122) TP Sensor No.2 Signal circuit between the appro-
priate terminals of special tool #8815.

No >> Go To 10
10. PCM
Ground circuits.


With a scan tool, perform the Throttle Follower Test and monitor the TP Sensor No.1 or No.2 voltage.
P2138-ACCELERATOR PEDAL POSITION SENSOR 1/2 CORRELATION

P2138-ACCELERATOR PEDAL POSITION SENSOR 1/2 CORRELATION (CONTINUED)
• 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
Possible Causes

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
Diagnostic Test
1. ACTIVE DTC
NOTE: Repair any other 5-Volt Supply or APPS High and Low DTCs before diagnosing P2138.

Yes >> Go To 2
2. EXCESSIVE RESISTANCE IN THE (K23) APPS NO.1 SIGNAL CIRCUIT
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.

Yes >> Go To 3
No >> Repair the excessive resistance in the (K23) APP Sensor
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.

Yes >> Go To 4
No >> Repair the excessive resistance in the (K29) APP Sensor
APP Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Repair the excessive resistance in the (F855) 5-volt Sup-
ply circuit.
No >> Go To 5
5. EXCESSIVE RESISTANCE IN THE (F856) 5-VOLT SUPPLY

CIRCUIT
APP Sensor harness connector to the appropriate terminal of special
tool #8815.

Yes >> Repair the excessive resistance in the (F856) 5-volt Sup-
ply circuit.
No >> Go To 6
6. EXCESSIVE RESISTANCE IN THE (K167) SENSOR NO.1
RETURN CIRCUIT
special tool #8815.

Yes >> Repair the excessive resistance in the (K167) Sensor No.1
Return circuit.
No >> Go To 7
7. EXCESSIVE RESISTANCE IN THE (K400) SENSOR NO.2 RETURN CIRCUIT

from the APP Sensor harness connector to the appropriate terminal
special tool #8815.

Yes >> Repair the excessive resistance in the (K400) Sensor No.2
Return circuit.
No >> Go To 8
8. CHECKING APPS NO.1 AND NO.2 WITH A LAB SCOPE
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
No >> Go To 9
9. PCM
Ground circuits.

P2161-VEHICLE SPEED SENSOR 2 ERRATIC

• 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

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
DTCs stored in the Ant-Lock Brake Module. Any bus or communication DTCs or VSS DTCs in the Ant-Lock

Yes >> Go To 2

No >> Go To 3
Disconnect the ABS Module harness connector.
the appropriate terminals of special tool #8815.

No >> Go To 4

Measure the resistance of the (B222) Vehicle Speed No.2 Signal cir-
cuit from the ABS Module harness connector to the appropriate termi-
nal special tool #8815.

Yes >> Go To 5
circuit.
Measure the resistance between ground and the (B222) Vehicle
Speed No.2 Signal circuit at the appropriate terminals of special tool
#8815.

No >> Go To 6
6. PCM
Ground circuits.

P2166-ACCELERATOR PEDAL POSITION SENSOR 1 MAXIMUM STOP

PERFORMANCE
• When Monitored:
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
Possible Causes
APPS RELEARN
Diagnostic Test

imum voltage range.
Start the engine.

Yes >> Go To 2
2. APPS RELEARN
Next, erase DTCs.
Start the engine.

P2167-ACCELERATOR PEDAL POSITION SENSOR 2 MAXIMUM STOP

PERFORMANCE
• When Monitored:
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
Possible Causes
APPS RELEARN
Diagnostic Test

imum voltage range.
Start the engine.

Yes >> Go To 2
2. APPS RELEARN
Next, erase DTCs.
Start the engine.

P2172-HIGH AIRFLOW/VACUUM LEAK DETECTED (INSTANTANEOUS

ACCUMULATION)
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 (K900) SENSOR GROUND CIRCUIT
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
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 con-
tinuing.

Yes >> Go To 2
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.
Inspect the Intake Manifold and Throttle body for leaks and cracks.
Inspect the PCV system for proper operation or any vacuum leaks.

No >> Go To 3

Start the engine.
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 >> Go To 4
No >> Go To 11
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?

No >> Go To 5
5. RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT
tool #8815.
Is the resistance above 100 ohms?

Yes >> Go To 6
ply circuit.

cuit between the appropriate terminals of special tool #8815.

Yes >> Go To 7
cuit.
7. TP SENSOR
connector.
TP Sensor No.1 voltage should start at approximately 4.8 volts and
decrease to 0.2 of a volt.
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

Yes >> Disconnect the Battery before replacing the Throttle Body
ETC RELEARN function
No >> Go To 8
8. RESISTANCE IN THE TP SENSOR SIGNAL CIRCUIT
Measure the resistance of the (K22) and (K122) TP Signal circuits
from the Throttle Body harness connector to the appropriate terminals

Yes >> Go To 9
No >> Repair the excessive resistance in the (K22) or (K122) TP
Sensor Signal circuit.
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 >> Go To 10
No >> Repair the short to ground in the (K22) or (K122) TP Sen-
sor Signal circuit.
10. RESISTANCE IN THE (K922) SENSOR RETURN CIRCUIT
tool #8815.

Yes >> Go To 17
Return circuit.

tool #8815.

Yes >> Go To 12
ply circuit.

Yes >> Go To 13
cuit.
13. MAP SENSOR

Cycle the ignition switch from off to on.
volts to below 0.5 volt with the jumper wire installed?
No >> Go To 14
14. RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT
#8815.

Yes >> Go To 15
circuit


Yes >> Go To 16
No >> Repair the short to ground in the (K1) MAP Signal circuit.
16. RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT
tool #8815.

Yes >> Go To 17
ground circuit.
17. PCM
Ground circuits.

P2173-HIGH AIRFLOW/VACUUM LEAK DETECTED (SLOW ACCUMULATION)

P2173-HIGH AIRFLOW/VACUUM LEAK DETECTED (SLOW ACCUMULATION) (CONTINUED)
• When Monitored:
• 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
MAP SENSOR
TP SENSOR
PCM
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.

Yes >> Go To 2
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.
Inspect the Intake Manifold and Throttle body for leaks and cracks.

No >> Go To 3

Start the engine.
Yes >> Go To 4
No >> Go To 11

No >> Go To 5
tool #8815.

Yes >> Go To 6
ply circuit.


Yes >> Go To 7
cuit.
7. TP SENSOR
connector.
connector.

No >> Go To 8

Yes >> Go To 9
Is the resistance above 100k ohms for each circuit?

Yes >> Go To 10
sor Signal circuit.
tool #8815.

Yes >> Go To 17
Return circuit.

tool #8815.

Yes >> Go To 12
ply circuit.

Yes >> Go To 13
cuit.
13. MAP SENSOR

No >> Go To 14
#8815.

Yes >> Go To 15
circuit.

cuit at the MAP Sensor harness connector.

Yes >> Go To 16
tool #8815.

Yes >> Go To 17
ground circuit.
17. PCM
Ground circuits.

P2174-LOW AIRFLOW/RESTRICTION DETECTED (INSTANTANEOUS

ACCUMULATION)
P2174-LOW AIRFLOW/RESTRICTION DETECTED (INSTANTANEOUS ACCUMULATION) (CONTINUED)
• When Monitored:
• 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

MAP SENSOR
TP SENSOR
PCM
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
TSB’s before continuing.
NOTE: Diagnose any 5-Volt Supply, TP Sensor, Fuel System Lean or Rich, or MAP Sensor DTCs before con-
tinuing.
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.

Yes >> Go To 2
2. RESTRICTED AIR INLET SYSTEM
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 >> Repair the restriction as necessary.
No >> Go To 3

Start the engine.
Yes >> Go To 4
No >> Go To 11

No >> Go To 5
tool #8815.

Yes >> Go To 6
ply circuit.


Yes >> Go To 7
cuit.
7. TP SENSOR
connector.
connector.

No >> Go To 8

Yes >> Go To 9

Yes >> Go To 10
sor Signal circuit.
10. RESISTANCE IN (K922) SENSOR RETURN CIRCUIT
tool #8815.

Yes >> Go To 17
Return circuit.

tool #8815.

Yes >> Go To 12
ply circuit.

Yes >> Go To 13
cuit.
13. MAP SENSOR

No >> Go To 14
#8815.

Yes >> Go To 15
circuit


Yes >> Go To 16
16. RESISTANCE IN (K900) SENSOR GROUND CIRCUIT
tool #8815.

Yes >> Go To 17
ground circuit.
17. PCM
Ground circuits.

P2175-LOW AIRFLOW/RESTRICTION DETECTED (SLOW ACCUMULATION)

P2175-LOW AIRFLOW/RESTRICTION DETECTED (SLOW ACCUMULATION) (CONTINUED)
• When Monitored:
• 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

MAP SENSOR
TP SENSOR
PCM
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 TSB’s before continuing.
NOTE: Diagnose any 5-Volt Supply, TP Sensor, Oxygen Sensor, Fuel related or MAP Sensor DTCs before
continuing.
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.

Yes >> Go To 2
2. RESTRICTED AIR INLET SYSTEM
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.

Yes >> Repair the restriction as necessary.
No >> Go To 3

Start the engine.
Yes >> Go To 4
No >> Go To 11

No >> Go To 5
tool #8815.

Yes >> Go To 6
ply circuit.


Yes >> Go To 7
cuit.
7. TP SENSOR
Connect the PCM harness connector.
connector.
connector.

No >> Go To 8

Yes >> Go To 9

Yes >> Go To 10
sor Signal circuit.

tool #8815.

Yes >> Go To 17
Return circuit.
tool #8815.

Yes >> Go To 12
ply circuit.


Yes >> Go To 13
cuit.
13. MAP SENSOR
No >> Go To 14

#8815.

Yes >> Go To 15
circuit

Yes >> Go To 16

tool #8815.

Yes >> Go To 17
ground circuit.
17. PCM
Ground circuits.

P2181-COOLING SYSTEM PERFORMANCE

P2181-COOLING SYSTEM PERFORMANCE (CONTINUED)
• 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 THE (K900) SENSOR GROUND
THERMOSTAT
ECT SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If this code sets during extreme ambient temperatures, improper installation of a block heater could
be the cause of this DTC.
Diagnose all other ECT and Cooling System codes before continuing.

Yes >> Go To 2
NOTE: If a 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: 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.

Yes >> Go To 3
No >> Inspect the vehicle for a coolant leak and add the necessary amount of coolant.
3. THERMOSTAT
reached.
Start the Engine.
thermometer.
ing) and the Eng Coolant Tmp Deg on the scan tool should stay relatively close to each other.

Yes >> Go To 4
4. ECT SENSOR
Connect a jumper between the (K2) ECT Signal circuit and the (K900)
Sensor ground circuit in the ECT Sensor harness connector.
Disconnect the ECT Sensor harness connector.

No >> Go To 5

harness connector.

circuit.
No >> Go To 6
#8815.

Yes >> Go To 7

tool #8815.

Yes >> Go To 8
8. (K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND

No >> Go To 9
Measure the resistance between the (K2) ECT Signal circuit and the

the (K2) ECT Signal circuit.
No >> Go To 10
10. PCM
Ground circuits.

P2299-BRAKE PEDAL POSITION / ACCELERATOR PEDAL POSITION

INCOMPATIBLE
P2299-BRAKE PEDAL POSITION / ACCELERATOR PEDAL POSITION INCOMPATIBLE (CONTINUED)
• 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
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.
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.
No >> Go To 2

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 >> Go To 3
No >> 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.
P2299-BRAKE PEDAL POSITION / ACCELERATOR PEDAL POSITION INCOMPATIBLE (CONTINUED)
3. APP SENSOR SWEEP
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?
No >> 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 func-
tion to relearn the APPS values.
P2302-IGNITION COIL 1 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION

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.
Possible Causes

(K19) COIL CONTROL NO.1 CIRCUIT OPEN
(K19) COIL CONTROL NO.1 CIRCUIT SHORTED TO GROUND
COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

Disconnect the Coil on Plug harness connector.
Relay Output circuit in the Coil on Plug harness connector.

Yes >> Go To 3
No >> Repair the open or short to ground in the (K342) ASD
Relay Output circuit between the IPM and Coil harness
connector.
NOTE: Stop All Actuations.
3. COIL ON PLUG RESISTANCE
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°F (25°C).
5.7L Primary Ignition Coil resistance is 0.558 to 0.682 of an ohm at 77°F (25°C).
Is the resistance within the given specification for the Ignition Coil being tested?
Yes >> Go To 4
No >> Replace the Coil on plug.
4. IGNITION COIL
Using a 12-volt test light connected to a 12-volt source, probe the
(K19) Coil Control No.1 circuit.
What is the condition of the test light while cranking the

engine?
Brightly blinking.
Replace the Coil on plug.
ON constantly.
Go To 5
OFF constantly.
Go To 6
5. (K19) COIL CONTROL NO.1 CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K19) Coil Control
No.1 circuit in the Coil on Plug harness connector.

Yes >> Repair the short to ground in the (K19) Coil Control No.1
circuit.
No >> Go To 7
6. (K19) COIL CONTROL NO.1 CIRCUIT OPEN
Measure the resistance of the (K19) Coil Control No.1 circuit from the
Coil on Plug harness connector to the appropriate terminal of special
tool #8815.

Yes >> Go To 7
No >> Repair the open in the (K19) Coil Control No.1 circuit.
7. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
connector.
Yes >> Go To 4
4. IGNITION COIL
What is the state of the test light while cranking the engine?
Brightly blinking.
ON constantly.
Go To 5
OFF constantly.
Go To 6


circuit.
No >> Go To 7
tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
connector.
Yes >> Go To 4
4. IGNITION COIL
Brightly blinking.
ON constantly.
Go To 5
OFF constantly.
Go To 6


circuit.
No >> Go To 7
tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
connector.
Yes >> Go To 4
4. IGNITION COIL
Brightly blinking.
ON constantly.
Go To 5
OFF constantly.
Go To 6


circuit.
No >> Go To 7
tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
connector.
Yes >> Go To 4
4. IGNITION COIL
Brightly blinking.
ON constantly.
Go To 5
OFF constantly.
Go To 6


circuit.
No >> Go To 7
tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
connector.
Yes >> Go To 4
4. IGNITION COIL
Brightly blinking.
ON constantly.
Go To 5
OFF constantly.
Go To 6


circuit.
No >> Go To 7
tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
connector.
Yes >> Go To 4
4. IGNITION COIL
Brightly blinking.
ON constantly.
Go To 5
OFF constantly.
Go To 6


circuit.
No >> Go To 7
Coil on Plug connector to the appropriate terminal of special tool
#8815.

Yes >> Go To 7
7. PCM
Ground circuits.


• When Monitored:
• Set Condition:
If PCM detects that the secondary ignition burn time is incorrect, to short, or not present, an error is detected.
Possible Causes

COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
connector.
Yes >> Go To 4
4. IGNITION COIL
Brightly blinking.
ON constantly.
Go To 5
OFF constantly.
Go To 6


circuit.
No >> Go To 7
tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.

P2503-CHARGING SYSTEM OUTPUT LOW

P2503-CHARGING SYSTEM OUTPUT LOW (CONTINUED)
• 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
(K20) GEN FIELD CONTROL CIRCUIT SHORTED TO VOLTAGE
(Z20) GEN GROUND CIRCUIT OPEN
GENERATOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Inspect the vehicle for aftermarket accessories that may exceed the Generator System output.
NOTE: The battery must be fully charged.
NOTE: The Generator belt tension and condition must be checked before continuing.
Start the engine.
Allow the idle to stabilize.

Yes >> Go To 2
2. FUSED B+ CIRCUIT HIGH RESISTANCE
Measure the voltage between the Generator B+ Output Terminal and the Battery+ Post.
Start the engine.

Yes >> Repair the excessive resistance in the battery positive circuit between the Generator and Battery.
No >> Go To 3
3. EXCESSIVE RESISTANCE IN THE CASE GROUND

Start the engine.
Warm the engine to operating temperature.
Measure the voltage between the Generator Case and Battery ground post.

Yes >> Repair the excessive resistance in the Generator Case Ground.
No >> Go To 4
Using a 12-volt test light, jump across the Generator Field harness
connector.
With a scan tool, actuate the Generator Field Driver.
No >> Go To 5
5. (K20) GEN FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
Measure the voltage on the (K20) Gen Field Control circuit in the Gen-

Control circuit.
No >> Go To 6
6. (K20) FIELD CONTROL CIRCUIT OPEN

Generator Field harness connector to the appropriate terminal of spe-
cial tool #8815.

Yes >> Go To 7
7. (K20) GEN FIELD CONTROL CIRCUIT SHORTED TO GROUND

circuit.
No >> Go To 8

Using a 12-volt test light connected to battery voltage, probe the (Z20)
Ground circuit in the Generator Field harness connector.

Yes >> Go To 9
No >> Repair the open in the (Z346) Generator Ground circuit.
9. PCM
Ground circuits.

U0101-LOST COMMUNICATION WITH TCM

• When Monitored:
Ignition run time is greater than 1 second. Battey voltage between 9 and 16 volts. Engine run time greater than
3 seconds.
• Set Condition:
The PCM doesn’t receive a Bus Message from the Transmission Control Module for 7 consecutive seconds.
The circuit is continuously monitored.
Possible Causes
PCM FUSED IGNITION SWITCH OUTPUT CIRCUIT CHECK

BUS FAILURE OPEN OR SHORTED CONDITION
PCI BUS UNABLE TO COMMUNICATE WITH THE SCAN TOOL
PCM
Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic
procedures and for further possible causes.
Diagnostic Test
1. ACTIVE DTC
Cycle the ignition key on and off several times. Leaving the ignition on for at least 20 seconds.
Does the DTC reset?

Yes >> Go To 2
No >> Refer to the INTERMITTENT CONDITION Symptom (Diagnostic Procedure).
U0101-LOST COMMUNICATION WITH TCM (CONTINUED)
2. PCM FUSED IGNITION SWITCH OUTPUT CIRCUIT
Switch Output circuit.

Yes >> Go To 3
No >> Repair the excessive resistance in the (F202), (F1), and (T751) Fused Ignition Switch (Offf, Run, Start)
circuit. Inspect the related fuse, if the fuse is open check the circuit for a short to ground.
3. PCI BUS UNABLE TO COMMUNICATE WITH THE SCAN TOOL

NOTE: Determine which modules this vehicle is equipped with before beginning.
NOTE: When attempting to communicate with any of the modules on this vehicle, the scan tool will display
1 of 2 different communication errors: a NO RESPONSE message or a BUS +/- SIGNALS OPEN MESSAGE.
Use the scan tool, attempt to communicate with the remaining control modules.
Was the scan tool able to communicate with one or more of the Modules?
No >> Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diag-
nostic procedures and for further possible causes.
U0155-NO CLUSTER BUS MESSAGE

• When Monitored:
Ignition key on and battery voltage greater than 10.4 volts.
• Set Condition:
No messages received from the MIC (Instrument Cluster) for more than 20 seconds. One Trip Fault. Three
Possible Causes
BUS CIRCUIT OPEN OR SHORTED

INSTRUMENT CLUSTER
PCM
Diagnostic Test
1. ACTIVE DTC
Cycle the ignition key on and off several times.
Does the DTC reset?

Yes >> Go To 2
2. COMMUNICATE WITH CLUSTER

With the scan tool, attempt to communicate with the Instrument cluster.
Can communication be established with the Instrument Cluster?

Yes >> Go To 3
U0155-NO CLUSTER BUS MESSAGE (CONTINUED)
3. INSTRUMENT CLUSTER OPERATION
Start the engine
Is the correct engine speed display in the instrument cluster (Tach)?

No >> Refer to the Instrument Category and perform the appropriate symptom.
U0168-NO SKIM BUS MESSAGE

• When Monitored:
• Set Condition:
No J1850 messages received from the Smart Key Immobilizer Module (SKIM) One Trip Fault. Three good trips
Possible Causes
NO RESPONCE FROM SKIM

BUS CIRCUIT OPEN OR SHORTED
SKIM
PCM
Diagnostic Test
1. ACTIVE DTC
With the scan tool, read the DTCs and record the related Freeze Frame data.

Yes >> Go To 2
Perform SKIS VERIFICATION. (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY - STANDARD
PROCEDURE)
2. NO RESPONSE FROM SKIM

With the scan tool , attempt to communicate with the SKIM.
NOTE: NOTE: This test will indicate if the Bus is operational from the DLC to the SKIM.
Was the scan tool able to communicate with the SKIM?

Yes >> Go To 3
Refer to symptom BUS +/- SIGNAL OPEN FROM SKIM in the COMMUNICATION category.
PROCEDURE)
U0168-NO SKIM BUS MESSAGE (CONTINUED)
3. PCI BUS CIRCUIT OPEN FROM PCM TO SKIM
Disconnect the SKIM harness connector.
Measure the resistance of the PCI Bus circuit from the SKIM harness
connector to the appropriate terminal of special tool #8815.

Yes >> Go To 4
No >> Repair the open in the PCI Bus circuit between the PCM
and the SKIM.
Perform SKIS VERIFICATION. (Refer to 8 - ELECTRICAL/
VEHICLE THEFT SECURITY - STANDARD PROCE-
DURE)
4. SKIM/PCM
Replace the Sentry Key Immobilizer Module per Service Information.
Display and erase all PCM and SKIM DTCs.
Perform 5 ignition key cycles leaving the ignition key on for 90 seconds per cycle.
With the scan tool, display PCM DTCs.
Does the scan tool display the same DTC?

PROCEDURE)
No >> Test Complete the conditions that set this DTC are no longer present.
*5.7L INTERMITTENT NO CRANK CONDITION

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?

No >> Refer to the appropriate diagnostic procedure for further assistance if any other DTC’s are set.
*CHECKING THE FUEL DELIVERY SYSTEM

*CHECKING THE FUEL DELIVERY SYSTEM (CONTINUED)
Possible Causes

(N1) FUEL PUMP RELAY OUTPUT CIRCUIT OPEN
FUEL PUMP RELAY
FUEL PUMP
Diagnostic Test
1. FUEL PUMP OPERATION

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.
Does the Fuel Pump operate?

Yes >> Go To 2
No >> Go To 5
2. FUEL PRESSURE
Install a fuel pressure gauge at the engine.
NOTE: NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi).

Below Specification
Go To 3
Test Complete.
Above Specification
Replace the fuel filter/fuel pressure regulator.
*CHECKING THE FUEL DELIVERY SYSTEM (CONTINUED)
WARNING: The fuel system is under a constant pressure even with the engine off. Before testing or ser-
Install special tool #6539 (5/169) or #6631(3/89) fuel line adapter and the fuel pressure gauge between the fuel sup-
ply line and the fuel pump module.
Is the fuel pressure within specification now?

Yes >> Repair/replace fuel supply line as necessary.
No >> Go To 4
4. CHECKING FUEL INLET STRAINER


No >> Replace the Fuel Pump Module.
5. (N1) FUEL PUMP RELAY OUTPUT CIRCUIT OPEN

Remove the Fuel Pump Relay from the IPM.
Measure the resistance of the (N1) Fuel Pump Relay Output circuit
from the relay connector to the fuel pump module connector.

Yes >> Replace the Fuel Pump Relay.
No >> Repair the open in the (N1) Fuel Pump Relay Output cir-
cuit.
*HARD START FUEL SYSTEM

Possible Causes
FUEL CONTAMINATION
FUEL PUMP MODULE
FUEL INJECTOR(S)
Diagnostic Test

Install a fuel pressure gauge at the engine.
NOTE: NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi).

Below Specification
Go To 2
Go To 4

Raise vehicle on hoist, and disconnect the fuel supply line at the fuel pump module.

Yes >> Visually and physically inspect the fuel supply lines between the fuel tank and the fuel rail. Repair/re-
place as necessary.
No >> Go To 3
*HARD START FUEL SYSTEM (CONTINUED)
3. CHECKING THE FUEL INLET STRAINER

No >> Replace the Fuel Pump Module.
4. FUEL PUMP MODULE

engine.
Does the fuel pressure drop?

Yes >> Replace Fuel Pump Module.
No >> Go To 5
*HARD START FUEL SYSTEM (CONTINUED)
5. FUEL INJECTOR(S)
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.

Yes >> Replace the leaking fuel injectors.
No >> Check the fuel for contaminants.
*ENGINE CRANKS BUT DOES NOT START

*ENGINE CRANKS BUT DOES NOT START (CONTINUED)
Possible Causes
NO START PRE-TEST
POWERTRAIN FUSES OPEN
SECONDARY INDICATORS PRESENT
ENGINE MECHANICAL
(K342) ASD RELAY OUTPUT CIRCUITS 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 (SKIM). 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.

No >> Go To 2
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 >> Replace the open fuse and check the related circuit(s) for a short to ground.
No >> Go To 3
3. SECONDARY INDICATORS PRESENT

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.
No >> Go To 4
ENGINE VALVE TIMING - must be within specifications, check for broken timing components

No >> Go To 5
Remove the ASD relay from the IPM.
Verify the ASD Relay is getting voltage on the Fused B+ circuits before
continuing.
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.

Yes >> Go To 6
No >> Repair the open in the (K342) ASD Relay Output circuits.
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?
No >> Check for contamination/water in the fuel. Make sure the fuel being used in this vehicle meets manu-
factures Fuel Requirement, refer to the service manual.
*FUEL PRESSURE LEAK DOWN

Possible Causes
FUEL PUMP MODULE
FUEL INJECTOR(S)
Diagnostic Test
1. FUEL PUMP MODULE

engine.

Yes >> Replace Fuel Pump Module.
No >> Go To 2
*FUEL PRESSURE LEAK DOWN (CONTINUED)
2. FUEL INJECTOR(S)
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.

Yes >> Replace the leaking fuel injectors.
*NO CRANK CONDITION

*NO CRANK CONDITION (CONTINUED)
Possible Causes
MECHANICAL CONDITION
BATTERY CIRCUIT RESISTANCE TOO HIGH
FUSED IGNITION SWITCH OUTPUT CIRCUITS
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 >> Go To 2
No >> Repair the mechanical condition preventing the starter motor from cranking.
2. TRANSMISSION RANGE SENSOR

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 resis-
tance between ground and the TRS (T41) Sense (P/NSense) 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 >> Go To 3
No >> Replace the Transmission Range Sensor.
3. EXCESSIVE RESISTANCE IN THE BATTERY CIRCUIT
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 >> Repair the excessive resistance in the Battery circuit.
No >> 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.
Briefly connect a jumper wire from the Internal Fused B+ circuit to the (T750) Starter Relay Output circuit.
Did the Starter Motor crank the engine?

Yes >> Go To 5
No >> Go To 7
5. (T751) FUSED IGNITION SWITCH OUTPUT CIRCUIT

Using a 12-volt test light, probe the (T751) Fused Ignition Switch Output circuit in the Starter Relay connector.
While observing 12-volt test light, hold ignition key in the start position.

Yes >> Go To 6
No >> Repair the excessive resistance in the (T751) Fused Ignition Switch Output circuit. Inspect related fuses
and repair as necessary.
6. (T752) STARTER RELAY CONTROL CIRCUIT OPEN
Remove the Starter Relay from the IPM.
Measure the resistance in the (T752) Starter Relay Control circuit from
the Relay terminal to the appropriate terminals of special tool #8815.

Yes >> Replace the Starter Motor Relay.
No >> Repair the open in the (T752) Starter Relay Control circuit.
7. INTERNAL FUSED B+ CIRCUIT OPEN

Using a 12-volt test light connected to ground, probe the Internal Fused B+ circuit at the Starter Relay terminal.

Yes >> Go To 8
No >> Repair the excessive resistance in the Internal Fused B+ circuit. Inspect related fuses and repair as
necessary.
8. (T750) STARTER RELAY OUTPUT CIRCUIT OPEN
Disconnect the Starter Relay Output connector from the Starter Sole-
noid.
Measure the resistance of the (T750) Starter Relay Output circuit
between the Relay and the Solenoid harness connector.

Yes >> Go To 9
No >> Repair the open in the Starter Relay Output circuit.
9. STARTER
If there are no other possible causes remaining, review repair.

Repair
Replace the Starter.
*NO RESPONSE WITH A NO START CONDITION

*NO RESPONSE WITH A NO START CONDITION (CONTINUED)
Possible Causes
(A919) PCM FUSED B+ CIRCUIT

PCM NO RESPONSE
(F202) (F1) (T751) PCM FUSED IGNITION SWITCH OUTPUT CIRCUITS
(Z130) (Z131) PCM GROUND CIRCUITS
(F855) 5-VOLT SENSOR OPEN/SHORTED
PCM
Diagnostic Test
1. (A919) 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 com-
municate with the PCM.
Using a 12-volt test light connected to ground probe the appropriate

Yes >> Go To 2
No >> Repair the open or short to ground in the (A919) Fused
B+ circuit. Inspect and replace fuses as necessary.
2. (F202), (F1), (T751) PCM FUSED IGNITION SWITCH CIRCUITS
Using a 12-volt test light connected to ground, probe the PCM Fused
Ignition Switch Output circuit in the appropriate terminals of special
tool #8815.

Yes >> Go To 3
No >> Repair the (F202) (F924) Ignition Switch Output circuit.
Inspect and replace fuses as necessary.
3. (Z130) AND (Z131) PCM GROUND CIRCUITS

(Z130) (Z131) PCM ground circuits in the appropriate terminals of spe-
cial tool #8815.

Yes >> Go To 4
No >> Repair the PCM ground circuits.
Disconnect the Crankshaft Position Sensor harness connector.
Measure the voltage on the (F855) 5-volt Supply circuit.

Yes >> Go To 5
No >> Go To 6
5. CKP SENSOR
Disconnect the TP Sensor harness connector on 3.7L and 4.7L vehi-
cles.
Disconnect the Throttle Body Harness connector on 5.7L vehicles.
sor or Throttle Body harness connector.

Yes >> If communication is available with a PCM on a like vehicle,
No >> Replace the Crankshaft Position Sensor.
6. (F855) 5-VOLT SENSOR OPEN/SHORTED
Disconnect the TP Sensor/Throttle Body harness connector.
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.
No >> Go To 7

Disconnect C2 PCM harness connector.
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 connec-
tors.

Yes >> Repair the short to ground in the (F855) 5-volt Supply circuit.
No >> Go To 8
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 connec-
tors.

Yes >> Repair the short to ground in the (F856) 5-volt Supply circuit.
No >> Go To 9
9. PCM
Ground circuits.

*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
Are any DTCs present?

Yes >> Refer to the appropriate Diagnostic Procedure.
No >> Go To 2
2. CHECKING SKREEM DTCS

NOTE: If you are unable to communicate with the SKIM/SKREEM, refer to the VEHICLE THEFT AND SECU-
RITY ELECTRICAL DIAGNOSTICS in Section 8 and perform the appropriate diagnostics.
With the scan tool, read the SKIM codes.
Are there any SKIM DTCs?

Yes >> Refer to the Sentry Key Vehicle Theft Security Electrical Diagnostics in Section 8.
No >> Go To 3
3. TP SENSOR SWEEP
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 >> Go To 4
No >> Replace the Throttle Position Sensor on a 3.7L and 4.7L engines or the Throttle Body Assembly on a
5.7L engine.
*START AND STALL CONDITION (CONTINUED)
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 >> Go To 5
No >> Check for a binding throttle condition. If OK, replace the Throttle Position Sensor or the Throttle Body
Assembly on a 5.7L.

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.
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 >> Go To 6
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?

No >> Go To 7
*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?
No >> Check for contamination/water in the fuel. Ensure the fuel being used in this vehicle meets manufac-
tures Fuel Requirement, refer to the service manual.
STANDARD PROCEDURE
POWERTRAIN VERIFICATION TEST
For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS)
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
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 per-
formed.
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. Using the scan tool, program the Secret Key information into the PCM using the PCM replaced
function under the WCM menu.
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 9lift foot set9), 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 9lift foot sets9 are continually used, a speed control overshoot/undershoot condition will develop.
25. To 9unlearn9 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 >> Repair is complete.
No >> Check for any related Technical Service Bulletins and/or refer to the appropriate Diagnostic Procedure.
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.
formed.
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 >> Check for any Technical Service Bulletins and/or refer to the appropriate Diagnostic Procedure.
No >> Repair is complete.

1. Install the Miller Tool #8404 Evaporative Emission Leak Detector (EELD) according to the instructions in the pre-
vious DTC table.
2. Set the smoke/air control switch to AIR.
3. Insert the tester’s AIR supply tip (clear hose) into the appropriate calibration orifice on the tester’s control panel
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 vehicle’s 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
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.
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 >> Repeat the DTC test to identify the leak and repair.
formed.
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 9Catalyst Replaced9 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 Diag-
nostic 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?
SCHEMATICS AND DIAGRAMS
PCM C1 SYSTEM SCHEMATIC



DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - DIESEL 9 - 1045
ENGINE - ELECTRICAL DIAGNOSTICS - DIESEL
TABLE OF CONTENTS
page page
ENGINE - ELECTRICAL DIAGNOSTICS - P0192-FUEL PRESSURE SENSOR

DIESEL VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . 1124
CAUTION P0193-FUEL PRESSURE SENSOR
P0016-ENGINE SPEED SIGNAL VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . 1130
MISMATCH . . . . . . . . . . . . . . . . . . . . . . . . . 1048 P0201-INJECTOR #1 CONTROL CIRCUIT . 1135
DIAGNOSIS AND TESTING P0202-INJECTOR #2 CONTROL CIRCUIT . 1139
PRE-DIAGNOSTIC TROUBLESHOOTING P0203-INJECTOR #3 CONTROL CIRCUIT . 1143
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . 1051 P0204-INJECTOR #4 CONTROL CIRCUIT . 1147
POWERTRAIN VERIFICATION TEST VER - 1 P0205-INJECTOR #5 CONTROL CIRCUIT . 1151
(DIESEL) . . . . . . . . . . . . . . . . . . . . . . . . . . 1053 P0206-INJECTOR #6 CONTROL CIRCUIT . 1155
POWERTRAIN VERIFICATION TEST VER - 2 P0217-DECREASED ENGINE
(DIESEL) . . . . . . . . . . . . . . . . . . . . . . . . . . 1054 PERFORMANCE DUE TO ENGINE
POWERTRAIN VERIFICATION TEST VER - 4 OVERHEAT CONDITION . . . . . . . . . . . . . . 1159
(DIESEL) . . . . . . . . . . . . . . . . . . . . . . . . . . 1055 P0219-CRANKSHAFT POSITION SENSOR
POWERTRAIN VERIFICATION TEST VER - 5 OVER SPEED SIGNAL . . . . . . . . . . . . . . . . 1161
(DIESEL) . . . . . . . . . . . . . . . . . . . . . . . . . . 1057 P0234-TURBOCHARGER OVERBOOST
INTERMITTENT CONDITION . . . . . . . . . . . 1058 CONDITION . . . . . . . . . . . . . . . . . . . . . . . . 1163
P0069-BOOST KEY ON RATIONALITY . . . . 1059 P0236-MAP SENSOR TOO HIGH
P0071-INLET AIR TEMP SENSOR TOO LONG . . . . . . . . . . . . . . . . . . . . . . . . . 1165
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . 1062 P0237-MAP SENSOR VOLTAGE TOO LOW . . 1168
P0072-INLET AIR TEMP SENSOR VOLTAGE P0238-MAP SENSOR VOLTAGE
TOO LOW . . . . . . . . . . . . . . . . . . . . . . . . . 1064 TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . 1174
P0073-INLET AIR TEMP SENSOR VOLTAGE P0243-WASTEGATE PRESSURE CONTROL
TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . 1069 PWM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1179
P0088-FUEL RAIL PRESSURE SIGNAL IS P0251-CP3 PUMP REGULATOR
ABOVE MAX LIMIT . . . . . . . . . . . . . . . . . . . 1074 CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 1185
P0106-INLET AIR PRESSURE SENSOR P0299-BOOST IN RANGE LOW . . . . . . . . . 1192
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . 1076 P0300-MULTIPLE CYLINDER MISFIRE . . . . 1196
P0107-INLET AIR PRESSURE SENSOR P0301-CYLINDER # 1 MISFIRE . . . . . . . . . 1199
VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . 1078 P0302-CYLINDER # 2 MISFIRE . . . . . . . . . 1202
P0108-INLET AIR Pressure Sensor Voltage P0303-CYLINDER # 3 MISFIRE . . . . . . . . . 1205
Too high . . . . . . . . . . . . . . . . . . . . . . . . . . . 1085 P0304-CYLINDER # 4 MISFIRE . . . . . . . . . 1208
P0111-INTAKE AIR TEMPERATURE (IAT) P0305-CYLINDER # 5 MISFIRE . . . . . . . . . 1211
SENSOR RATIONALITY . . . . . . . . . . . . . . . 1091 P0306-CYLINDER # 6 MISFIRE . . . . . . . . . 1214
P0112-INTAKE AIR TEMPERATURE (IAT) P0335-CRANKSHAFT POSITION (CKP)
SENSOR VOLTAGE TOO LOW . . . . . . . . . . 1093 LOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1217
P0113-INTAKE AIR TEMPERATURE (IAT) P0336-CRANKSHAFT POSITION (CKP)
SENSOR VOLTAGE TOO HIGH . . . . . . . . . 1098 SENSOR SIGNAL . . . . . . . . . . . . . . . . . . . . 1224
P0116-ENGINE COOLANT TEMPERATURE P0337-CRANKSHAFT POSITION (CKP)
(ECT) SENSOR RATIONALITY . . . . . . . . . . 1103 SENSOR VOLTAGE TOO LOW . . . . . . . . . . 1231
P0117-ENGINE COOLANT TEMPERATURE P0338-CRANKSHAFT POSITION (CKP)
(ECT) SENSOR VOLTAGE TOO LOW . . . . . 1106 SENSOR VOLTAGE TOO HIGH . . . . . . . . . 1234
P0118-ENGINE COOLANT TEMPERATURE P0340-CAMSHAFT POSITION (CMP)
(ECT) SENSOR VOLTAGE TOO HIGH . . . . 1110 LOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1237
P0128-THERMOSTAT RATIONALITY . . . . . 1115 P0341-CAMSHAFT POSITION (CMP)
P0148-HIGH PRESSURE COMMON RAIL SENSOR SIGNAL . . . . . . . . . . . . . . . . . . . . 1243
(HPCR) CHECKSUM . . . . . . . . . . . . . . . . . . 1116 P0381-WAIT TO START LAMP
P0169-WATER IN FUEL (WIF) LIGHT ON INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . 1250
TOO LONG . . . . . . . . . . . . . . . . . . . . . . . . . 1119 P0461-Fuel Level Unit No Change Over
P0191-FUEL RAIL PRESSURE SENSOR Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1252
PERFORMANCE . . . . . . . . . . . . . . . . . . . . 1121
9 - 1046 ENGINE - ELECTRICAL DIAGNOSTICS - DIESEL DR/DH
P0462-LOW VOLTAGE DETECTED AT THE P0652-LOW VOLTAGE AT THE #1 SENSOR

FUEL LEVEL SENSOR . . . . . . . . . . . . . . . . 1255 SUPPLY CIRCUIT . . . . . . . . . . . . . . . . . . . . 1375
P0463-HIGH VOLTAGE DETECTED AT THE P0653-HIGH VOLTAGE AT THE #1 SENSOR
FUEL LEVEL SENSOR . . . . . . . . . . . . . . . . 1259 SUPPLY CIRCUIT . . . . . . . . . . . . . . . . . . . . 1379
P0477-LOW VOLTAGE ON THE ENGINE P0698-ACCELERATOR PEDAL POSITION
BRAKE DRIVER . . . . . . . . . . . . . . . . . . . . . 1262 SENSOR (APPS) SUPPLY VOLTAGE TOO
P0478-HIGH VOLTAGE ON THE ENGINE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1382
BRAKE DRIVER . . . . . . . . . . . . . . . . . . . . . 1265 P0699-ACCELERATOR PEDAL POSITION
P0480-FAN CLUTCH . . . . . . . . . . . . . . . . . 1267 SENSOR (APPS) SUPPLY VOLTAGE TOO
P0483-FAN SPEED . . . . . . . . . . . . . . . . . . 1272 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1386
P0500-NO VEHICLE SPEED SENSOR P1652-J1850 SHORT TO GROUND . . . . . . 1389
SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1280 P2121-PPS CONFORMANCE ERROR . . . . 1392
P0514-BAT TEMPERATURE SENSOR P2122-PPS 1 VOLTAGE TOO LOW . . . . . . 1404
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . 1284 P2123-PPS 1 VOLTAGE TOO HIGH . . . . . . 1410
P0516-LOW VOLTAGE AT THE BAT TEMP P2127-PPS 2 VOLTAGE TOO LOW . . . . . . 1414
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . 1286 P2128-PPS 2 VOLTAGE TOO HIGH . . . . . . 1420
P0517-HIGH VOLTAGE AT THE BAT TEMP P2146-BANK 1 (CYLINDERS 1-3) SHORTED
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . 1290 HIGH OR LOW . . . . . . . . . . . . . . . . . . . . . . 1424
P0521-OIL PRESSURE SWITCH P2149-BANK 2 (CYLINDERS 4-6) SHORTED
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . 1295 HIGH OR LOW . . . . . . . . . . . . . . . . . . . . . . 1433
P0524-OIL PRESSURE TOO LOW . . . . . . . 1298 P2266-WATER IN FUEL (WIF) SENSOR
P0532-A/C SENDING UNIT VOLTS TOO VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . 1442
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1301 P2269-WATER IN FUEL (WIF) . . . . . . . . . . 1445
P0533-A/C SENDING UNIT VOLTS TOO P2502-CHARGING SYSTEM ERROR . . . . . 1448
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1308 P2503-CHARGING SYSTEM OUTPUT LOW . . 1452
P0541-LOW VOLTAGE ON THE #1 INTAKE P2504-CHARGING SYSTEM OUTPUT HIGH . . 1455
AIR HEATER RELAY . . . . . . . . . . . . . . . . . 1313 P2509-POWERDOWN DATA LOST ERROR . . 1459
P0542-HIGH VOLTAGE ON THE #1 INTAKE P2607-LOW VOLTAGE AT THE #2 INTAKE
AIR HEATER RELAY . . . . . . . . . . . . . . . . . 1316 AIR HEATER RELAY . . . . . . . . . . . . . . . . . 1463
P0562-BATTERY VOLTAGE LOW . . . . . . . . 1319 P2608-HIGH VOLTAGE AT THE #2 INTAKE
P0563-BATTERY VOLTAGE HIGH . . . . . . . 1323 AIR HEATER RELAY . . . . . . . . . . . . . . . . . 1467
P0572-LOW VOLTAGE DETECTED AT THE P2609-NO VOLTAGE DROP SEEN FROM
BRAKE SWITCH . . . . . . . . . . . . . . . . . . . . . 1326 INTAKE AIR HEATERS . . . . . . . . . . . . . . . . 1470
P0573-HIGH VOLTAGE DETECTED AT THE *ENGINE SPEED SURGES UNDER LOAD
BRAKE SWITCH . . . . . . . . . . . . . . . . . . . . . 1330 OR IN OPERATING RANGE . . . . . . . . . . . . 1473
P0580-LOW VOLTAGE DETECTED AT THE *ENGINE SPEED SURGES LOW OR HIGH
SPEED CONTROL SWITCH . . . . . . . . . . . . 1333 IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1474
P0581-HIGH VOLTAGE DETECTED AT THE *ENGINE DIFFICULT TO START OR WILL
SPEED CONTROL SWITCH . . . . . . . . . . . . 1337 NOT START (NO EXHAUST SMOKE
P0602-CHECKSUM ERROR . . . . . . . . . . . . 1343 WHILE CRANKING) . . . . . . . . . . . . . . . . . . 1475
P0604-ECM SOFTWARE ERROR . . . . . . . . 1344 *ENGINE DIFFICULT TO START OR WILL
P0606-ECM HARDWARE ERROR . . . . . . . 1345 NOT START (EXHAUST SMOKE) . . . . . . . . 1476
P0607-ECM INTERNAL FAILURE . . . . . . . . 1346 *ENGINE SPEED SURGES IN PTO OR
P0622-GENERATOR FIELD NOT CRUISE CONTROL . . . . . . . . . . . . . . . . . . 1477
SWITCHING PROPERLY . . . . . . . . . . . . . . 1347 *CHECKING THE ACCELERATOR PEDAL
P0628-LOW VOLTAGE DETECTED AT THE SENSOR CALIBRATION . . . . . . . . . . . . . . . 1478
FUEL LIFT PUMP . . . . . . . . . . . . . . . . . . . . 1351 *CHECKING THE ECM POWER AND
P0629-HIGH VOLTAGE DETECTED AT THE GROUNDS . . . . . . . . . . . . . . . . . . . . . . . . . 1479
FUEL LIFT PUMP . . . . . . . . . . . . . . . . . . . . 1355 *CHECKING PRESSURE LIMITING VALVE
P0630-VIN NOT ENTERED ERROR . . . . . . 1359 ON THE FUEL RAIL FOR INTERNAL
P0633-SKIM SECRET KEY NOT ENTERED . . 1360 LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1480
P0642-LOW VOLTAGE AT THE #2 SENSOR *FUEL HEATER THERMOSTAT TEST . . . . . 1481
SUPPLY CIRCUIT . . . . . . . . . . . . . . . . . . . . 1361 *FUEL PUMP RETURN FLOW TEST . . . . . 1482
P0643-HIGH VOLTAGE AT THE #2 SENSOR *HIGH PRESSURE FUEL PUMP
SUPPLY CIRCUIT . . . . . . . . . . . . . . . . . . . . 1365 PERFORMANCE TEST . . . . . . . . . . . . . . . . 1483
P0646-LOW VOLTAGE DETECTED AT THE *INJECTOR RETURN FLOW TEST . . . . . . . 1484
A/C CLUTCH RELAY . . . . . . . . . . . . . . . . . 1368 *INTAKE AIR SYSTEM PRESSURE TEST . 1485
P0647-HIGH VOLTAGE DETECTED AT THE
A/C CLUTCH RELAY . . . . . . . . . . . . . . . . . 1372
ENGINE - ELECTRICAL DIAGNOSTICS - DIESEL

CAUTION
P0016-ENGINE SPEED SIGNAL MISMATCH

P0016-ENGINE SPEED SIGNAL MISMATCH (CONTINUED)
• When Monitored:
While Engine is running.
• Set Condition:
When the engine speed detected by the Engine Position Sensor (cam) and the Engine Speed Sensor (crank)
differ by a specified RPM amount.
Possible Causes
DAMAGE TO THE ESS OR EPS

MECHANICAL MISALIGNMENT OF THE ESS OR EPS
MECHANICAL MISALIGNMENT OF THE CAMSHAFT AND CRANKSHAFT GEARS
Diagnostic Test
1. DAMAGE TO THE ESS OR EPS

Visually inspect the condition of the tone wheel, ESS, and EPS for damage.
Are any of the components damaged?

Yes >> Repair or replace any damaged component.
Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)
No >> Go To 2
2. MECHANICAL MISALIGNMENT OF THE ESS OR EPS

Verify the speed indicator ring is properly positioned relative to the locating pin in the front face of the crankshaft.
Is the speed indicator ring properly installed?

Yes >> Go To 3
No >> Repair the speed ring indicator ring installation.
AND TESTING)
3. Test Mechanical misalignment of the camshaft and crankshaft gears.

Check the mechanical alignment of the camshaft gear to the crankshaft gear. Refer to service manual for assis-
tance.
Are the gear teeth in proper alignment?

Yes >> Refer to the INTERMITTENT CONDITION Symptom (Diagnostic Procedure). (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING)
No >> Repair the gear alignment.
AND TESTING)


Diagnostic Test
1. NO RESPONSE

No >> Go To 2
2. NO START

and Starting.
No >> Go To 3


Testing complete.
Go To 4

Clear the DTC(s).

POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL)

Diagnostic Test
1. POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL)

1. Clear the DTC before continuing.
2. Check if any of the following conditions exist.
3. The ECM has been disconnected or replaced.
4. The battery power has been disconnected.
5. If the ECM has been replaced, do the following: (Other go to step 12).
NOTE: 8. If the Engine Control Module has been replaced and the correct VIN and mileage have not been
programmed, a DTC will be set in the ABS, Airbag Modules and SKIM module.
6. For ABS and Airbag Systems: Action: Enter correct VIN and Mileage in PCM. Erase ABS and Airbag Module
codes.
7. If the ECM has not been replaced, do the following.
8. Inspect the vehicles to ensure that all engine components are connected. Reassemble and reconnect compo-
nents as necessary.
9. Attempt to start the engine.
10. If the engine is unable to start, look for any Technical Service Bulletins that may relate to this condition. Return
to Symptom list if necessary.
11. If the there are no DTCs present and all components are functional, the repair is complete.
Are any DTC(s) present?

Yes >> Repair is not complete, refer to appropriate symptom.

Diagnostic Test

2. The ECM has been disconnected or replace.
3. The Battery power has been disconnected.
4. If the PCM has been replaced, do the following: (Otherwise go to step 12)
NOTE: 5. If the Engine Control Module has been changed and the correct VIN andmileage have not been
programmed, a DTC will be set in the ABS and Airbag Module.
6. For ABS and Airbag Systems: Action: Enter correct VIN and Mileage in the ECM. Erase ABS and Airbag Module
codes.
7. If the ECM has been replace, do the following.
8. If this verification procedure is being performed after a No Trouble Code repair, do the following.
9. Check to see if the initial symptom still exists. If the initial or another symptom exists, the repair is not complete.
Check all pertinent Technical Service Bulletins and return to the Symptom list if necessary.
10. If this verification procedure is being performed after a Trouble Code repair, do the following.
11. Connect the scan tool to the data link connector and erase trouble codes.
12. With the scan tool, reset all memory values.
13. If this test is for an A/C trouble code, ensure it is operating during the following road test.
14. Drive the vehicle for at least five minutes, For some of the drive, go at least 40 MPH; at some point stop the
vehicle and turn the engine off for 10 seconds or more; then restart and continue. Ensure the transmission shifts
through all gears.
15. Upon completion of the road test, turn the engine off and read trouble codes with the scan tool. If a trouble code
has been set, return to the Symptom list and follow the path specified.
Is there any DTC(s) present?


4. Inspect the vehicle to ensure that all engine components are properly installed and connected. Reassemble and
reconnect components as necessary.
5. With the DRBIIIT, erase DTCs.
6. If the ECM has been replaced, perform steps 11 through 13, then continue with the verification.
7. If ECM has been changed and correct VIN and mileage have not been programmed, a DTC will be set in ABS
and Air bag modules. In addition, if vehicle is equipped with a Sentry Key Immobilizer Module (SKIM), Secret Key
data must be updated to enable start.
8. For ABS and Air Bag systems: Enter correct VIN and Mileage in ECM. Erase codes in ABS and Air Bag modules.
9. For SKIM theft alarm: Connect DRBIIIT to data link conn. Go to Theft Alarm, SKIM, Misc. and place SKIM in
secured access mode, by using the appropriate PIN code for this vehicle. Select Update the Secret Key data. Data
will be transferred from SKIM to PCM
11. Depress and release the SET Switch. If the speed control did not engage, the repair is not complete. Check for
TSBs that pertain to speed control problem and then, if necessary, return to Symptom List.
12. Depress and hold the RESUME/ACCEL Switch. If the vehicle speed did not increase by at least 2 mph, the
repair is not complete. Check for TSBs that pertain to speed control problem and then, if necessary, return to Symp-
tom List.
13. Press and hold the COAST switch. The vehicle speed should decrease. If it did not decrease, the repair is not
complete. Check for TSBs that pertain to speed control problem and then, if necessary, return to Symptom List.
14. Using caution, depress and release the brake pedal. If the speed control did not disengage, the repair is not
complete. Check for TSBs that pertain to speed control problem and then, if necessary, return to Symptom List.
16. Depress the RESUME/ACCEL switch. If the speed control did not resume the previously set speed, the repair
is not complete. Check for TSBs that pertain to speed control problem and then, if necessary, return to Symptom
List.
17. Hold down the SET switch. If the vehicle did not decelerate, the repair is not complete. Check for TSBs that
pertain to speed control problem and then, if necessary, return to Symptom List.
18. Ensure vehicle speed is greater than 35 mph and release the SET Switch. If vehicle did not adjust and set a
new vehicle speed, the repair is not complete. Check for TSBs that pertain to speed control problem and then, if
necessary, return to Symptom List.
19. Depress and release the CANCEL switch. If the speed control did not disengage, the repair is not complete.
Check for TSBs that pertain to speed control problem and then, if necessary, return to Symptom List.
21. Depress the OFF switch to turn OFF, (Cruise light will be off). If the speed control did not disengage, the repair
is not complete. Check for TSBs that pertain to speed control problem and then, if necessary, return to Symptom
List.
22. If the vehicle successfully passed all of the previous tests, the speed control system is now functioning as
designed. The repair is now complete.
23. NOTE: OVERSHOOT/UNDERSHOOT FOLLOWING SPEED CONTROL SET.
POWERTRAIN VERIFICATION TEST VER - 4 (DIESEL) (CONTINUED)
30. Then turning the cruise control switch to the OFF position (or press the CANCEL button if equipped) after wait-
ing 10 seconds.
condition.


Diagnostic Test

4. Inspect the vehicle to ensure that all engine components are properly installed and connected. Reassemble and
reconnect components as necessary.
5. If any existing diagnostic trouble codes have not been repaired, go to Symptom List and follow path specified.
7. Ensure the fuel tank has at least a quarter tank of fuel. Turn off all accessories.
8. Perform steps 15 through 17 if the PCM has been replaced. Then proceed with the verification. If the ECM has
not been replaced skip those steps and continue verification.
9. If ECM has been changed and correct VIN and mileage have not been programmed, a DTC will be set in ABS
and Air bag modules. In addition, if vehicle is equipped with a Sentry Key Immobilizer Module (SKIM), Secret Key
data must be updated to enable start.
10. For ABS and Air Bag systems: Enter correct VIN and Mileage in ECM. Erase codes in ABS and Air Bag mod-
ules.
11. For SKIM theft alarm: Connect scan tool to data link connector to Theft Alarm, SKIM, Misc. and place SKIM in
secured access mode by using appropriate PIN code for this vehicle. Select Update the Secret Key data. Data will
be transferred from SKIM to PCM.
12. If a Comprehensive Component DTC was repaired, perform steps 10-13. If a Major OBDII Monitor DTC was
14. If there are no new DTC’s, the repair was successful and is now complete. Erase DTC’s and disconnect the
scan tool.
15. If the repaired DTC has reset, the repair is not complete. Check for any related TSB’s or flash updates and
return to the Symptom list.
16. If another DTC has set, return to the Symptom List and follow the path specified for that DTC.
running).
18. If the monitor ran, the repair was successful and is now complete. Erase DTC’s and disconnect the scan tool.
complete. Check for any related technical service bulletins or flash updates and return to Symptom List.
20. If another DTC has set, return to the Symptom List and follow the path specified for that DTC.
Is any DTC(s) present?

POSSIBLE CAUSES
Diagnostic Test
Perform a voltage drop test on the related circuits between the suspected faulty component and the ECM.
Inspect and clean all ECM, engine, and chassis grounds that are related to the most current DTC.
actuation.

Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL).
P0069-BOOST KEY ON RATIONALITY

P0069-BOOST KEY ON RATIONALITY (CONTINUED)
• When Monitored:
While the key is on.
• Set Condition:
The boost pressure recorded at key on is not within a calibrated range from the inlet air pressure sensor.
Possible Causes
OTHER DTC’S PRESENT

INLET AIR PRESSURE SENSOR
BOOST PRESSURE SENSOR
Diagnostic Test
1. OTHER DTC’S PRESENT

Are any DTC’s present for Inlet air pressure or boost pressure?
Yes >> Repair other DTC’s first.
AND TESTING)
No >> Go To 2
2. COMPARE THE INLET AIR PRESSURE

Using the scan tool, compare the inlet air pressure (barometric pressure) sensor reading to the boost pressure sen-
sor reading.
Are the pressure readings within 6 in hg of each other?

Yes >> Go To 5
No >> Go To 3
3. INLET AIR PRESSURE SENSOR

Turn the ignition on, engine off.
Using the scan tool, read the inlet air pressure sensor value.
Is the inlet air pressure sensor reading consistent with the barometric pressure for the geographic
region?
Yes >> Go To 4
No >> Relace the inlet air pressure sensor.
AND TESTING)
P0069-BOOST KEY ON RATIONALITY (CONTINUED)
4. BOOST PRESSURE SENSOR
Using the scan tool, read the boost pressure sensor value.
Is the Boost pressure sensor reading consistent with the barometric pressure for the geographic region?
Yes >> Go To 5
No >> Relace the Boost pressure sensor.
AND TESTING)
The conditions necessary to set this DTC are not present at this time.
Using the schematics as a guide, inspect the wiring and connectors specific to this circuit.
Wiggle the wiring and connectors while checking for any possible open or shorted circuits.
Check for any Service Information Tune-ups or Technical Service Bulletins that may apply.

AND TESTING)
P0071-INLET AIR TEMP SENSOR RATIONALITY

P0071-INLET AIR TEMP SENSOR RATIONALITY (CONTINUED)
• When Monitored:
While the engine is running.
• Set Condition:
The ECM does not read a change in value from the sensor over time.
Possible Causes
INLET AIR TEMPERATURE SENSOR
Diagnostic Test
1. INLET AIR TEMPERATURE SENSOR

Remove the temperature sensor and reconnect the wiring to the sensor.
With the scan tool in Sensors, Monitor the inlet Air Temperature.
While heating the sensor with an external heat source (DO NOT USE OPEN FLAME).
Does the reading from the sensor increase at least 5 degrees F. on the scan tool?
Yes >> Refer to the INTERMITTENT CONDITION Symptom (Diagnostic Procedure).
AND TESTING)
No >> Replace the inlet air temperature sensor.
AND TESTING)
P0072-INLET AIR TEMP SENSOR VOLTAGE TOO LOW

P0072-INLET AIR TEMP SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
• Set Condition:
The circuit voltage to the ECM falls below a calibrated threshold for a certain period of time.
Possible Causes
SENSOR OUT OF SPEC

HARNESS SHORTED (SENSOR SIDE)
(Y501) 5-VOLT SUPPLY OPEN
HARNESS SHORTED (ECM SIDE)
ECM
Diagnostic Test
1. INLET AIR TEMP SENSOR OUT OF SPEC

Disconnect the Inlet Air Temp sensor harness connector.
Measure the resistance of the temperature sensor.
Is the resistance between 300 and 90k ohms?

Yes >> Go To 2
No >> Replace the sensor.
AND TESTING)
Reconnect the Inlet Air Temp Sensor harness connector.
Turn the ignition on.
Did the DTC return?

Yes >> Go To 3
No >> Refer to the INTERMITTENT CONDITION Symptom (Diagnostic Procedure). (Refer to 9 - ENGINE -
3. HARNESS SHORTED (INLET AIR TEMPERATURE SENSOR SIDE)
Disconnect the inlet Air Temp sensor harness connector.
Disconnect the ECM harness connector.
Measure the resistance between the engine ground and the (K615)
temperature sensor signal circuit at the sensor connector.
Is the resistance more than 100 k ohms?

Yes >> Go To 4
No >> Repair or replace the Engine harness shorted.
Perform POWERTRAIN VERIFICATION TEST VER - 1
(DIESEL). (Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING)
4. HARNESS SHORTED (ECM SIDE)

Measure the resistance between the (K615) signal circuit and all other
circuits at the ECM harness connector.

Yes >> Go To 5
No >> Repair or replace the ECM harness shorted.
TESTING)
5. (K668) 5-VOLT SUPPLY CIRCUIT
Reconnect the ECM harness connector.
Measure the voltage between the (K668) supply circuit and the (K690)
return circuit in the Air Temp sensor harness connector.

Yes >> Go To 6
No >> Go To 7
6. ECM
Reconnect the Air Temp sensor harness connector.
While monitoring with scan tool, disconnect the Air Temp sensor harness connector.
Did the DTC P0073 set?

Yes >> Refer to the INTERMITTENT CONDITION Symptom (Diagnostic Procedure) (Refer to 9 - ENGINE -
No >> Replace the ECM.
AND TESTING)
7. (K668) 5-VOLT SUPPLY OPEN
Disconnect the ECM harness connectors.
Measure the voltage at the (K668) 5-volt supply circuit at the ECM
harness connector.

Yes >> Fix or repair the (K668) 5-volt supply circuit shorted to
voltage.
TESTING)
TESTING)
P0073-INLET AIR TEMP SENSOR VOLTAGE TOO HIGH

P0073-INLET AIR TEMP SENSOR VOLTAGE TOO HIGH (CONTINUED)
For the Engine circuit diagram (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ENGINE CON-
TROL MODULE - SCHEMATIC - ELECTRICAL)
• When Monitored:
With ignition on and battery voltage greater than 10.4 volts.
• Set Condition:
The circuit voltage to the ECM is above a calibrated threshold for a certain period of time.
Possible Causes
DTC RETURNS
INLET AIR TEMPERATURE SENSOR
(K69) SIGNAL CIRCUIT OPEN
(Y502) RETURN CIRCUIT OPEN
(K69) SIGNAL CIRCUIT SHORTED
ECM
Diagnostic Test
1. DTC RETURNS
With the scan tool, record all Freeze frame data.
Did the DTC return?

Yes >> Go To 2
2. INLET AIR TEMPERATURE SENSOR

Disconnect the Inlet Air Temp sensor harness connector.
Measure the resistance of the Inlet Air temp sensor

Yes >> Go To 3
No >> Replace the Inlet air temperature sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL). (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/ENGINE CONTROL MODULE - DIAGNOSIS AND TESTING).
3. RESISTANCE CHECK
Reconnect the Inlet Air Temp sensor harness connector.
Measure the resistance between the (K615) inlet air temperature sen-
sor signal circuit and (K690) return circuit at the ECM connector.

Yes >> Go To 6
No >> Go To 4
4. (K615) INLET AIR TEMPERATURE SIGNAL CIRCUIT OPEN

Disconnect the inlet Air Temp sensor harness connector.
Measure the resistance of the (K615) inlet air temperature sensor sig-
nal circuit between the sensor harness connector and the ECM har-
ness connector.
Is the resistance less than 10 Ohms?

Yes >> Go To 5
No >> Repair or replace the harness.
(DIESEL). (Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/ENGINE CONTROL MODULE - DIAG-
NOSIS AND TESTING)
5. (K690) RETURN CIRCUIT OPEN
Measure the resistance of the sensor (K690) return circuit between the
sensor harness connector and the ECM harness connector.

Yes >> Go To 6
No >> Repair or replace the harness.
NOSIS AND TESTING)
6. (K615) SIGNAL CIRCUIT SHORTED

Check for a short circuit from the (K615) signal circuit to all other cir-
cuits at the ECM harness connector.

Yes >> Go To 7
No >> Repair or replace the harness for a short to ground in the
signal circuit.
NOSIS AND TESTING)
7. ECM
While monitoring with scan tool, use a jumper wire and connect the
sensor (K615) signal circuit to the sensor (K690) return circuit at the
sensor connector.

Yes >> Refer to the INTERMITTENT CONDITION Symptom
(Diagnostic Procedure). (Refer to 9 - ENGINE - DIAGNO-
SIS AND TESTING)
NOSIS AND TESTING)
TRONIC CONTROL MODULES/ENGINE CONTROL MODULE - DIAGNOSIS AND TESTING)
P0088-FUEL RAIL PRESSURE SIGNAL IS ABOVE MAX LIMIT

P0088-FUEL RAIL PRESSURE SIGNAL IS ABOVE MAX LIMIT (CONTINUED)
• When Monitored:
Engine running.
• Set Condition:
Fuel pressure is above a calibrated value for a calibrated amount of time.
Possible Causes
FUEL CONTROL ACTUATOR (FCA)

FUEL PRESSURE SENSOR
Diagnostic Test
1. Fuel Pressure Sensor

Using the scan tool, compare the scan tool reading for fuel pressure set point to the scan tool reading for actual fuel
pressure.
Does the actual fuel pressure correlate with the fuel pressure setpoint while operating the engine over
various operating conditions?
Yes >> Go To 2
No >> Check the electrical connector of the Fuel Control Actuator, if the connection is tight, replace the fuel
control actuator.
TRONIC CONTROL MODULES/ENGINE CONTROL MODULE - DIAGNOSIS AND TESTING).
2. FUEL PUMP
Disconnect the Electronic Fuel Control Actuator connector.
Connect an incandescent test light across the Fuel Control Actuator driver pin and the Fuel Control Actuator return
wire at the fuel control actuator connector.
Observe the test light.
The ECM will perform a self test of the circuit which should momentarily flash the test light brightly, one time,
approximately 20 seconds after being connected.
NOTE: Compare test light brightness to that of a direct connection to the battery.
Did the light flash brightly?

Yes >> Replace the fuel pump.
P0106-INLET AIR PRESSURE SENSOR RATIONALITY

P0106-INLET AIR PRESSURE SENSOR RATIONALITY (CONTINUED)
• When Monitored:
When the ignition is on.
• Set Condition:
The Inlet air pressure is above a calibrated threshold.
Possible Causes

TROUBLESHOOT OTHER DTC’S FIRST
Diagnostic Test
1. Troubleshoot other DTC’s First

Using the Scan tool, check for additional DTC’s.
Do you have any other air pressure related DTC’s?

Yes >> Troubleshoot other DTC’s First.
No >> Go To 2

Using the scan tool, monitor the Inlet air pressure sensor values.
Do the readings on the scan tool fluctuate slightly?

No >> Replace the Inlet Air Temperature/ Pressure sensor.
P0107-INLET AIR PRESSURE SENSOR VOLTAGE TOO LOW

P0107-INLET AIR PRESSURE SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes

INLET AIR SENSOR (K616) SIGNAL CIRCUIT SHORTED TO THE (Y502) RETURN CIRCUIT
INLET AIR PRESSURE SENSOR (K668) SUPPLY CIRCUIT SHORTED TO THE RETURN CIRCUIT
(K668) 5-VOLT SUPPLY CIRCUIT OPEN
(K616) SIGNAL CIRCUIT SHORTED TO GROUND
(K668) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
ECM
Diagnostic Test

Do you have multiple DTC’s?

No >> Go To 2
2. SENSOR VOLTAGE
Disconnect the Inlet Air Pressure sensor harness connector.
Measure the voltage between the (K668) 5-volt supply circuit and
(Y502) return circuit of the sensor harness connector.

Yes >> Go To 3
No >> Go To 5

While monitoring scan tool, use a jumper wire to connect the (K668)
5-volt supply circuit with the (K616) signal circuit at the sensor harness
connector.
Does the scan tool show a pressure sensor out of range high
DTC?
Yes >> Replace the Inlet Air Temperature/Pressure sensor.
NOSIS AND TESTING)
No >> Go To 4
4. INLET AIR PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO THE RETURN CIRCUIT
Measure the resistance between the (K616) signal circuit and (Y502)
return circuit in the Inlet Air pressure sensor harness connector.
Is the resistance greater than 100K Ohms?

Yes >> Go To 5
No >> Repair or replace wiring harness.
NOSIS AND TESTING)
5. SENSOR (K668) 5-VOLT SUPPLY CIRCUIT SHORTED TO THE (Y502) RETURN CIRCUIT
Measure the resistance between the (K668) 5-volt supply circuit and
(Y502) return circuit in the Inlet Air Pressure sensor harness connec-
tor.

Yes >> Go To 6
No >> Repair the short or replace the harness.
NOSIS AND TESTING)
6. (K616) SIGNAL CIRCUIT OPEN
Measure the resistance between the (K616) signal circuit in the Inlet
Air Pressure sensor harness connector and the (K616) signal circuit in
the ECM harness connector.

Yes >> Go To 7
No >> Repair or replace the open wiring harness.
NOSIS AND TESTING)
7. (K668) 5-VOLT SUPPLY CIRCUIT OPEN

Measure the resistance between the (K668) 5-volt supply circuit in the
Inlet Air Pressure sensor harness connector with the (K668) 5-volt
supply circuit in the ECM harness connector.

Yes >> Go To 8
No >> Repair or replace the Engine harness.
NOSIS AND TESTING)
Measure the resistance between the (K616) signal circuit in the inlet
Air Pressure sensor connector and battery negative.
Is the resistance greater than 100 K Ohms?

Yes >> Go To 9
No >> Repair the (K616) signal circuit shorted to ground or
replace the wire harness.
NOSIS AND TESTING)
9. (K668) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between the (K668) 5-volt supply Circuit in the
Inlet Air Pressure sensor harness connector and battery negative.

Yes >> Go To 10
No >> Repair the (K668) 5-volt supply circuit shorted to ground or
replace the wire harness. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/ENGINE CONTROL
MODULE - DIAGNOSIS AND TESTING)
NOSIS AND TESTING)
10. ECM
Install the ECM harness connector.
5-volt supply circuit with the (K616) signal circuit at the sensor harness
connector.
Does the scan tool show a pressure sensor out of range high
DTC?
SIS AND TESTING)
NOSIS AND TESTING)
P0108-INLET AIR Pressure Sensor Voltage Too high

P0108-INLET AIR Pressure Sensor Voltage Too high (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes

INLET AIR PRESSURE SENSOR (K616) SIGNAL CIRCUIT SHORTED TO VOLTAGE
INLET AIR SENSOR (K668) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K616) SIGNAL CIRCUIT SHORTED TO (K668) 5-VOLT SUPPLY
(K690) RETURN CIRCUIT OPEN
ECM
Diagnostic Test


No >> Go To 2
2. CHECKING (K668) 5-VOLT SUPPLY CIRCUIT AND THE (K690) RETURN CIRCUIT
Disconnect the Inlet Air Pressure sensor harness connector.
Measure the voltage between the (K668) 5-volt supply circuit and
(K690) return circuit of the Inlet Air Pressure sensor harness connec-
tor.

Yes >> Go To 3
No >> Go To 4

Return circuit to the (K616) signal circuit at the Inlet Air Pressure sen-
Does the scan tool show a P0107 Inlet Air Pressure Sensor Low
DTC.
Yes >> Replace the Inlet Air Temperature/Pressure sensor.
NOSIS AND TESTING)
No >> Go To 4
4. INLET AIR SENSOR (K616) SIGNAL CIRCUIT SHORTED TO VOLTAGE
NOTE: Check connectors - Clean/repair as necessary.
Measure the voltage between the (K616) signal circuit of the Inlet Air
Pressure sensor connector and battery negative.
Is the voltage less than 1 volt?

Yes >> Go To 5
No >> Repair or replace short to voltage.
NOSIS AND TESTING)
5. (K668) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

Measure the voltage between the (K668) 5-volt supply circuit of the
sensor connector and battery negative.

Yes >> Go To 6
No >> Repair the short to voltage or replace the harness.
NOSIS AND TESTING)
6. SIGNAL CIRCUIT SORTED TO (K668) 5-VOLT SUPPLY
Measure the resistance between the (K616) signal circuit and the
(K668) 5-volt supply circuit of the Inlet Air Pressure sensor harness
connector.

Yes >> Go To 7
No >> Repair or replace the shorted wiring harness.
NOSIS AND TESTING)

Measure the resistance between the (K690) return circuit in the Inlet
Air Pressure sensor harness connector with the (K690) return circuit in

Yes >> Go To 8
No >> Repair or replace the Engine harness.
NOSIS AND TESTING)
8. ECM
Install the ECM harness connector.
Return circuit with the (K616) signal circuit at the Inlet Air Pressure
sensor harness connector.
Did DTC P0107 set?

(Diagnostic Procedure).
NOSIS AND TESTING) 0
TROL MODULES/ENGINE CONTROL MODULE - DIAGNOSIS AND TESTING)
P0111-INTAKE AIR TEMPERATURE (IAT) SENSOR RATIONALITY

P0111-INTAKE AIR TEMPERATURE (IAT) SENSOR RATIONALITY (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
FAILED IAT SENSOR

Diagnostic Test
1. FAILED IAT SENSOR

Remove the temperature sensor and reconnect the wiring to the sensor. Monitor scan tool, while heating the sensor
with an external heat source (DO NOT USE OPEN FLAME).
No >> Replace the Intake air temp sensor/MAP sensor.
P0112-INTAKE AIR TEMPERATURE (IAT) SENSOR VOLTAGE TOO LOW

P0112-INTAKE AIR TEMPERATURE (IAT) SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
INTAKE AIR TEMP SENSOR OUT OF SPEC

(K21) SENSOR SIGNAL CIRCUIT SHORTED TO GROUND CIRCUIT
WIRING HARNESS SHORTED
ECM
ECM
1. INTAKE AIR TEMP SENSOR OUT OF SPEC

Disconnect the Intake Air Temperature sensor harness connector.
Measure the resistance of the Intake Air Temp sensor.

Yes >> Go To 2
No >> Replace the Intake Air temperature sensor/MAP sensor.
Reconnect the circuit.
Did the DTC reappear?

No >> Go To 3
3. (K21) SIGNAL CIRCUIT SHORTED TO GROUND CIRCUIT
Measure the resistance between the engine ground and the tempera-
ture sensor (K21) signal circuit at the sensor harness connector.

Yes >> Go To 4
No >> Repair or replace the engine wiring harness.
NOSIS AND TESTING)
4. WIRING HARNESS SHORTED


Yes >> Go To 5
No >> Repair or replace the shorted wiring harness.
NOSIS AND TESTING)
5. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO (k916) RETURN CIRCUIT
Reconnect the ECM harness connector connected.
Measure the voltage between the (F855) 5-volt supply circuit and the
(k916) return circuit the sensor harness connector.

Yes >> Go To 7
No >> Go To 6

Measure the voltage at the (F855) 5-volt supply circuit of the sensor
harness connector.

Yes >> Repair the open (F855) 5-volt supply circuit.
NOSIS AND TESTING)
No >> Go To 7
7. ECM
Reconnect the intake air temp sensor harness connector.
While monitoring with scan tool, disconnect the temperature sensor

Yes >> Clear DTC’s, repair complete.
NOSIS AND TESTING)
(DIESEL). (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ENGINE CONTROL MOD-
ULE - DIAGNOSIS AND TESTING)
P0113-INTAKE AIR TEMPERATURE (IAT) SENSOR VOLTAGE TOO HIGH

P0113-INTAKE AIR TEMPERATURE (IAT) SENSOR VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
FAILED SENSOR
(K21) SENSOR SIGNAL CIRCUIT OPEN
SHORT IN HARNESS
ECM
ECM
Diagnostic Test
1. Failed sensor
Disconnect the IAT sensor harness connector.
Measure the resistance of the IAT sensor.

Yes >> Go To 2
No >> Replace the Intake Air Temperature Sensor/map sensor.
Reconnect the IAT harness connector.
Is P0113 still set?

Yes >> Go To 3
3. HIGH RESISTANCE OF SENSOR CONNECTOR
Disconnect the ECM harness connector(s).
Measure the resistance between the temperature sensor (K21) signal
and (K916) return circuit at the ECM harness connector with the sen-
sor connected

Yes >> Go To 6
No >> Go To 4

Measure the resistance of the sensor (K21) signal circuit between the

Yes >> Go To 5
No >> Repair the open Sensor (K21) signal circuit or the har-
ness.
NOSIS AND TESTING)
Measure the resistance of the sensor (K916) Return circuit between
the sensor harness connector and the ECM harness connector.

Yes >> Go To 6
No >> Repair the open (K916) return circuit or the harness.
NOSIS AND TESTING)
6. SHORT IN HARNESS
Check for a short circuit from (K21) signal circuit to all other circuits at

Yes >> Go To 7
No >> Repair the short in the wiring harness or replace the har-
ness.
NOSIS AND TESTING)
7. ECM
Reconnect the ECM harness connectors.
sensor (K21) signal circuit to the sensor (K916) return circuit at the

SIS AND TESTING)
NOSIS AND TESTING)
P0116-ENGINE COOLANT TEMPERATURE (ECT) SENSOR RATIONALITY

P0116-ENGINE COOLANT TEMPERATURE (ECT) SENSOR RATIONALITY (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
LOW COOLANT LEVEL

COOLANT TEMPERATURE SENSOR
THERMOSTAT
Diagnostic Test

With the engine cold, verify the level of coolant in the radiator.
Is the radiator full of coolant?

Yes >> Go To 2
No >> Fill the radiator with coolant- refer to the owners manual for assistance.
2. COOLANT TEMPERATURE SENSOR

Remove the temperature sensor and reconnect the wiring to the sensor.
Monitor scan tool, while heating the sensor with an external heat source (DO NOT USE OPEN FLAME).
Yes >> Go To 3
No >> Replace the coolant temp sensor.
P0116-ENGINE COOLANT TEMPERATURE (ECT) SENSOR RATIONALITY (CONTINUED)
3. THERMOSTAT
NOTE: refer to the no trouble code test9 *Thermostat Test9 to ensure the thermostat is operating properly.
Is the thermostat operating properly?

No >> Replace the Thermostat.
P0117-ENGINE COOLANT TEMPERATURE (ECT) SENSOR VOLTAGE TOO LOW

P0117-ENGINE COOLANT TEMPERATURE (ECT) SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes

(K2) SENSOR SIGNAL CIRCUIT SHORTED TO GROUND OR (K104) RETURN CIRCUIT
WIRING HARNESS SHORTED
ECM
Diagnostic Test

Disconnect the Coolant Temp sensor harness connector.
Measure the resistance of the Temp sensor.

Yes >> Go To 2
No >> Replace the Coolant Temperature sensor.
Reconnect the coolant temp sensor connected.
Did the DTC reset?

No >> Go To 3
3. (K2) SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between the engine ground and the (K2) tem-
perature sensor signal circuit at the sensor harness connector.

Yes >> Go To 4
No >> Repair or replace the short harness.
NOSIS AND TESTING)
4. WIRING HARNESS SHORTED

Is the resistance more than 100k ohms?

Yes >> Go To 5
No >> Repair or replace shorted wiring harness
NOSIS AND TESTING)
5. ECM
While monitoring the scan tool, Disconnect the temperature sensor harness connector.

P0118-ENGINE COOLANT TEMPERATURE (ECT) SENSOR VOLTAGE TOO HIGH

P0118-ENGINE COOLANT TEMPERATURE (ECT) SENSOR VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes

ECM
Diagnostic Test

Disconnect the coolant temperature sensor harness connector.
Measure the resistance of the coolant temperature sensor.

Yes >> Go To 2
No >> Replace the coolant temperature sensor.
Reconnect the disconnected coolant temp sensor harness connector.
Did the DTC return?

Yes >> Go To 3
3. HIGH RESISTANCE IN CIRCUIT
Measure the resistance between the (K2) temperature sensor signal
and (K914) return circuit at the ECM harness connector with the cool-
ant temp sensor harness connected.

Yes >> Go To 6
No >> Go To 4

Disconnect the coolant temperature sensor harness connector.
Measure the resistance of the (K2) coolant temperature sensor signal
circuit between the coolant temperature sensor connector and the
ECM connector.

Yes >> Go To 5
No >> Repair or replace the open (K2) signal circuit.
NOSIS AND TESTING)
Measure the resistance of the (K914) coolant temperature sensor
return circuit between the coolant temperature sensor connector and
the ECM connector.

Yes >> Go To 6
No >> Repair or replace the open (K914) sensor return circuit.
NOSIS AND TESTING)

Measure the resistance of (K2) signal circuit to all other circuits at the
ECM harness connector.

Yes >> Go To 7
No >> Repair or replace the (K2) coolant temperature sensor sig-
nal circuit.
NOSIS AND TESTING)
7. ECM
sensor (K2) signal circuit to the (K914) sensor return circuit at the sen-
sor connector.

NOSIS AND TESTING)
P0128-THERMOSTAT RATIONALITY
• When Monitored:
• Set Condition:
The coolant temperature does not rise by a calibrated amount over a calibrated amount of time.
Possible Causes
COOLING FAN
THERMOSTAT
Diagnostic Test
1. COOLING FAN
NOTE: refer to the no trouble code test9*Fan Operation Test9 to ensure the fan is operating properly.
Is the cooling fan operating properly?

Yes >> Go To 2
No >> Repair the cooling fan.

Operate the engine for 10 minutes while monitoring the coolant temperature with the scan tool.
Did the coolant temperature change over time while the engine was running?
Yes >> Go To 3
No >> Replace the coolant temperature sensor.
3. THERMOSTAT
NOTE: refer to the no trouble code test9*Thermostat Test9 to ensure the thermostat is operating properly.
is the thermostat operating properly?

P0148-HIGH PRESSURE COMMON RAIL (HPCR) CHECKSUM

• When Monitored:
• Set Condition:
A deviation between the fuel pressure set point and the actual fuel pressure.
Possible Causes
OTHERS DTC’S PRESENT

FUEL LEAKS
FUEL CONTROL ACTUATOR
CASCADE OVERFLOW VALVE
CHECK VALVE DAMAGED OR BLOCKED
FUEL RETURN LINES OBSTRUCTION, DAMAGE, OR DEBRIS.
LIFT PUMP FLOW
AIR IN FUEL SYSTEM
LEAKING FUEL INJECTORS OR HIGH PRESSURE CONNECTORS
PRESSURE LIMITING VALVE
HIGH PRESSURE FUEL PUMP
Diagnostic Test
1. OTHERS DTC’S PRESENT

Are any other DTC’s present?

Perform POWERTRAIN VERIFICATION TEST VER - 1 (DIESEL).
No >> Go To 2
2. FUEL LEAKS
Ensure that the fuel level is above 15% using the scan tool.
Visually inspect the low and high pressure side of the fuel system for fuel leaks or damaged components.
Do you have any fuel leaks or damaged components?

Yes >> Repair the fuel leak.
No >> Go To 3
P0148-HIGH PRESSURE COMMON RAIL (HPCR) CHECKSUM (CONTINUED)
3. FUEL CONTROL ACTUATOR
Check for a mechanically stuck Fuel Control Actuator (FCA). Using the scan tool, actuate the fuel control actuator.
NOTE: The fuel control actuator will only click when cycled off..
Do you hear a click from the actuator when you cycle the actuator off with the scan tool?
Yes >> Go To 4
No >> Replace the fuel Injector pump.
4. FUEL PRESSURE SENSOR

Using the scan tool, monitor the fuel pressure reading from the fuel rail pressure sensor at idle and at 2000 RPM
Is the fuel rail pressure reading higher at 2000 RPM than at idle?
Yes >> Go To 5
No >> Replace the fuel pressure sensor.
5. HIGH FUEL PRESSURE

Using the scan tool compare the fuel rail pressure set point with the actual fuel rail pressure.
Is the actual fuel rail pressure higher than the fuel rail pressure set point?
Yes >> Go To 6
No >> Go To 9
6. CASCADE OVERFLOW VALVE

Perform the no trouble code test 9*fuel pump return flow test9. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
Did the fuel injection pump pass the test?

Yes >> Go To 7
No >> Replace the Fuel pump.
7. CHECK VALVE DAMAGED OR BLOCKED

Check the fuel drain line check valve in the rear of the cylinder head for signs of damage, blockage, or debris.
Is the check valve damaged or blocked?

Yes >> Repair the cause of the damaged or blocked check valve or replace the valve.
No >> Go To 8
P0148-HIGH PRESSURE COMMON RAIL (HPCR) CHECKSUM (CONTINUED)
8. FUEL RETURN LINE OBSTRUCTION, DAMAGED OR DEBRIS
Check the fuel return lines for signs of obstruction, damage, or debris.
Are the fuel drain lines damaged or blocked?

Yes >> Repair cause of high fuel drain line restriction.
No >> Go To 9
9. LIFT PUMP FLOW

Perform the no trouble code 9Lift Pump flow test9. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
Did the Lift pump pass the test?

Yes >> Go To 10
No >> Replace the Lift Pump.
10. PRESSURE LIMITING VALVE

Perform the no trouble code test 9 Pressure Limiting Valve on the Fuel Rail for internal leaks9.
Did the pressure limiting valve pass the test procedure?

Yes >> Go To 11
No >> Replace the Pressure Limiting Valve.
11. LEAKING FUEL INJECTORS OR HIGH PRESSURE CONNECTORS

Perform the no trouble test 9*Injector return flow test9. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
Are any Injectors leaking or high pressure connectors leaking?

Yes >> Replace or repair the leaking fuel injectors or high pressure connectors.
No >> Go To 12
12. HIGH PRESSURE FUEL PUMP

Perform the no trouble code test 9HIGH PRESSURE FUEL PUMP PERFORMANCE TEST9. (Refer to 9 - ENGINE
- DIAGNOSIS AND TESTING)
Did the fuel pump pass the high pressure fuel pump performance test?
No >> Replace the High pressure fuel pump.
P0169-WATER IN FUEL (WIF) LIGHT ON TOO LONG

P0169-WATER IN FUEL (WIF) LIGHT ON TOO LONG (CONTINUED)
• When Monitored:
• Set Condition:
Water in fuel light was on for a calibrated amount of time.
Possible Causes

WATER IN FUEL
Diagnostic Test

Is P2269 displayed?
Yes >> Repair P2269 DTC first.
No >> Drain water in fuel.
P0191-FUEL RAIL PRESSURE SENSOR PERFORMANCE

P0191-FUEL RAIL PRESSURE SENSOR PERFORMANCE (CONTINUED)
• When Monitored:
At key on.
• Set Condition:
The fuel pressure sensor reading at key on does not match the expected fuel pressure reading at key on.
Possible Causes

FUEL RAIL PRESSURE SENSOR
FUEL SYSTEM TAMPERING
Diagnostic Test

Are any DTC’s present?

No >> Go To 2
2. FUEL PRESSURE READING

Using the scan tool, monitor the actual fuel pressure reading while the key is on and engine is not running.
Is the actual fuel pressure reading greater than 870 psi?

Yes >> Go To 3
P0191-FUEL RAIL PRESSURE SENSOR PERFORMANCE (CONTINUED)
3. FUEL RAIL PRESSURE SENSOR
Visually inspect the fuel system components for signs of tampering, pay particular attention to the fuel pressure
sensor on the fuel rail and the fuel pressure sensor wiring harness.
Were any signs of tampering discovered?

No >> Replace the Fuel rail pressure sensor.
Yes >> Restore Fuel system to original condition.
P0192-FUEL PRESSURE SENSOR VOLTAGE TOO LOW

P0192-FUEL PRESSURE SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
OTHER DTC’S
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO (G910) RETURN CIRCUIT
(K181) SIGNAL CIRCUIT SHORTED TO (G910) RETURN CIRCUIT
ECM
Diagnostic Test
1. OTHER DTC’S

No >> Go To 2
2. (F855) 5-VOLT SUPPLY AND (K915) RETURN CIRCUIT
Disconnect the Fuel Pressure sensor harness connector.
Measure the voltage between the (F855) 5-volt supply and (K915)
return circuits of the Fuel pressure sensor harness connector.

Yes >> Go To 3
No >> Go To 4

Reconnect the disconnected Fuel Pressure Sensor harness connector.
While monitoring scan tool, disconnect the Fuel Pressure sensor harness connector.
Does the DTC P0193 set?

Yes >> Replace the Fuel Pressure Sensor.
No >> Go To 4
4. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO (K915) RETURN CIRCUIT

Measure the resistance between the (F855) 5-volt supply circuit and
(K915) return circuit in the sensor harness connector.

Yes >> Go To 5
No >> Repair the shorted circuits.
NOSIS AND TESTING)
5. (K181) SIGNAL CIRCUIT SHORTED TO (K915) RETURN CIRCUIT
Measure the resistance between the (K181) signal circuit and (K915)
return circuit in the sensor connector.

Yes >> Go To 6
NOSIS AND TESTING)

Measure the resistance between the signal (K181) circuit in the sensor
harness connector with the (K181) signal circuit in the ECM harness
connector.

Yes >> Go To 7
No >> Repair the open (K181) signal circuit.
NOSIS AND TESTING)
Measure the resistance between the supply (F855) circuit in the sen-
sor harness connector with the (F855) 5-volt supply circuit in the ECM
harness connector.

Yes >> Go To 8
No >> Repair the open (F855) 5-volt supply circuit.
NOSIS AND TESTING)

Measure the resistance between the (K181) signal circuit in the sensor
harness connector and battery negative.

Yes >> Go To 9
No >> Repair (K181) signal circuit shorted to ground.
NOSIS AND TESTING)
Measure the resistance between the (F855) 5-volt supply circuit in the
sensor harness connector and battery negative.

Yes >> Go To 10
No >> Repair (F855) 5-volt Supply circuit shorted to ground.
NOSIS AND TESTING)
10. ECM
Reconnect the disconnected Fuel pressure sensor harness connector and ECM harness connectors.
While monitoring scan tool, disconnect the Fuel Pressure sensor connector.

P0193-FUEL PRESSURE SENSOR VOLTAGE TOO HIGH

P0193-FUEL PRESSURE SENSOR VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
OTHER DTC’S
(K181) SIGNAL CIRCUIT SHORTED TO VOLTAGE
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K181) SIGNAL CIRCUIT SHORTED TO (K72E) 5-VOLT SUPPLY CIRCUIT
ECM
Diagnostic Test
1. OTHER DTC’S

Yes >> Refer to multiple fault troubleshooting tree.
No >> Go To 2
2. (F855) 5-VOLT SUPPLY AND (K915) RETURN CIRCUIT

return circuits of the Fuel pressure sensor harness connector.

Yes >> Go To 3
No >> Go To 4
While monitoring scan tool, connect a jumper wire between the (K181)
signal circuit and the (K915) return circuit of the Fuel Pressure sensor
connector.

Yes >> Replace the Fuel Pressure Sensor.
NOSIS AND TESTING)
No >> Go To 4
4. (K181) SIGNAL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage between the (K181) signal circuit of the sensor

Yes >> Go To 5
No >> Repair the (K181) signal circuit shorted to voltage.
NOSIS AND TESTING)
5. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
Measure the voltage between the (F855) 5-volt supply circuit of the

Yes >> Go To 6
No >> Repair the (F855) 5-volt supply circuit shorted to voltage.
NOSIS AND TESTING)
6. (K181) SIGNAL CIRCUIT SHORTED TO (F855) 5-VOLT SUPPLY CIRCUIT

Measure the resistance between the (K181) signal circuit and (F855)
5-volt supply circuit in the sensor connector.

Yes >> Go To 7
NOSIS AND TESTING)
Measure the resistance between the (K915) return circuit in the sensor
harness connector with the (K915) return circuit in the ECM harness
connector.

Yes >> Go To 8
No >> Repair the open (K915) return circuit.
NOSIS AND TESTING)
8. ECM
Reconnect the disconnected ECM harness connectors.
signal circuit of the sensor connector and the (K915) return circuit of
the sensor connector.

SIS AND TESTING)
NOSIS AND TESTING)
P0201-INJECTOR #1 CONTROL CIRCUIT

P0201-INJECTOR #1 CONTROL CIRCUIT (CONTINUED)
• When Monitored:
• Set Condition:
When the injector current falls below a calibrated threshold.
Possible Causes
PASS TROUGH CONNECTORS OPEN

FUEL INJECTOR
INJECTOR HARNESS OPEN
HIGH SIDE DRIVER HARNESS OPEN
LOW SIDE DRIVER HARNESS OPEN
ECM
Diagnostic Test
1. OTHER DTC’S
Are all 6 of the injector DTC’s (P0201 - P0206) present?

Yes >> Go To 2
No >> Go To 3
2. PASS TROUGH CONNECTORS OPEN

Inspect wiring harness for signs of multiple open circuits between the ECM and the injector pass through connec-
tors. Inspect the wiring harness between the pass through connectors to the injectors.
Are there open circuits in the wiring harness?

Yes >> Repair or replace the open connectors or wiring.
No >> Go To 3
3. FUEL INJECTOR
Disconnect the pigtail nuts from the suspect injector. Using an Ohmmeter, measure the resistance between the sole-
noid posts of the injector.
NOTE: Be sure to zero the ohm meter prior to checking the injector circuit.
Is the resistance less than 1 ohm and greater than 0 ohms?

Yes >> Go To 4
No >> Replace the fuel injector.
4. INJECTOR HARNESS OPEN

Connect the pigtail nuts for the suspect injector.
Disconnect the injector harness connector for the suspect injector.
Measure the resistance of the injector harness circuit between the high
side driver circuit and the low side driver circuit for the suspect injector
at the injector harness connector.
NOTE: Be sure to zero the ohm meter prior to checking the injec-
tor circuit.

Yes >> Go To 5
No >> Replace or repair the injector harness.
NOSIS AND TESTING)
5. HIGH SIDE DRIVER HARNESS OPEN
Disconnect the Injector harness connector.
Measure the resistance of the Bank 1 high side driver circuit between
the ECM connector and the injector harness connector.

Yes >> Go To 6
No >> Replace or repair the open engine harness.
NOSIS AND TESTING)
6. LOW SIDE DRIVER HARNESS OPEN

Measure the resistance of the Bank 1 low side driver circuit between

NOSIS AND TESTING)
NOSIS AND TESTING)

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
ECM
Diagnostic Test
1. OTHER DTC’S

Yes >> Go To 2
No >> Go To 3


No >> Go To 3
3. FUEL INJECTOR

Yes >> Go To 4

Measure the resistance of the injector harness circuit between the high side driver circuit and the low side driver
circuit for the suspect injector at the injector harness connector.

Yes >> Go To 5


Yes >> Go To 6
NOSIS AND TESTING)

NOSIS AND TESTING)
NOSIS AND TESTING)

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
ECM
Diagnostic Test
1. OTHER DTC’S

Yes >> Go To 2
No >> Go To 3


No >> Go To 3
3. FUEL INJECTOR

Yes >> Go To 4

tor circuit.

Yes >> Go To 5
NOSIS AND TESTING)

Yes >> Go To 6
NOSIS AND TESTING)


NOSIS AND TESTING)
NOSIS AND TESTING)

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
ECM
Diagnostic Test
1. OTHER DTC’S

Yes >> Go To 2
No >> Go To 3


No >> Go To 3
3. FUEL INJECTOR

Yes >> Go To 4

tor circuit.

Yes >> Go To 5
NOSIS AND TESTING)

Yes >> Go To 6
NOSIS AND TESTING)


NOSIS AND TESTING)
NOSIS AND TESTING)

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
ECM
Diagnostic Test
1. OTHER DTC’S

Yes >> Go To 2
No >> Go To 3


No >> Go To 3
3. FUEL INJECTOR

Yes >> Go To 4

tor circuit.

Yes >> Go To 5
NOSIS AND TESTING)

Yes >> Go To 6
NOSIS AND TESTING)


NOSIS AND TESTING)
NOSIS AND TESTING)

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
ECM
Diagnostic Test
1. OTHER DTC’S

Yes >> Go To 2
No >> Go To 3


No >> Go To 3
3. FUEL INJECTOR

Yes >> Go To 4

tor circuit.

Yes >> Go To 5
NOSIS AND TESTING)

Yes >> Go To 6
NOSIS AND TESTING)


NOSIS AND TESTING)
NOSIS AND TESTING)
P0217-DECREASED ENGINE PERFORMANCE DUE TO ENGINE OVERHEAT

CONDITION
P0217-DECREASED ENGINE PERFORMANCE DUE TO ENGINE OVERHEAT CONDITION (CONTINUED)
• When Monitored:
While the engine is running. .
• Set Condition:
The engine coolant temperature is above a calibrated value for a calibrated amount of time.
Possible Causes
ECT SENSOR
OTHER DTC’S
MECHANICAL FAILURE
Diagnostic Test
1. OTHER DTC’S
Are other Cooling system DTC’s present?

Yes >> Trouble shoot the other DTC’s first.
No >> Go To 2
2. ECT SENSOR
Use a temperature probe and measure the engine temperature near the ECT Sensor.
With the scan tool, read the Engine Temperature.
Compare the temperature probe reading with the scan tool reading.
Are the readings within 10°F of each other?

Yes >> Repair the cause of mechanical failure.
No >> Replace the coolant temp sensor.
P0219-CRANKSHAFT POSITION SENSOR OVER SPEED SIGNAL

P0219-CRANKSHAFT POSITION SENSOR OVER SPEED SIGNAL (CONTINUED)
• When Monitored:
• Set Condition:
The ECM detects engine speed is above a calibrated threshold.
Possible Causes
OTHER DTC’S
MECHANICAL OVERSPEED OF ENGINE
Diagnostic Test
1. OTHER DTC’S
With the scan tool, read and record the freeze frame data.
With the scan tool, read the Engine DTC’s.
Is there other Crankshaft position sensor DTC’s set?

Yes >> Refer to symptom list for problems related to the other Crankshaft position sensor DTC’s.
No >> Go To 2
2. MECHANICAL OVERSPEED OF ENGINE

Visually inspect the engine for signs of mechanical overspeed. Such as, bent push rod, broken rocker arms, bent
valves, etc.
Did you notice any overspeed damage?

Yes >> Repair or replace any damaged components.
P0234-TURBOCHARGER OVERBOOST CONDITION

• When Monitored:
While running.
• Set Condition:
The intake air pressure is above a calibrated value for a calibrated amount of time.
Possible Causes
OTHER DTC’S
WASTEGATE STUCK
TURBOCHARGER AND/OR WASTEGATE DAMAGE
WASTEGATE
TURBOCHARGER
WASTEGATE CONTROL VALVE
Diagnostic Test
1. OTHER DTC’S
Do you have additional DTC’s?

Yes >> Repair all other DTC’s first.
No >> Go To 2
2. TURBOCHARGER AND/OR WASTEGATE DAMAGE

Visually inspect the turbocharger assembly for signs of damage. Pay particular attention to the Wastegate area and
linkage.
Was any damage noticed?

Yes >> Repair or replace the Turbocharger or Wastegate.
No >> Go To 3
P0234-TURBOCHARGER OVERBOOST CONDITION (CONTINUED)
3. WASTEGATE
Pressure the Intake air system per test *INTAKE AIR SYSTEM PRESSURE TEST.
Pay particular attention to the Wastegate signal line and the Wastegate actuator canister area for leaks.
Were any leaks detected?

No >> Go To 4
4. TURBOCHARGER
Disconnect the wiring connector at the Wastegate Control Valve.
Remove the Wastegate Control Valve from the turbo.
Inspect the o-rings and the valve for damage.
Replace any damaged o-rings or a damaged valve.
Using a pressure/vacuum hand pump, apply vacuum to the tip of the Wastegate Control Valve.
Use your fingers to cover and seal the two radial holes located between the two small o-rings on the tip of the
valve.
The valve should hold vacuum.
Does the Wastegate Control Valve hold vacuum?

Yes >> Repair or replace the Turbocharger.
No >> Replace the Wastegate Control Valve.
P0236-MAP SENSOR TOO HIGH TOO LONG

P0236-MAP SENSOR TOO HIGH TOO LONG (CONTINUED)
• When Monitored:
Ignition on.
• Set Condition:
The intake air pressure is above a calibrated value past a calibrated amount of time.
Possible Causes
OTHER CODES
MAP SENSOR
Diagnostic Test
1. OTHER DTC’S
Are there any other MAP Sensor related DTC’s.

Yes >> Repair other MAP Sensor DTC’s.
No >> Go To 2
2. MAP SENSOR
Start the engine.
With the scan tool, read the MAP Sensor voltage.
Is the pressure reading of the MAP sensor less than 17.6 psia?
Yes >> Go To 3
P0236-MAP SENSOR TOO HIGH TOO LONG (CONTINUED)
3. MAP SENSOR
Operate the engine under normal driving conditions (no load) for at least 30 seconds.
Monitor the MAP sensor reading with the scan tool.
Did the pressure reading from the MAP sensor go above 29.6 psia for more than 2.5 seconds?
Yes >> Replace the Map sensor.
P0237-MAP SENSOR VOLTAGE TOO LOW

P0237-MAP SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
OTHER DTC’S
(K37) SIGNAL CIRCUIT SHORTED TO (K916) SENSOR RETURN CIRCUIT
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO (K916) SENSOR RETURN CIRCUIT
MAP SENSOR
MAP SENSOR (K37) SIGNAL CIRCUIT SHORT TO GROUND
ECM
Diagnostic Test
1. OTHER DTC’S
Is there a 5-volt Supply DTC set?

Yes >> Refer to symptom list for problems related to the 5-volt Supply DTC.
No >> Go To 2
2. HIGH VOLTAGE
Disconnect the Map sensor harness connector.
Measure the voltage between the (F855) 5-volt supply circuit and sen-
sor (K916)) return circuit of the Map sensor harness connector.

Yes >> Go To 3
No >> Go To 4
3. MAP SENSOR
While monitoring the scan tool, jumper the (F855) 5-volt supply circuit
to the (K37) signal circuit in the Map sensor harness connector.
Did the P0238-MAP SENSOR VOLTAGE TOO HIGH, DTC set?

Yes >> Replace the MAP sensor.
NOSIS AND TESTING)
No >> Go To 4
4. (K37) SIGNAL CIRCUIT SHORTED TO (K916)) SENSOR RETURN CIRCUIT

Disconnect the ECM harness 60 pin connector.
Measure the resistance between the (K37) signal circuit and (K916))
sensor return circuit in the MAP sensor harness connector.

No >> Repair (K37) signal circuit shorted to (K916)) sensor return
circuit or replace harness.
NOSIS AND TESTING)
Yes >> Go To 5
5. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO (K916)) SENSOR RETURN CIRCUIT
(K916)) sensor return circuit in the MAP sensor harness connector.

No >> Repair (F855) 5-volt supply circuit shorted to (K916)) sen-
sor return circuit or replace harness.
NOSIS AND TESTING)
Yes >> Go To 6

Measure the resistance between the signal (K37) circuit in the Map
sensor harness connector with the (K37) signal circuit in the ECM har-
ness connector.

Yes >> Go To 7
No >> Repair or replace the engine harness.
NOSIS AND TESTING)
Map sensor harness connector with the (F855) 5-volt supply circuit in

Yes >> Go To 8
NOSIS AND TESTING)
8. MAP SENSOR SIGNAL (K37) CIRCUIT SHORTED TO GROUND

Measure the resistance between the MAP Sensor Signal (K37) circuit
and the Battery negative terminal.

Yes >> Go To 9
No >> Repair the MAP Sensor (K37) Signal circuit for a short to
ground.
NOSIS AND TESTING)
9. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO (K916)) RETURN CIRCUIT OR GROUND

Yes >> Go To 10
10. ECM
Reconnect the ECM harness 60 pin connector.
While monitoring the scan tool, jumper the (F855) 5-volt supply circuit
to the (K37) signal circuit in the map sensor harness connector.
Did the P0238-MAP SENSOR VOLTAGE TOO HIGH, DTC set?

No >> Replace and program the ECM in accordance with the
NOSIS AND TESTING)
P0238-MAP SENSOR VOLTAGE TOO HIGH

P0238-MAP SENSOR VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
OTHER DTC’S
(K37) SIGNAL CIRCUIT SHORTED TO BATTERY
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY
MAP SENSOR
(K37) SIGNAL CIRCUIT SHORT TO SUPPLY
(F855) 5-VOLT SUPPLY CIRCUIT SHORT TO BATTERY
INTERMITTENT
ECM
Diagnostic Test
1. OTHER DTC’S
Is there a 5-volt Supply DTC set?

Yes >> Refer to symptom list for problems related to the 5-volt Supply DTC.
No >> Go To 2
2. HIGH VOLTAGE
Disconnect the Map sensor harness connector.
Measure the voltage between the (F855) 5-volt supply circuit and
(K916) sensor return circuit of the Map sensor harness connector.

Yes >> Go To 3
No >> Go To 4
3. MAP SENSOR
return circuit with the (K37) signal circuit at the sensor connector.
Did the P0237-MAP SENSOR VOLTAGE TOO LOW, DTC set?

Yes >> Go To 4
No >> Replace the MAP sensor.
NOSIS AND TESTING)
4. (K37) SIGNAL CIRCUIT SHORTED TO BATTERY

Measure the voltage between the (K37) signal circuit at the MAP sen-
sor harness connector and Battery Negative.
Is the voltage greater than 1 volt?

Yes >> Repair (K37) signal circuit shorted to Battery or replace
harness.
NOSIS AND TESTING)
No >> Go To 5
5. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY
Measure the voltage between the (F855) 5-volt supply circuit at the
MAP sensor harness connector and Battery negative.

Yes >> Repair (F855) 5-volt supply circuit shorted to Battery or
replace harness.
NOSIS AND TESTING)
No >> Go To 6
6. (K37) SIGNAL CIRCUIT SHORT TO 5–VOLT SUPPLY

Measure the resistance between the (K37) signal circuit of the sensor
harness connector and the (F855) 5-volt supply circuit of the sensor
harness connector.

No >> Go To 7
Yes >> Repair or replace the engine harness.
NOSIS AND TESTING)
7. (F855) SENSOR RETURN CIRCUIT OPEN
Measure the resistance between the (K916) sensor return circuit in the
Map sensor harness connector with the (K916) sensor return circuit in

Yes >> Go To 8
NOSIS AND TESTING)
signal circuit of the sensor harness connector and the (K916) return
circuit of the sensor harness connector.
Does the scan tool show P0237-Map Sensor Voltage Too Low
DTC?
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
NOSIS AND TESTING)
P0243-WASTEGATE PRESSURE CONTROL PWM

P0243-WASTEGATE PRESSURE CONTROL PWM (CONTINUED)
• When Monitored:
• Set Condition:
The ECM detects an open or short circuit in the Wastegate solenoid circuit.
Possible Causes
DAMAGED WIRING HARNESS OR CONNECTORS

WASTEGATE SOLENOID
(F504) FUSED IGNITION SWITCH OUTPUT OPEN
(K139) WASTEGATE SOLENOID DRIVER CIRCUIT OPEN
(K139) WASTEGATE SOLENOID CIRCUIT SHORTED TO GROUND
(K139) WASTEGATE SOLENOID DRIVER SHORTED TO VOLTAGE
(K139) WASTEGATE SOLENOID DRIVER CIRCUIT SHORTED TO ANOTHER CIRCUIT
ECM
Diagnostic Test
1. Damaged wiring harness or connectors

Turn Ignition off.
Disconnect the Wastegate Solenoid harness connector.
Are any wires or pins damaged?

Yes >> Repair or replace any damaged wire or connectors.
NOSIS AND TESTING)
No >> Go To 2
2. WASTEGATE SOLENOID
Reconnect the disconnected Wastegate Solenoid harness connector.
Turn the Ignition on, engine not running.
Connect an incandescent test light across the supply and driver pins
at the Wastegate Solenoid harness connector.
NOTE: The ECM will perform a self check of the circuit after
approximately 30 seconds, which should light the incandescent
test light.
Does the light illuminate brightly after 30 seconds of being con-

nected?
Yes >> Replace the Wastegate Solenoid.
NOSIS AND TESTING)
No >> Go To 3
3. (F504) FUSED IGNITION SWITCH OUTPUT OPEN

Connect an test light between the Wastegate Solenoid connector
Fused ignition switch output circuit and battery negative.
Compare the test light brightness to that of a direct connection to the
battery.
Does the light illuminate brightly?

Yes >> Go To 4
No >> Repair the open (F504) Fused Ignition switch output cir-
cuit.
NOSIS AND TESTING)
4. (K139) WASTEGATE SOLENOID DRIVER CIRCUIT OPEN
Measure the resistance of the Wastegate Solenoid driver circuit
between the Wastegate Solenoid harness connector and the ECM har-
ness connector.

Yes >> Go To 5
No >> Repair the open (K139) Wastegate Solenoid control circuit.
NOSIS AND TESTING)
5. (K139) WASTEGATE SOLENOID CIRCUIT SHORTED TO GROUND

Measure the resistance of the (K139) Wastegate Solenoid driver circuit
between the Wastegate Solenoid harness connector and battery neg-
ative.

Yes >> Repair the (K139) Wastegate solenoid circuit shorted to
ground.
NOSIS AND TESTING)
No >> Go To 6
6. (K139) WASTEGATE SOLENOID DRIVER SHORTED TO VOLTAGE
Measure the voltage between the (K139) Wastegate Solenoid driver
circuit at the Wastegate Solenoid connector and battery negative.

Yes >> Go To 7
No >> Repair the (K139) Wastegate solenoid driver shorted to
voltage.
NOSIS AND TESTING)
7. (K139) WASTEGATE SOLENOID DRIVER CIRCUIT SHORTED TO ANOTHER CIRCUIT

Measure the resistance between the (K139) Wastegate Solenoid driver
circuit in the ECM harness connector and all other circuits in the ECM
harness connectors.

Yes >> Repair the (K139) Wastegate solenoid circuit shorted to
another circuit.
(DIESEL).
No >> Go To 8
8. WASTEGATE SOLENOID
Reconnect the disconnected Wastegate Solenoid harness connector.
Turn the Ignition on, engine not running.
Connect an incandescent test light across the supply and driver pins
at the Wastegate Solenoid harness connector.
NOTE: The ECM will perform a self check of the circuit after
approximately 30 seconds, which should light the incandescent
test light.
Does the light illuminate brightly after 30 seconds of being con-

nected?
SIS AND TESTING)
P0251-CP3 PUMP REGULATOR CONTROL

P0251-CP3 PUMP REGULATOR CONTROL (CONTINUED)
• When Monitored:
• Set Condition:
The ECM detects a discrepancy between the PWM supplied to the Electronic Fuel Control Actuator and the
PWM returned from the Electronic Fuel Control Actuator.
Possible Causes
FUEL PUMP
(K181) FUEL CONTROL ACTUATOR DRIVER OPEN
(K31) RETURN CIRCUIT OPEN FROM FCA TO ECM
(K181) FUEL CONTROL ACTUATOR DRIVER CIRCUIT SHORTED TO EXTERNAL VOLTAGE
(K31) FUEL CONTROL ACTUATOR RETURN CIRCUIT SHORTED TO EXTERNAL VOLTAGE
(K31) FCA RETURN CIRCUIT SHORTED TO (K181) FCA DRIVER CIRCUIT
(K181) FUEL CONTROL ACTUATOR DRIVER CIRCUIT SHORTED TO GROUND
(K181) FUEL CONTROL ACTUATOR DRIVER CIRCUIT SHORTED TO ANOTHER CIRCUIT
(K31) FUEL CONTROL ACTUATOR RETURN CIRCUIT SHORTED TO ANOTHER CIRCUIT
ECM
Diagnostic Test
1. FUEL PUMP
Disconnect the Fuel Control Actuator (FCA) harness connector.
Connect an incandescent test light across the Fuel Control Actuator
driver circuit and the Fuel Control Actuator return circuit at the fuel
control actuator harness connector.
The ECM will perform a self test of the circuit which should momen-
tarily flash the test light brightly, one time, approximately 20 seconds
after being connected.
NOTE: Compare test light brightness to that of a direct connec-
tion to the battery.

Yes >> Replace the Fuel Pump.
(DIESEL). (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/ENGINE CONTROL MOD-
ULE - DIAGNOSIS AND TESTING)
No >> Go To 2
2. (K181) FUEL CONTROL ACTUATOR DRIVER OPEN
Measure the resistance of the FCA driver circuit between the elec-
tronic fuel control actuator harness connector and the ECM harness
connector.

Yes >> Go To 3
No >> Repair the (K181) Fuel Control Actuator Driver circuit
OPEN.
NOSIS AND TESTING)

Measure the resistance of the (K31) return circuit between the FCA
harness connector and the ECM harness connector.

Yes >> Go To 4
No >> Repair or replace the engine wiring harness.
NOSIS AND TESTING)
4. (K181) FUEL CONTROL ACTUATOR DRIVER CIRCUIT SHORTED TO EXTERNAL VOLTAGE
Measure the voltage between the (K181) FCA driver circuit in the FCA
Is the voltage greater than 1 volts?

Yes >> Repair the (K181) FCA driver circuit shorted to external
voltage.
No >> Go To 5
5. (K31) FUEL CONTROL ACTUATOR RETURN CIRCUIT SHORTED TO EXTERNAL VOLTAGE

Measure the voltage between the (K31) FCA return circuit in the FCA

Yes >> Repair the (K31) FCA return circuit shorted to external
voltage.
NOSIS AND TESTING)
No >> Go To 6
6. (K31) FCA RETURN CIRCUIT SHORTED TO (K181) FCA DRIVER CIRCUIT
Measure the Resistance between the return circuit in the FCA harness
connector and Driver circuit.

Yes >> Repair the (K31) FCA Return circuit shorted to (K181)
FCA Driver circuit.
NOSIS AND TESTING)
No >> Go To 7
7. (K181) FUEL CONTROL ACTUATOR DRIVER CIRCUIT SHORTED TO GROUND

Measure the resistance between the (K181) FCA driver circuit in the
FCA harness connector and battery negative.

Yes >> Repair the (K181) FCA driver circuit shorted to ground.
NOSIS AND TESTING)
No >> Go To 8
8. (K181) FUEL CONTROL ACTUATOR DRIVER CIRCUIT SHORTED TO ANOTHER CIRCUIT
Measure the resistance between the (K181) FCA driver circuit in the
ECM harness connector and all other circuits in the ECM connectors.

No >> Go To 9
Yes >> Repair the (K181) FCA driver circuit shorted to another cir-
cuit.
NOSIS AND TESTING)
9. (K31) FUEL CONTROL ACTUATOR RETURN CIRCUIT SHORTED TO ANOTHER CIRCUIT

Measure the resistance between the (K31) FCA Return circuit in the
ECM harness connector and all other circuits in the ECM connectors.8

No >> Go To 10
Yes >> Repair the (K31) FCA Return circuit shorted to another cir-
cuit.
NOSIS AND TESTING)
10. ECM
Disconnect the Electronic Fuel Control Actuator connector.
Connect an incandescent test light across the Fuel Control Actuator
driver pin and the Fuel Control Actuator return wire at the fuel control
actuator connector.
The ECM will perform a self test of the circuit which should momen-
tarily flash the test light brightly, one time, approximately 20 seconds
after being connected.
NOTE: Compare test light brightness to that of a direct connec-
tion to the battery.

SIS AND TESTING)
P0299-BOOST IN RANGE LOW

P0299-BOOST IN RANGE LOW (CONTINUED)
• When Monitored:
While engine is running.
• Set Condition:
The boost pressure is lower than the expected boost pressure based on engine operating conditions.
Possible Causes
OTHER DTC’S
INTAKE AIR SYSTEM RESTRICTION
TURBO CHARGER DAMAGED
INTAKE AIR SYSTEM LEAK
TURBOCHARGER
Diagnostic Test
1. OTHER DTC’S
Do you have other DTC’s?

Yes >> Repair other boost related DTC’s first.
No >> Go To 2
2. INTAKE AIR SYSTEM RESTRICTION

Inspect the air filter and intake air system for signs of restriction.

Yes >> Replace the Air Filter or repair the Intake air system for restriction.
No >> Go To 3
3. TURBO CHARGER DAMAGED
Disconnect the air cleaner connection to the turbo charger.
Using the service manual as a guide, visually inspect the turbo charger blades and turbo housing for signs of dam-
age.
Was any damaged found?

Yes >> Replace The Turbo charger.
No >> Go To 4
4. INTAKE AIR SYSTEM LEAK

Using Miller Special tool # 9022, pressurize the intake air system and inspect for leakage.
Use the service manual as a guide.
Were any leaks detected?

Yes >> Repair leaking intake air system.
No >> Go To 5

Using the scan tool, compare the boost pressure sensor reading with the ambient air pressure sensor with the igni-
tion turned on.
Are the boost pressure and ambient air pressure sensors within 6 in hg of each other?
Yes >> Go To 6
No >> Replace the Boost pressure sensor.

Install Miller special tool #9022.
Use the scan tool and compare boost pressure reading to the regulated air pressure for tool #9022.
NOTE: The reading on the boost pressure sensor may be slightly lower than the regulated pressure.
Does the boost pressure sensor reading increase with the regulated air pressure?
Does the boost pressure sensor reading increase with the regulated air pressure?
Yes >> Go To 7
No >> Replace the Boost Pressure sensor.
7. TURBOCHARGER
Disconnect the exhaust outlet connection.
Visually inspect the Wastegate flap in the turbocharger turbine housing
Is the Wastegate seized in the open position?

Yes >> Replace the Turbocharger.

• When Monitored:
While the engine is idling.
• Set Condition:
Misfire detected on multiple cylinders.
Possible Causes
LOW FUEL
OTHER DTC’S
DAMAGED FUEL LINES
VALVE TRAIN
OBSTRUCTED FUEL INJECTOR SUPPLY LINES
DAMAGED OR OBSTRUCTED HIGH PRESSURE CONNECTORS
EXTERNAL DAMAGED FUEL INJECTORS
INTERNAL DAMAGED FUEL INJECTOR
NO COMPRESSION
EXCESSIVE ENGINE LEAK DOWN
Diagnostic Test
1. LOW FUEL
Using the scan tool, verify that the fuel level is above 15%.
Is the fuel level above 15%?

Yes >> Go To 2
No >> Add fuel go to step 2.
2. OTHER DTC’S
Read the Freeze frame data.
Is the DTC equal to the freeze frame DTC?

Yes >> Go To 3
No >> Repair any other DTC’s first.
3. DAMAGED FUEL LINES
Visually inspect the injector supply lines for damage.
Do you have any kinked or bent fuel lines?

Yes >> Repair or replace damaged fuel lines.
No >> Go To 4
4. VALVE TRAIN
Visually inspect the valve train and check the valve lash on the suspect cylinders.
Is the valve train functional and the lash within the specifications listed in the service manual?
Yes >> Go To 5
No >> Adjust the lash or fix or repair any damaged component(s).
5. OBSTRUCTED FUEL INJECTOR SUPPLY

Remove the fuel injector supply lines for the suspect cylinders.
Inspect both ends of the fuel injector supply lines for damage.
Using shop air pressure, blow out the fuel injector supply lines to verify that they are not obstructed.
Are the fuel lines free of debris or damage?

Yes >> Go To 6
No >> Replace the damaged or obstructed fuel injector supply lines.
6. DAMAGED OR OBSTRUCTED HIGH PRESSURE CONNECTORS

Remove the high pressure connectors for the suspect cylinders.
Inspect both ends of the high pressure connectors for signs of damage.
Using shop air pressure, blow out the high pressure connectors to verify that they are not obstructed.
Are the high pressure connectors free of debris or damage?

Yes >> Go To 7
No >> Replace the damaged or obstructed high pressure connectors.
7. FUEL INJECTORS
Remove the suspect fuel injectors.
Are the fuel injectors damaged?

Yes >> Replace the external damaged fuel injectors & high pressure connectors.
No >> Go To 8
8. INTERNAL DAMAGED FUEL INJECTOR

Switch the misfiring injectors & high pressure connectors with injectors & high pressure connectors from cylinders
that are firing properly.
Operate the vehicle.
Did the misfire DTC follow the suspect injectors & high pressure connectors?
Yes >> Replace the internal damaged fuel injector and high pressure connector.
No >> Go To 9
9. INTERNAL ENGINE DAMAGE

Perform engine compression test
Did the suspect cylinders pass the compression test?

Yes >> Go To 10
No >> Repair the internal damage to the engine.

Perform engine leak down test
Did the suspect cylinders pass the leak down test?

P0301-CYLINDER # 1 MISFIRE
• When Monitored:
While the engine is idling at operating temperature.
• Set Condition:
Misfire detected on this cylinder.
Possible Causes
LOW FUEL
OTHER DTC’S
DAMAGED FUEL LINE
VALVE TRAIN
OBSTRUCTED FUEL INJECTOR SUPPLY LINE
DAMAGED OR OBSTRUCTED HIGH PRESSURE CONNECTOR
EXTERNAL DAMAGED FUEL INJECTOR
NO COMPRESSION
Diagnostic Test
1. LOW FUEL

Yes >> Go To 2
2. OTHER DTC’S

Yes >> Go To 3
P0301-CYLINDER # 1 MISFIRE (CONTINUED)
3. DAMAGED FUEL LINE
Visually inspect the injector supply line for damage.
Do you have any kinked or bent fuel lines?

Yes >> Repair or replace the damaged fuel line.
No >> Go To 4
4. VALVE TRAIN
Visually inspect the valve train and check the valve lash on the suspect cylinder.
Yes >> Go To 5

Remove the fuel injector supply line for the suspect cylinder.
Inspect both ends of the fuel injector supply line for damage.
Using shop air pressure, blow out the fuel injector supply line to verify that they are not obstructed.

Yes >> Go To 6
No >> Replace the damaged or obstructed fuel injector supply line.
6. DAMAGED OR OBSTRUCTED HIGH PRESSURE CONNECTOR

Remove the high pressure connector for the suspect cylinder.
Inspect both ends of the high pressure connector for signs of damage.
Using shop air pressure, blow out the high pressure connector to verify that it is not obstructed.

Yes >> Go To 7
No >> Replace the damaged or obstructed high pressure connector.
7. FUEL INJECTOR
Remove the suspect fuel injector.

Yes >> Replace the external damaged fuel injector & high pressure connector.
No >> Go To 8

Switch the misfiring injector & high pressure connector with an injector & high pressure connector from a cylinder
that is firing properly.
No >> Go To 9


Yes >> Go To 10


• When Monitored:
• Set Condition:
Possible Causes
LOW FUEL
OTHER DTC’S
DAMAGED FUEL LINE
VALVE TRAIN
NO COMPRESSION
Diagnostic Test
1. LOW FUEL

Yes >> Go To 2
2. OTHER DTC’S

Yes >> Go To 3
Do you have any kinked or bent fuel line?

No >> Go To 4
4. VALVE TRAIN
Yes >> Go To 5

Using shop air pressure, blow out the fuel injector supply line to verify that they are not obstructed.

Yes >> Go To 6


Yes >> Go To 7
7. FUEL INJECTOR
Is the fuel injector damaged?

No >> Go To 8

Did the misfire DTC follow the suspect injector & high pressure connector?
No >> Go To 9


Yes >> Go To 10


• When Monitored:
• Set Condition:
Possible Causes
LOW FUEL
OTHER DTC’S
DAMAGED FUEL LINE
VALVE TRAIN
NO COMPRESSION
Diagnostic Test
1. LOW FUEL

Yes >> Go To 2
2. OTHER DTC’S

Yes >> Go To 3

No >> Go To 4
4. VALVE TRAIN
Yes >> Go To 5


Yes >> Go To 6


Yes >> Go To 7
7. FUEL INJECTOR

No >> Go To 8

that are firing properly.
No >> Go To 9


Yes >> Go To 10


• When Monitored:
• Set Condition:
Possible Causes
LOW FUEL
OTHER DTC’S
DAMAGED FUEL LINE
VALVE TRAIN
NO COMPRESSION
Diagnostic Test
1. LOW FUEL

Yes >> Go To 2
2. OTHER DTC’S

Yes >> Go To 3

No >> Go To 4
4. VALVE TRAIN
Yes >> Go To 5


Yes >> Go To 6

Using shop air pressure, blow out the high pressure connectors to verify that it is not obstructed.

Yes >> Go To 7
7. FUEL INJECTOR

No >> Go To 8

Switch the misfiring injectors & high pressure connector with an injector & high pressure connector from a cylinder
No >> Go To 9


Yes >> Go To 10


• When Monitored:
• Set Condition:
Possible Causes
LOW FUEL
OTHER DTC’S
DAMAGED FUEL LINE
VALVE TRAIN
NO COMPRESSION
Diagnostic Test
1. LOW FUEL

Yes >> Go To 2
2. OTHER DTC’S

Yes >> Go To 3

No >> Go To 4
4. VALVE TRAIN
Yes >> Go To 5

Remove the fuel injector supply lines for the suspect cylinder.

Yes >> Go To 6
No >> Replace the damaged or obstructed fuel injector supply lines.

Remove the high pressure connectors for the suspect cylinder.
Using shop air pressure, blow out the high pressure connector to verify that they are not obstructed.
Are the high pressure connector free of debris or damage?

Yes >> Go To 7
7. FUEL INJECTOR

No >> Go To 8

Did the misfire DTC follow the suspect injector & high pressure connector?
No >> Go To 9


Yes >> Go To 10


• When Monitored:
• Set Condition:
Possible Causes
LOW FUEL
OTHER DTC’S
DAMAGED FUEL LINE
VALVE TRAIN
NO COMPRESSION
Diagnostic Test
1. LOW FUEL

Yes >> Go To 2
2. OTHER DTC’S

Yes >> Go To 3

No >> Go To 4
4. VALVE TRAIN
Yes >> Go To 5

Using shop air pressure, blow out the fuel injector supply line to verify that it is not obstructed.

Yes >> Go To 6

Inspect both ends of the high pressure connectors for signs of damage.
Using shop air pressure, blow out the high pressure connector to verify that they are not obstructed.

Yes >> Go To 7
7. FUEL INJECTOR

No >> Go To 8

No >> Go To 9


Yes >> Go To 10


P0335-CRANKSHAFT POSITION (CKP) LOST

P0335-CRANKSHAFT POSITION (CKP) LOST (CONTINUED)
• When Monitored:
• Set Condition:
The ECM no longer detects a signal from the Crankshaft Position Sensor.
Possible Causes
OTHER DTC’S
P0337 PRESENT
CKP SENSOR
VISUAL DAMAGE
(K24) SIGNAL CIRCUIT SHORTED TO (K975) RETURN CIRCUIT
(K853) 5-VOLT SUPPLY CIRCUIT SHORTED TO (K975) RETURN CIRCUIT
(K24) SIGNAL CIRCUIT SHORTED TO (K853) 5-VOLT SUPPLY CIRCUIT
(K853) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY NEGATIVE
ECM
Diagnostic Test
1. OTHER DTC’S
Is DTC P2146 and/or P2149 present?

Yes >> Repair other DTC’s.
No >> Go To 2
2. P0337 PRESENT
Is P0337 present?
Yes >> Repair P0337 first.
No >> Go To 3
3. VISUAL DAMAGE
Visually inspect the sensor, engine belt, sensor connector, and the ECM connector.
Is there any damage?

Yes >> Repair or replace the sensor, engine belt, harness, or the ECM.
No >> Go To 4
4. CKP SENSOR
Disconnect the CKP sensor harness connector.
Measure the resistance between the (K853) 5-volt supply circuit and the (K24) signal circuit of the sensor.
Is the resistance between 900 and 1100 ohms?

Yes >> Go To 5
No >> Replace the CKP sensor.

Measure the resistance of the (K24) signal circuit between the ECM
harness connector and the CKP sensor harness connector.
Is the resistance less than 10 ohms?

Yes >> Go To 6
NOSIS AND TESTING)
Measure the resistance of the (K853) 5-volt supply circuit between the
ECM harness connector and the CKP sensor harness connector.

Yes >> Go To 7
No >> Repair the open (K853) 5-volt supply circuit.
NOSIS AND TESTING)

Measure the resistance of the (K975) return circuit between the ECM

Yes >> Go To 8
NOSIS AND TESTING)
(K975) return circuit in the sensor connector.
Is the resistance greater than 100k Ohms?

Yes >> Go To 9
No >> Repair the short circuit or replace the engine harness.
NOSIS AND TESTING)
9. (K853) 5-VOLT SUPPLY CIRCUIT SHORTED TO (K975) RETURN CIRCUIT

the (K975) return circuit in the sensor connector.

Yes >> Go To 10
NOSIS AND TESTING)
10. (K24) SIGNAL CIRCUIT SHORTED GROUND
Measure the resistance between the (K24) signal circuit and ground.

Yes >> Go To 11
NOSIS AND TESTING)

ground.

Yes >> Go To 12
NOSIS AND TESTING)
12. (K24) SIGNAL CIRCUIT SHORTED TO (K853) 5-VOLT SUPPLY CIRCUIT
(K853) 5-volt supply circuit in the sensor connector.

Yes >> Go To 13
NOSIS AND TESTING)
13. ECM
Connect a jumper wire between the sensor supply circuit and the sen-
sor return circuit in the sensor harness connector.
Did DTC P0337 set?

NOSIS AND TESTING)
P0336-CRANKSHAFT POSITION (CKP) SENSOR SIGNAL

P0336-CRANKSHAFT POSITION (CKP) SENSOR SIGNAL (CONTINUED)
• When Monitored:
With the key on.
• Set Condition:
The voltage detected at the Crankshaft position sensor is below a calibrated value.
Possible Causes
CKP SENSOR
(K24) SIGNAL CIRCUIT SHORTED TO (K853) 5-VOLT SUPPLY CIRCUIT
(K853) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY NEGATIVE
ECM
Diagnostic Test
1. CKP SENSOR

Yes >> Go To 2

Yes >> Go To 3
NOSIS AND TESTING)

ECM harness connector and the CKP sensor harness connector.

Yes >> Go To 4
No >> Repair the open (K853) 5-volt supply circuit.
NOSIS AND TESTING)

Yes >> Go To 5
NOSIS AND TESTING)

(K975) return circuit in the sensor connector.

Yes >> Go To 6
NOSIS AND TESTING)

Yes >> Go To 7
NOSIS AND TESTING)
7. (K24) SIGNAL CIRCUIT SHORTED GROUND

Measure the resistance between the (K24) signal circuit and ground.

Yes >> Go To 8
NOSIS AND TESTING)
ground.

Yes >> Go To 9
NOSIS AND TESTING)
9. (K24) SIGNAL CIRCUIT SHORTED TO (K853) 5-VOLT SUPPLY CIRCUIT

(K853) 5-volt supply circuit in the sensor connector.

Yes >> Go To 10
NOSIS AND TESTING)
10. ECM
Connect a jumper wire between the sensor supply circuit and the sen-
sor return circuit in the sensor harness connector.
Did DTC P0337 set?

NOSIS AND TESTING)
P0337-CRANKSHAFT POSITION (CKP) SENSOR VOLTAGE TOO LOW

P0337-CRANKSHAFT POSITION (CKP) SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
With the key on.
• Set Condition:
Voltage detected at the CKP is below a calibrated value for a calibrated amount of time.
Possible Causes
CKP SENSOR
(K853) 5-VOLT SUPPLY CIRCUIT SHORTED BATTERY NEGATIVE
ECM
Diagnostic Test
1. CKP SENSOR

Yes >> Go To 2


Yes >> Go To 3
NOSIS AND TESTING)
P0337-CRANKSHAFT POSITION (CKP) SENSOR VOLTAGE TOO LOW (CONTINUED)
3. (K853) 5-VOLT SUPPLY CIRCUIT SHORTED BATTERY NEGATIVE
battery negative.

Yes >> Go To 4
NOSIS AND TESTING)
4. ECM
Connect a jumper wire between the sensor (K853) 5-volt supply circuit
in the sensor harness connector 12-volts.
Did DTC P0338 set?

SIS AND TESTING)
NOSIS AND TESTING)
P0338-CRANKSHAFT POSITION (CKP) SENSOR VOLTAGE TOO HIGH

P0338-CRANKSHAFT POSITION (CKP) SENSOR VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
With the key on.
• Set Condition:
Voltage detected at the CKP is above a calibrated value for a calibrated amount of time.
Possible Causes
(K853) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

ECM
Diagnostic Test
1. (K853) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

Measure voltage between the (K853) 5-volt supply circuit in the sensor

Yes >> Repair or replace the shorted wiring harness.
NOSIS AND TESTING)
No >> Go To 2
P0338-CRANKSHAFT POSITION (CKP) SENSOR VOLTAGE TOO HIGH (CONTINUED)
2. ECM
Connect a jumper wire between the sensor (K853) 5-volt supply circuit
and the sensor (K975) return in the sensor harness connector.
Did DTC P0337 set?

NOSIS AND TESTING)
NOSIS AND TESTING)
P0340-CAMSHAFT POSITION (CMP) LOST

P0340-CAMSHAFT POSITION (CMP) LOST (CONTINUED)
• When Monitored:
• Set Condition:
The ECM no longer detects a signal from the Engine Position Sensor.
Possible Causes
INJECTOR DTC’S PRESENT

OTHER DTC’S
CAMSHAFT SENSOR
(K44) SIGNAL CIRCUIT SHORTED TO SUPPLY (F855) CIRCUIT
(K44) SIGNAL CIRCUIT SHORT TO VOLTAGE
ECM
Diagnostic Test
1. INJECTOR DTC’S PRESENT

Do you have a DTC for P2146 or P2149?

Yes >> Repair injector DTC’s first.
No >> Go To 2
2. OTHER DTC’S
Is any other DTC’s present?

No >> Go To 3
3. CAMSHAFT SENSOR
Disconnect the cam sensor harness connector.
Measure the resistance between the (F855) 5-volt supply circuit and the (K44) signal circuit of the sensor.

Yes >> Go To 4
No >> Replace the camshaft sensor.

Measure the resistance of the (F855) 5-volt supply circuit between the
ECM harness connector and the cam sensor harness connector.

Yes >> Go To 5
NOSIS AND TESTING)
harness connector and the cam sensor harness connector.

Yes >> Go To 6
NOSIS AND TESTING)

Is the resistance greater than 100k ohms?

Yes >> Go To 7
NOSIS AND TESTING)
(F855) 5-volt supply circuit in the sensor harness connector.

Yes >> Go To 8
No >> Repair (K44) signal circuit shorted to the (F855) 5-volt
supply circuit.
NOSIS AND TESTING)


Yes >> Go To 9
No >> Repair (K44) signal circuit shorted to the (K916) return cir-
cuit.
NOSIS AND TESTING)
9. (K44) SIGNAL CIRCUIT SHORT TO VOLTAGE
Measure the voltage between the (K44) signal circuit in the sensor

Yes >> Go To 10
No >> Repair (K44) signal circuit shorted to voltage.
NOSIS AND TESTING)
10. ECM

SIS AND TESTING)
NOSIS AND TESTING)
P0341-CAMSHAFT POSITION (CMP) SENSOR SIGNAL

P0341-CAMSHAFT POSITION (CMP) SENSOR SIGNAL (CONTINUED)
• When Monitored:
• Set Condition:
The ECM no longer detects a signal from the Engine Position Sensor.
Possible Causes
INJECTOR DTC’S PRESENT

OTHER DTC’S
CAMSHAFT SENSOR
(K44) SIGNAL CIRCUIT SHORTED TO (F855) 5-VOLT SUPPLY CIRCUIT
(K44) SIGNAL CIRCUIT SHORT TO VOLTAGE
ECM
Diagnostic Test
1. INJECTOR DTC’S PRESENT

Do you have a DTC for P2146 or P2149?

Yes >> Repair injector DTC’s first.
No >> Go To 2
2. OTHER DTC’S
Is any other DTC’s present?

No >> Go To 3
3. CAMSHAFT SENSOR
Disconnect the cam sensor harness connector.
Measure the resistance between the (F855) 5-volt supply circuit and the (K44) signal circuit of the sensor.

Yes >> Go To 4
No >> Replace the camshaft sensor.

harness connector and the sensor harness connector.

Yes >> Go To 5
NOSIS AND TESTING)
5. Diagnostic Test Topic Goes Here
ECM harness connector and the sensor harness connector.

Yes >> Go To 6
NOSIS AND TESTING)


Yes >> Go To 7
NOSIS AND TESTING)

Yes >> Go To 8
NOSIS AND TESTING)

(F855) 5-volt supply circuit in the sensor harness connector.

Yes >> Go To 9
No >> Repair (K44) signal circuit shorted to the (F855) 5-volt
supply circuit.
NOSIS AND TESTING)

Yes >> Go To 10
No >> Repair (K44) signal circuit shorted to the (K916) return cir-
cuit.
NOSIS AND TESTING)
10. (K44) SIGNAL CIRCUIT SHORT TO VOLTAGE


Yes >> Go To 11
No >> Repair (K44) signal circuit shorted to voltage.
NOSIS AND TESTING)
11. ECM

NOSIS AND TESTING)
P0381-WAIT TO START LAMP INOPERATIVE

• When Monitored:
Ignition on.
• Set Condition:
The cluster sends a signal to the ECM that it has detected a failed wait to start lamp.
Possible Causes
FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN

WAIT-TO-START LIGHT BULB
WIRING/CONNECTOR PROBLEM
ECM
Diagnostic Test
1. WAIT-TO-START LAMP DOES NOT COME ON

While watching the wait-to-start lamp, turn the ignition key on.
Did the wait-to-start lamp light?

Yes >> Go To 2
No >> Go To 3
2. WAIT-TO-START LAMP STAYS ON ALL THE TIME

While watching the wait-to-start lamp, turn the ignition key on.
Does the wait-to-start lamp stay on all the time?

Yes >> Go To 3
No >> Wait-to-start Lamp operating normally. Test passed.
P0381-WAIT TO START LAMP INOPERATIVE (CONTINUED)
3. FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN
Remove the cluster.
Using a 12-Volt test Light, check the Fused Ignition Switch Run/Start
circuit.
Is the light illuminated and bright?

Yes >> Go To 4
No >> Repair the open fused Ignition Switch Output circuit.
NOSIS AND TESTING)
4. WAIT-TO-START LIGHT BULB

Remove and inspect the Wait-to-Start Bulb.
Is the Bulb Ok?

No >> Replace the Wait-to-Start Bulb.
P0461-Fuel Level Unit No Change Over Time

P0461-Fuel Level Unit No Change Over Time (CONTINUED)
• When Monitored:
• Set Condition:
Fuel level does not change by a calibrated amount over a calibrated amount of time.
Possible Causes
EXTERNAL DAMAGE TO FUEL TANK

FUEL LEVEL SENSOR
INSIDE OF FUEL TANK OBSTRUCTED DAMAGED
Diagnostic Test
1. EXTERNAL DAMAGE TO FUEL TANK

Visually inspect the fuel tank for external damage.
Is the fuel tank damaged from the outside?

Yes >> Fix or replace the fuel tank.
No >> Go To 2

Disconnect the wiring harness from the fuel level sensor.
Remove the fuel level sensor from the fuel tank.
Does the fuel level float move freely?

Yes >> Go To 3
No >> Replace the fuel level sensor.
P0461-Fuel Level Unit No Change Over Time (CONTINUED)
Measure the resistance between the sensor (N4) signal circuit and (K900) return circuit while moving the sensor
float arm.
Does the resistance level change as you move the sensor arm?
Yes >> Go To 4
4. INSIDE OF FUEL TANK OBSTRUCTED DAMAGED

Visually inspect the inside of the fuel tank for obstructions.
Is the inside of the fuel tank damaged or obstructing the fuel level sensor?
No >> Replace the fuel tank.
P0462-LOW VOLTAGE DETECTED AT THE FUEL LEVEL SENSOR

P0462-LOW VOLTAGE DETECTED AT THE FUEL LEVEL SENSOR (CONTINUED)
• When Monitored:
• Set Condition:
The signal voltage from the sensor falls below a calibrated value for a calibrated amount of time.
Possible Causes
FUEL LEVEL SENSOR

(N4) SIGNAL CIRCUIT OPEN
(N4) SIGNAL CIRCUIT SHORTED TO VOLTAGE
ECM
Diagnostic Test

Disconnect the Fuel Level Sensor harness connector.
Measure the resistance of the sensor across the (N4) signal circuit and (K900) return circuit.

Yes >> Go To 2
2. (G8) SIGNAL CIRCUIT OPEN
Measure the resistance of the (N4) signal circuit between the ECM

Yes >> Go To 3
No >> Repair the open (N4) signal circuit.
NOSIS AND TESTING)
3. (G8) SIGNAL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage between the (N4) signal circuit and battery neg-
ative.

Yes >> Repair the (N4) signal circuit shorted to voltage.
NOSIS AND TESTING)
No >> Go To 4
4. ECM
While monitoring with the scan tool, connect a jumper wire between
the (N4) signal circuit in the sensor harness connector and battery
negative.

NOSIS AND TESTING)
P0463-HIGH VOLTAGE DETECTED AT THE FUEL LEVEL SENSOR

P0463-HIGH VOLTAGE DETECTED AT THE FUEL LEVEL SENSOR (CONTINUED)
• When Monitored:
• Set Condition:
The signal voltage from the sensor goes above a calibrated value for a calibrated amount of time.
Possible Causes
FUEL LEVEL SENSOR

(N4) SIGNAL CIRCUIT SHORTED TO GROUND
ECM
Diagnostic Test

Disconnect the Fuel level sensor harness connector.
Measure the resistance of the Fuel level sensor across the (N4) signal circuit and (K900) return circuit.

Yes >> Go To 2
No >> Replace the Fuel level sensor.
P0463-HIGH VOLTAGE DETECTED AT THE FUEL LEVEL SENSOR (CONTINUED)
2. (N4) SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between the (N4) signal circuit in the sensor

Yes >> Repair the (N4) signal circuit shorted to ground.
NOSIS AND TESTING)
No >> Go To 3
3. ECM
While monitoring with the scan tool, disconnect the Fuel level sensor harness connector.

P0477-LOW VOLTAGE ON THE ENGINE BRAKE DRIVER

• When Monitored:
• Set Condition:
When the signal from the engine brake driver output does not match the signal from the engine brake driver
feedback.
Possible Causes
WIRING HARNESS
ENGINE BRAKE DRIVER RELAY
FUSED B+ OPEN
ENGINE BRAKE DRIVER SIGNAL CIRCUIT OPEN
ENGINE BRAKE DRIVER SIGNAL CIRCUIT SHORTED TO BATTERY NEGATIVE
ECM
Diagnostic Test
1. RELAY CLICKING
Turn the engine off (ignition on).
With the scan tool, actuate the exhaust brake relay.
Can you hear the Relay clicking?

Yes >> Go To 2
No >> Go To 3
2. WIRING HARNESS
With the scan tool, actuate the exhaust brake relay.
While the relay is clicking, wiggle the wiring harness and connectors throughout the circuit.
Does this interrupt the clicking?

Yes >> Repair or replace the wiring harness.
No >> Go To 3
P0477-LOW VOLTAGE ON THE ENGINE BRAKE DRIVER (CONTINUED)
3. Engine Brake Driver Relay
Remove the Engine Brake Driver Relay.
Measure the resistance between terminals 86 and 85 of the engine brake relay.

Yes >> Go To 4
No >> Replace the Engine Brake Driver Relay.
4. FUSED B+ OPEN
Measure the voltage of the Fused B+ Supply circuit at the Engine Brake Relay.
Is the voltage within 10% of battery voltage?

Yes >> Go To 5
No >> Repair the open B+ circuit.
5. ENGINE BRAKE DRIVER SIGNAL CIRCUIT OPEN

Measure the resistance of the Engine Brake Driver signal circuit between the Relay harness connector and the ECM
harness connector.

Yes >> Go To 6
No >> Repair the open Engine Brake driver circuit open from relay to ECM.
6. ENGINE BRAKE DRIVER SIGNAL CIRCUIT SHORTED TO BATTERY NEGATIVE

Measure the resistance of the Engine Brake Driver signal circuit between the Relay connector and battery negative.

Yes >> Go To 7
No >> Repair Engine brake driver shorted to Battery negative.
P0477-LOW VOLTAGE ON THE ENGINE BRAKE DRIVER (CONTINUED)
7. ECM
Using the scan tool, actuate the Engine Brake Driver Relay.
While monitoring with the scan tool, use a jumper wire to connect 12 volts to the relay signal circuit with the relay
disconnected.
Did the DTC P0478?

No >> Replace ECM.
P0478-HIGH VOLTAGE ON THE ENGINE BRAKE DRIVER

• When Monitored:
• Set Condition:
When the signal from the engine brake driver output does not match the signal from the engine brake driver
feedback.
Possible Causes
RELAY LOOSE
ENGINE BRAKE DRIVER CONTROL CIRCUIT SHORTED TO VOLTAGE
ENGINE BRAKE RELAY
ECM
Diagnostic Test
1. RELAY
With the scan tool, actuate the Engine Brake Driver Relay.

Yes >> Go To 2
No >> Go To 3
2. RELAY LOOSE
While the relay is clicking, wiggle the wiring harness and connectors.

Yes >> Repair the loose connection.
No >> Go To 3
P0478-HIGH VOLTAGE ON THE ENGINE BRAKE DRIVER (CONTINUED)
3. Engine Brake Driver Control Circuit
Remove the Engine Brake Driver Relay.
Measure the voltage of the Engine Brake Driver Control Circuit between the relay terminal and battery negative.

Yes >> Go To 4
No >> Repair Engine Brake Driver Control Circuit shorted to voltage.
4. Engine brake relay

Measure the resistance between terminals 85 and 86 of the engine brake relay.

Yes >> Replace the engine brake relay.
No >> Go To 5
5. ECM
Reinstall the Engine Brake relay.
While monitoring with the scan tool, remove the Engine Brake Driver Relay.
Did P0477 set?

P0480-FAN CLUTCH
P0480-FAN CLUTCH (CONTINUED)
• When Monitored:
• Set Condition:
The PWM signal to the fan clutch does not match the PWM signal from the fan clutch.
Possible Causes
FAN CLUTCH
WIRE HARNESS DAMAGED
OPEN FAN CLUTCH (K160) DRIVER CIRCUIT
(K160) DRIVER CIRCUIT SHORTED TO (K690) RETURN CIRCUIT
(K160) DRIVER CIRCUIT SHORTED TO BATTERY NEGATIVE
ECM
Diagnostic Test
1. FAN CLUTCH
Disconnect the fan clutch harness connector.
Measure the resistance between the fan clutch (K160) driver circuit
and the fan speed (K690) sensor return circuit on the fan clutch
assembly.

Yes >> Replace the fan clutch.
NOSIS AND TESTING)
No >> Go To 2
2. FAN CLUTCH
Disconnect the Fan Clutch harness connectors.
and the fan clutch (F504) battery supply circuit on the fan clutch
assembly.
Is the resistance less than 6 Ohms or greater than 10 Ohms?

Yes >> Replace the fan clutch.
NOSIS AND TESTING)
No >> Go To 3
3. OPEN FAN CLUTCH (K160) DRIVER CIRCUIT

Measure the resistance of the fan clutch (K160) driver circuit between
the ECM harness connector and the fan clutch harness connector.

Yes >> Go To 4
No >> Repair the open fan clutch (K160) river circuit.
NOSIS AND TESTING)
4. (K160) DRIVER CIRCUIT SHORTED TO (K690) RETURN CIRCUIT
and the fan speed sensor (K690) return circuit at the sensor harness
connector.

Yes >> Go To 5
No >> Repair the (K160) Driver circuit shorted to (K690) Return
circuit.
NOSIS AND TESTING)
5. (K160) DRIVER CIRCUIT SHORTED TO BATTERY NEGATIVE

and the battery negative.

Yes >> Go To 6
No >> Repair the (K160) Driver circuit shorted to battery nega-
tive.
NOSIS AND TESTING)
6. ECM
Measure the resistance of the fan clutch (K160) driver circuit between
the fan clutch connector and battery negative.

SIS AND TESTING)
No >> replace the ECM.
NOSIS AND TESTING)
P0483-FAN SPEED
P0483-FAN SPEED (CONTINUED)
• When Monitored:
• Set Condition:
The actual fan speed is less than 75 RPM or more than 4000 RPM.
Possible Causes
OTHER DTC’S
(K161) SIGNAL CIRCUIT SHORT TO (K668) 5-VOLT SUPPLY CIRCUIT
(K161) SIGNAL CIRCUIT OPEN FROM ECM TO FAN CLUTCH ASSEMBLY
(K668) 5-VOLT SUPPLY CKT OPEN FROM ECM HARNESS CONNECTOR TO FAN CLUTCH HARNESS
CONNECTOR
(K161) SIGNAL CIRCUIT SHORTED TO (690) RETURN IN THE HARNESS
(K161) SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K161) SIGNAL CIRCUIT IN ECM SHORTED TO GROUND INSIDE ECM
(K161) SIGNAL CIRCUIT SHORTED TO VOLTAGE IN THE ECM
(K668) 5-VOLT SUPPLY CIRCUIT IN ECM
Diagnostic Test

Is DTC P0480 present?

No >> Go To 2
2. FAN CLUTCH SHORTED

Disconnect the wiring harness from the fan clutch assembly.
Measure the resistance between the signal circuit in the fan clutch assembly and the return circuit in the fan clutch
assembly.

Yes >> Replace the fan clutch assembly.
No >> Go To 3
3. FAN CLUTCH ASSEMBLEY SHORTED TO GROUND
Measure the resistance between the signal circuit in the fan clutch assembly and battery negative.

Yes >> Replace the fan clutch assembly.
No >> Go To 4
4. (K161) SIGNAL CIRCUIT SHORT TO (K668) 5-VOLT SUPPLY CIRCUIT

Disconnect the Fan clutch connector.
Measure the resistance between the (K161) signal circuit in the fan
clutch assembly and the battery (K668) 5-volt supply circuit in the fan
clutch assembly.

Yes >> Replace the Fan clutch assembly.
NOSIS AND TESTING)
No >> Go To 5
5. (K161) SIGNAL CIRCUIT OPEN FROM ECM TO FAN CLUTCH ASSEMBLY
harness connector and the fan clutch assembly harness connector.

Yes >> Go To 6
No >> Repair the open (K161) circuit from the ECM harness con-
nector to the Fan clutch harness connector.
NOSIS AND TESTING)
6. (K668) 5-VOLT SUPPLY CIRCUIT OPEN FROM ECM HARNESS CONNECTOR TO FAN CLUTCH HARNESS
ECM harness connector and the fan clutch assembly harness connec-
tor.

Yes >> Go To 7
No >> Repair the open (K668) circuit from ECM harness connec-
tor to Fan clutch connector.
NOSIS AND TESTING)
7. (K161) SIGNAL CIRCUIT SHORTED TO RETURN IN THE HARNESS

clutch assembly harness connector and the return circuit in the fan
clutch assembly harness connector.

Yes >> Repair the shorted (K161) circuit.
NOSIS AND TESTING)
No >> Go To 8
8. (K161) SIGNAL CIRCUIT SHORTED TO VOLTAGE
Measure the voltage between the (K161) signal circuit in the fan clutch
assembly harness connector and battery negative.

Yes >> Repair the (K161) signal circuit shorted to voltage.
NOSIS AND TESTING)
No >> Go To 9
9. (K161) SIGNAL CIRCUIT IN ECM SHORTED TO GROUND

INSIDE ECM
clutch assembly harness connector and battery negative.

Yes >> Replace the ECM.
NOSIS AND TESTING)
No >> Go To 10
10. (K161) SIGNAL CIRCUIT SHORTED TO VOLTAGE IN THE ECM
Reconnect the fan harness connector.
While back probing the fan connector measure the voltage between
the fan speed (K161) signal circuit in the fan clutch assembly harness
connector and battery negative while manually rotating the fan blade.
Did voltage go from less than 0.7 volts to 4.7 to 5.7 volts?
Yes >> Repair the Fan Speed (K161) Signal circuit in the engine
harness.
NOSIS AND TESTING)
No >> Go To 11
11. (K668) 5-VOLT SUPPLY CIRCUIT IN ECM
Measure the voltage between the (K668) 5-volt supply circuit in the fan
clutch assembly harness connector and battery negative.

SIS AND TESTING)
NOSIS AND TESTING)
P0500-NO VEHICLE SPEED SENSOR SIGNAL

P0500-NO VEHICLE SPEED SENSOR SIGNAL (CONTINUED)
• When Monitored:
• Set Condition:
The ECM indicates signals of motion; however, the VSS does not.
Possible Causes
VEHICLE SPEED (B22) SIGNAL CIRCUIT SHORTED TO VOLTAGE

VEHICLE SPEED (B22) SIGNAL CIRCUIT OPEN BETWEEN CAB AND ECM
VEHICLE SPEED (B22) SIGNAL CIRCUIT SHORTED TO GROUND
ECM
Diagnostic Test
1. VEHICLE SPEED SENSOR (B22) SIGNAL CIRCUIT SHORT TO VOLTAGE

Disconnect the ABS/RWAL Module harness connector.
Measure the voltage of the Vehicle Speed (B22) signal circuit in the
ABS/RWAL or ECM harness connector.

Yes >> Repair the short to voltage in the Vehicle Speed (B22) Sig-
nal circuit between the CAB and ECM.
NOSIS AND TESTING)
No >> Go To 2
2. VEHICLE SPEED SENSOR (B22) SIGNAL CIRCUIT OPEN BETWEEN CAB AND ECM
Measure the resistance of the Vehicle Speed (B22) signal circuit
between the ECM harness connector and the ABS/RWAL harness
connector.

Yes >> Repair the open in the Vehicle Speed (B22) signal circuit
between the CAB and ECM.
NOSIS AND TESTING)
No >> Go To 3
3. VEHICLE SPEED SENSOR (B22) SIGNAL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the Vehicle Speed (B22)
signal circuit at the ECM harness connector.

Yes >> Repair the short to ground in the Vehicle Speed (B22) sig-
nal circuit between the CAB and ECM.
NOSIS AND TESTING)
No >> Go To 4
4. ECM
NOTE: Before continuing, check the ECM harness connector terminals for corrosion, damage, or terminal
Ground circuits.

Repair
Replace and program the ECM per Service Information.
P0514-BAT TEMPERATURE SENSOR RATIONALITY

P0514-BAT TEMPERATURE SENSOR RATIONALITY (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
BATTERY TEMP SENSOR

Diagnostic Test
1. BATTERY TEMP SENSOR

Remove the temperature sensor and reconnect the wiring harness connector to the sensor.
Monitor scan tool, while heating the sensor with an external heat source (DO NOT USE OPEN FLAME).
No >> Replace the battery temperature sensor.
P0516-LOW VOLTAGE AT THE BAT TEMP SENSOR

P0516-LOW VOLTAGE AT THE BAT TEMP SENSOR (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
BATTERY TEMP SENSOR

ECM
Diagnostic Test

Disconnect the Battery temp sensor harness connector.
Measure the resistance of the Battery temp sensor.

Yes >> Go To 2
No >> Replace the battery temp sensor.
Measure the resistance between the engine ground and the tempera-
ture sensor (K25) signal circuit at the sensor connector.

Yes >> Go To 3
No >> Repair the Battery temp sensor (K25)signal circuit shorted
to ground.
NOSIS AND TESTING)

Measure the resistance between the Battery temp sensor (K25) signal
circuit and all other circuits in the ECM harness connector of the
engine harness.

Yes >> Go To 4
No >> Repair the (K25) signal circuit shorted to another circuit.
NOSIS AND TESTING)
Reconnect the disconnected Battery temp sensor harness connector.
While monitoring with scan tool, disconnect the temperature sensor harness connector.
Did P0517 set?

P0517-HIGH VOLTAGE AT THE BAT TEMP SENSOR

P0517-HIGH VOLTAGE AT THE BAT TEMP SENSOR (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
BATTERY TEMP SENSOR

ECM
Diagnostic Test

Measure the resistance of the Battery temp sensor

Yes >> Go To 2
No >> Replace the Battery temp sensor.
2. OPEN CIRCUIT
Reconnect the disconnected Battery temp sensor harness connector.
Measure the resistance between the temperature sensor (K25) signal
and (K900) return circuits at the ECM harness connector.

Yes >> Go To 5
No >> Go To 3

Measure the resistance of the sensor (K25) signal circuit between the

Yes >> Go To 4
NOSIS AND TESTING)
Measure the resistance of the sensor (K900) return circuit between the

Yes >> Go To 5
NOSIS AND TESTING)

Check for a short circuit from (K25) signal circuit to all other circuits at

Yes >> Go To 6
No >> Repair the shorted (K25) signal circuit.
NOSIS AND TESTING)
6. ECM
While monitoring with the scan tool, use a jumper wire and connect
the sensor (K25) signal circuit to the sensor (K900) return circuit at the
Did P0516 set?

SIS AND TESTING)
NOSIS AND TESTING)
P0521-OIL PRESSURE SWITCH RATIONALITY

P0521-OIL PRESSURE SWITCH RATIONALITY (CONTINUED)
• When Monitored:
• Set Condition:
Oil pressure is detected with engine RPM = 0 for 30 seconds.
Possible Causes
OIL PRESSURE SWITCH

(G6) SIGNAL CIRCUIT OPEN
ECM
Diagnostic Test

Disconnect the Oil pressure switch harness connector.
Measure the resistance between the oil pressure switch terminal and
ground.

Yes >> Go To 2
No >> Replace the oil pressure switch.
NOSIS AND TESTING)
P0521-OIL PRESSURE SWITCH RATIONALITY (CONTINUED)
2. (G6) SIGNAL CIRCUIT OPEN
Measure the resistance of the oil pressure switch (G6) signal circuit
between the oil pressure switch harness connector and the ECM har-
ness connector.

Yes >> Go To 3
No >> Repair the open Oil pressure (G6) signal circuit.
NOSIS AND TESTING)
3. ECM
Measure the voltage between the oil pressure (G6) signal circuit at the
oil pressure switch harness connector and ground.

SIS AND TESTING)
NOSIS AND TESTING)
P0524-OIL PRESSURE TOO LOW

• When Monitored:
• Set Condition:
The oil pressure detected by the ECM is less than a calibrated value.
Possible Causes
LOW OIL LEVEL

(G6) SIGNAL CIRCUIT SHORT TO GROUND
OIL PRESSURE SWITCH
INTERNAL ENGINE DAMAGE
Diagnostic Test
1. LOW OIL LEVEL

Check the engine oil level.
Is the engine oil in the safe operating range?

Yes >> Go To 2
No >> Repair any condition that may cause the oil level to be above or below the safe operating range.
2. SIGNAL CIRCUIT SHORT TO GROUND

Disconnect the oil pressure switch harness connector.
Turn the ignition on for 1 minute.
Did DTC P0521 set?

Yes >> Go To 3
No >> Repair the (G6) signal circuit shorted to ground.
Measure the engine oil pressure with a mechanical gauge.
Is the oil pressure within the acceptable operating range?

Yes >> Replace the oil pressure switch.
No >> Repair internal engine damage.
P0532-A/C SENDING UNIT VOLTS TOO LOW

P0532-A/C SENDING UNIT VOLTS TOO LOW (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
OTHER DTC’S
A/C PRESSURE SENSOR
(C918) SIGNAL CIRCUIT SHORTED TO (K55) RETURN CIRCUIT
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO (K55) RETURN CIRCUIT
(C918) SIGNAL CIRCUIT OPEN FROM ECM HARNESS CONNECTOR TO A/C HARNESS CONNECTOR
(F855) 5-VOLT SUPPLY CIRCUIT OPEN FROM ECM HARNESS TO A/C HARNESS CONNECTORS
(C918) SIGNAL CIRCUIT SHORTED TO GROUND
ECM
Diagnostic Test
1. OTHER DTC’S
Are other DTC’s present?

No >> Go To 2
2. HARNESS OPEN
Disconnect the A/C pressure sending unit harness connector.
return circuits of the sensor harness connector.

Yes >> Go To 3
No >> Go To 4
3. A/C PRESSURE SENSOR

While monitoring scan tool, use a jumper wire to connect the (F855)
5-volt supply circuit to the (C918) signal circuit at the sensor harness
connector.
Did P0533 set?

Yes >> Replace the A/C pressure sensor.
NOSIS AND TESTING)
No >> Go To 4
4. (C918) SIGNAL CIRCUIT SHORTED TO THE (K916) RETURN CIRCUIT
Measure the resistance between the (C918) signal circuit and (K916)
return circuit in the sensor harness connector.

Yes >> Go To 5
No >> Repair the (C918) signal circuit shorted to the (K916)
return circuit.
NOSIS AND TESTING)
5. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO THE (K916) RETURN CIRCUIT


Yes >> Go To 6
No >> Repair the (F855) 5-volt supply circuit shorted to the
(K916) return circuit.
NOSIS AND TESTING)
6. (C918) SIGNAL CIRCUIT OPEN FROM ECM HARNESS CONNECTOR TO A/C HARNESS CONNECTOR
Measure the resistance of the (C918) signal circuit between the sensor

Yes >> Go To 7
No >> Repair the open (C918) signal circuit.
NOSIS AND TESTING)
7. (F855) 5-VOLT SUPPLY CIRCUIT OPEN FROM ECM HARNESS

CONNECTOR TO A/C HARNESS CONN

Yes >> Go To 8
NOSIS AND TESTING)
8. (C918) SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between the (C918) signal circuit in the sensor

Yes >> Go To 9
No >> Repair the (C918) signal circuit shorted to ground.
NOSIS AND TESTING)


Yes >> Go To 10
No >> Repair the (F855) 5-volt supply circuit shorted to ground.
NOSIS AND TESTING)
10. ECM
While monitoring scan tool, use a jumper wire to connect the (F855)
5-volt supply circuit with the (C918) signal circuit at the sensor harness
connector.
Did DTC P0533 set?

NOSIS AND TESTING)
P0533-A/C SENDING UNIT VOLTS TOO HIGH

P0533-A/C SENDING UNIT VOLTS TOO HIGH (CONTINUED)
• When Monitored:
• Set Condition:
Possible Causes
OTHER DTC’S
A/C PRESSURE SENSOR
(C918) SIGNAL CIRCUIT SHORTED TO BATTERY POSITIVE
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY POSITIVE
(K916) RETURN CIRCUIT OPEN FROM ECM HARNESS CONNECTOR TO A/C HARNESS CONNECTOR
ECM
Diagnostic Test
1. OTHER DTC’S
Are other DTC’s present?

No >> Go To 2
2. HARNESS OPEN
Disconnect the A/C pressure sending unit harness connector.
Measure the voltage between the (F855) 5-volt supply circuit and
(K916) return circuit of the sensor harness connector.

Yes >> Go To 3
No >> Go To 4

return circuit to the (C918) signal circuit at the sensor harness connec-
tor.
Did P0532 set?

Yes >> Replace the A/C pressure sensor.
NOSIS AND TESTING)
No >> Go To 4
4. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY NEGATIVE
Measure the voltage between the (F855) 5-volt supply circuit at the

Yes >> Go To 5
No >> Repair the (F855) 5-volt supply circuit shorted to the bat-
tery negative.
NOSIS AND TESTING)
5. (C918) SIGNAL CIRCUIT SHORTED TO BATTERY NEGATIVE

Measure the voltage between the (C918) signal circuit at the harness
connector and battery negative.

Yes >> Go To 6
No >> Repair the (C918) signal circuit shorted to the battery neg-
ative.
NOSIS AND TESTING)
6. (K916) RETURN CIRCUIT OPEN FROM ECM HARNESS CONNECTOR TO A/C HARNESS CONNECTOR
Measure the resistance of the (K916) return circuit between the sensor

Yes >> Go To 7
NOSIS AND TESTING)
7. ECM
return circuit with the (C918) signal circuit at the sensor harness con-
nector.
Did DTC P0532 set?

SIS AND TESTING)
NOSIS AND TESTING)
P0541-LOW VOLTAGE ON THE #1 INTAKE AIR HEATER RELAY

P0541-LOW VOLTAGE ON THE #1 INTAKE AIR HEATER RELAY (CONTINUED)
• When Monitored:
• Set Condition:
When the signal from the #1 intake air heater output does not match the signal from the #1 intake air heater
feedback.
Possible Causes
LOOSE CONNECTION
INTAKE AIR HEATER RELAY
SIGNAL CIRCUIT OPEN FROM RELAY TO ECM
SIGNAL CIRCUIT SHORTED TO BATTERY NEGATIVE
ECM
Diagnostic Test
1. RELAY CLICKING
With the scan tool, actuate the #1 Intake Air Heater.

Yes >> Go To 2
No >> Go To 3
2. LOOSE CONNECTION
While the relay is clicking , wiggle the wiring harness and connectors.

Yes >> Repair the poor connection.
No >> Go To 3
P0541-LOW VOLTAGE ON THE #1 INTAKE AIR HEATER RELAY (CONTINUED)
3. INTAKE AIR HEATER RELAY
Remove the Intake Air Heater #1 Relay.
Measure the resistance between the signal and return posts of the intake air heater relay.
Is the resistance between 15 and 25 Ohms?

Yes >> Go To 4
No >> Replace the Intake Air Heater #1 relay.
4. SIGNAL CIRCUIT OPEN FROM RELAY TO ECM

Measure the resistance of the intake air heater relay signal circuit between the ECM connector and the intake air
heater relay connector.

Yes >> Go To 5
No >> Repair the open signal circuit from PDC to ECM harness connector.
5. SIGNAL CIRCUIT SHORTED TO BATTERY NEGATIVE

Measure the voltage between the signal circuit of the intake air heater relay and battery negative.

Yes >> Repair the signal circuit shorted to Battery negative.
No >> Go To 6
6. ECM
Disconnect the intake air heater relay signal wire and use a jumper to connect it to battery negative.
Did DTC P0542 set?

P0542-HIGH VOLTAGE ON THE #1 INTAKE AIR HEATER RELAY

P0542-HIGH VOLTAGE ON THE #1 INTAKE AIR HEATER RELAY (CONTINUED)
• When Monitored:
• Set Condition:
When the signal from the #1 Intake Air Heater output does not match the signal from the #1 Intake Air Heater
feedback.
Possible Causes
LOOSE CONNECTION
ECM
Diagnostic Test
1. RELAY CLICKING
With the scan tool, actuate the Intake Air Heater relay.

Yes >> Go To 2
No >> Go To 3
2. LOOSE CONNECTION

No >> Go To 3
P0542-HIGH VOLTAGE ON THE #1 INTAKE AIR HEATER RELAY (CONTINUED)
Remove the Intake Air Heater Relay.

Yes >> Go To 4
No >> Replace the Intake Air Heater relay.

Measure the resistance between the signal circuit of the intake air heater relay and battery negative.
Is the resistance greater than 100 K ohms?

Yes >> Go To 5
No >> Repair signal circuit shorted to battery negative.
5. SIGNAL CIRCUIT SHORTED TO OTHER CIRCUITS

Measure the resistance between the signal circuit of the intake air heater relay and all other circuits in the ECM
harness connector.

Yes >> Go To 6
No >> Repair signal circuit shorted to other circuits.
6. ECM
Disconnect the intake air heater relay signal wire.
Did DTC P0542 or 2608 set?

P0562-BATTERY VOLTAGE LOW

• When Monitored:
With the key on or the engine running.
• Set Condition:
The battery voltage detected by the ECM is less than a calibrated value.
Possible Causes
P0622 PRESENT
P2502 PRESENT
P2503 PRESENT
BATTERY TERMINAL CONNECTIONS
ACCESSORY WIRING
BATTERY
HIGH RESISTANCE IN WIRE HARNESS
ECM
Diagnostic Test
1. P0622 PRESENT
Is P0622 set?
No >> Go To 2
2. P2502 PRESENT
Is P2502 set?
No >> Go To 3
3. P2503 PRESENT
Is P2503 set?
No >> Go To 4
4. BATTERY TERMINAL CONNECTIONS

Visually inspect the positive and negative connections at the batteries and inspect the battery negative connections
at the engine block.
Are the connections free of corrosion and are they tight?

Yes >> Go To 5
No >> Repair the poor connections.
5. ACCESSORY WIRING
Check for add-on or accessory wiring at positive (+) terminal of the battery
Are there any damaged wires at the battery?

Yes >> Repair accessory wiring.
No >> Go To 6
6. BATTERY(S)
Perform battery load test using the Midtronics Micro 420 battery system tester.
Did the battery(s) pass the test?

Yes >> Go To 7
No >> Replace the weak battery or batteries.
7. HIGH RESISTANCE IN WIRE HARNESS
Disconnect the battery terminals.
Measure the resistance from the positive and negative battery posts to
the appropriate circuits in the ECM harness connector

Yes >> Go To 8
No >> Repair the high resistance in the wire harness.
NOSIS AND TESTING)
8. ECM
Reconnect the battery terminals.
Measure and record the voltage between battery positive pins of the
ECM connector and the battery negative circuits of the ECM harness
connector.
Use the scan tool to measure and record battery voltage.
Are the readings within 3 volts of each other?

SIS AND TESTING)
NOSIS AND TESTING)
P0563-BATTERY VOLTAGE HIGH

• When Monitored:
With the key on or the engine running.
• Set Condition:
The battery voltage detected by the ECM is greater than a calibrated value.
Possible Causes
P0622 PRESENT
P2502 PRESENT
P2504 PRESENT
BATTERIES IMPROPERLY INSTALLED
ECM
Diagnostic Test
1. P0622 PRESENT
Is P0622 set?
No >> Go To 2
2. P2502 PRESENT
Is P2502 set?
No >> Go To 3
3. P2504 PRESENT
Is P2504 set?
No >> Go To 4
4. BATTERIES IMPROPERLY INSTALLED
Measure the battery voltage between the positive circuits and ground
of the ECM harness connector.
Is the voltage less than 19 volts?

Yes >> Go To 5
No >> Install the battery system correctly.
NOSIS AND TESTING)
5. ECM
Reconnect the battery terminals.
Measure and record the voltage between battery positive pins of the
ECM connector and the battery negative circuits of the ECM harness
connector.

SIS AND TESTING)
NOSIS AND TESTING)
P0572-LOW VOLTAGE DETECTED AT THE BRAKE SWITCH

P0572-LOW VOLTAGE DETECTED AT THE BRAKE SWITCH (CONTINUED)
• When Monitored:
While the ignition is on
• Set Condition:
The brake switch status is = to OFF and the not brake switch status is = to ON for a calibrated amount of
time..
Possible Causes

BRAKE SWITCH CIRCUIT SHORTED TO GROUND (BRAKE SWITCH WILL ALWAYS BE OFF)
BRAKE SWITCH
ECM
1. BRAKE SWITCH CIRCUIT SHORTED TO GROUND

Disconnect the brake switch connection. Inspect the pins and connec-
tor for damage, corrosion, etc.
Disconnect the ECM connectors. Inspect the pins and connector for
damage, corrosion, etc.
Measure the resistance between the brake switch circuit in the ECM

Yes >> Repair the Brake switch circuit shorted to ground.
NOSIS AND TESTING)
No >> Go To 2
2. BRAKE SWITCH CIRCUIT SHORTED TO OTHER CIRCUITS IN HARNESS
Measure the resistance between the brake switch wire in the ECM
connector and all other pins in the ECM connector.

Yes >> Repair or replace the harness.
NOSIS AND TESTING)
No >> Go To 3
3. ECM
Reconnect the ECM connectors.
Measure the resistance between the brake switch circuit at the switch

NOSIS AND TESTING)
No >> Go To 4
4.
Reconnect the brake switch connector.
Using the scan tool, clear the DTC’s.
Cycle the brake pedal several times.
Using the scan tool, read the DTC’s.
Has the brake switch low DTC returned?

Yes >> Replace the brake switch.
No >> Perform Intermittent condition test. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
P0573-HIGH VOLTAGE DETECTED AT THE BRAKE SWITCH

P0573-HIGH VOLTAGE DETECTED AT THE BRAKE SWITCH (CONTINUED)
• When Monitored:
While the ignition is on.
• Set Condition:
The brake switch status is = to ON and the not brake switch status is = to OFF for a calibrated amount of time.
Possible Causes

BRAKE SWITCH CIRCUIT OPEN (BRAKE SWITCH WILL ALWAYS BE ON)
BRAKE SWITCH CIRCUIT SHORTED TO BATTERY VOLTAGE (BRAKE SWITCH WILL ALWAYS BE ON)
BRAKE SWITCH
ECM
1. BRAKE SWITCH CIRCUIT OPEN

Disconnect the brake switch connection. Inspect the pins and connec-
tor for damage, corrosion, etc.
Disconnect the ECM connectors. Inspect the pins and connector for
damage, corrosion, etc.
Measure the resistance between the brake switch signal circuits in the
ECM connector and the brake switch connector.

Yes >> Go To 2
No >> Repair the open brake switch circuits.
NOSIS AND TESTING)
P0573-HIGH VOLTAGE DETECTED AT THE BRAKE SWITCH (CONTINUED)
2. BRAKE SWITCH CIRCUIT SHORTED TO VOLTAGE
Measure the voltage between the brake switch circuits in the ECM

Yes >> Go To 3
No >> Repair the open circuit.
NOSIS AND TESTING)
3. ECM
Install a jumper wire in the brake switch connector between signal circuit and to ground.
Is the DTC for brake switch low voltage present?

Yes >> Go To 4
4. BRAKE SWITCH
Reconnect the brake switch connector.
Using the scan tool, clear the DTC’s.
Has the brake switch High DTC returned?

Yes >> Replace the brake switch.
No >> Perform Intermittent condition test. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
P0580-LOW VOLTAGE DETECTED AT THE SPEED CONTROL SWITCH

P0580-LOW VOLTAGE DETECTED AT THE SPEED CONTROL SWITCH (CONTINUED)
• When Monitored:
While the ignition is on
• Set Condition:
Speed control MUX switch below 1.0 volts for 5 seconds.
Possible Causes
S/C WIRING HARNESS OBSERVABLE PROBLEM

S/C SWITCH (ON/OFF)
CLOCKSPRING SHORTED TO GROUND
S/C SWITCH (RESUME/ACCEL)
S/C SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
S/C SIGNAL CIRCUIT SHORTED TO SENSOR GROUND
ECM
Diagnostic Test
1. S/C SWITCH VOLTAGE BELOW 1.0 VOLT

With the scan tool, read the S/C Switch volts status in the ECM.
Is the S/C Switch voltage below 1.0 volt?

Yes >> Go To 3
No >> Go To 2
2. S/C WIRING HARNESS OBSERVABLE PROBLEM

Using the Schematics as a guide, inspect the Wiring and Connectors.

No >> Go To 3
3. S/C SWITCH (ON/OFF)
Disconnect the S/C ON/OFF Switch harness connector.
With the scan tool in Sensors, read the S/C Switch volts in the ECM.

Yes >> Replace the S/C ON/OFF Switch.
No >> Go To 4
4. S/C SWITCH (RESUME/ACCEL)

Disconnect the S/C RESUME/ACCEL Switch harness connector.
Did the S/C Switch volts go above 4.0 volts?

Yes >> Replace the Resume/Accel Switch.
No >> Go To 5
5. CLOCKSPRING SHORTED TO GROUND

Disconnect the clockspring 6-way harness connector (instrument panel
wiring side).

NOSIS AND TESTING)
No >> Go To 6
6. S/C SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
Disconnect the S/C ON/OFF Switch harness connector.
Measure the resistance between the S/C Switch Signal circuit and
ground (B-) at S/C ON/OFF Switch harness connector.

Yes >> Repair S/C Switch Signal Circuit for a short to ground.
NOSIS AND TESTING)
No >> Go To 7
7. S/C SIGNAL CIRCUIT SHORTED TO SENSOR GROUND

Measure the resistance between the S/C Signal Circuit and the Sensor
Ground Circuit at the ON/OFF switch harness connector.

Yes >> Repair S/C Signal Circuit shorted to Sensor Ground.
NOSIS AND TESTING)
NOSIS AND TESTING)
P0581-HIGH VOLTAGE DETECTED AT THE SPEED CONTROL SWITCH

P0581-HIGH VOLTAGE DETECTED AT THE SPEED CONTROL SWITCH (CONTINUED)
• When Monitored:
Key on or Engine running.
• Set Condition:
Speed Control MUX switch above 11.5 volts for 5 seconds.
Possible Causes
S/C WIRING HARNESS OBSERVABLE PROBLEM

CLOCKSPRING SIGNAL/GROUND CIRCUIT OPEN
S/C SWITCH SIGNAL CKT SHORTED TO VOLTAGE
S/C SWITCH SIGNAL CIRCUIT OPEN ECM TO CLOCK SPRING
S/C SWITCH SIGNAL CIRCUIT OPEN CLOCKSPRING TO S/C SWITCH
S/C SWITCH GROUND CIRCUIT OPEN CLOCKSPRING TO S/C SWITCH
S/C SWITCH GROUND CIRCUIT OPEN ECM TO CLOCKSPRING
ECM
Diagnostic Test
1. Scan tool SHOWS SPEED CONTROL SWITCH ON/OFF

With the scan tool in Inputs/Outputs, read the Speed Control inputs state in ECM.
While monitoring the scan tool, push the Speed Control On/Off Switch several times, then leave it on.
Did the scan tool show Speed Control Switch off and on?
Yes >> Go To 2
2. S/C WIRING HARNESS OBSERVABLE PROBLEM

Using the Schematics as a guide, inspect the Wiring and Connectors.

No >> Go To 3
3. CLOCKSPRING SIGNAL/GROUND CIRCUIT OPEN
Disconnect the upper and lower clockspring harness connectors.
Measure the resistance of the sensor ground circuit between the upper
and lower clockspring harness connectors.
Measure the resistance of the speed control switch signal circuit

NOSIS AND TESTING)
No >> Go To 4

Disconnect the Speed Control On/Off Switch 2-way harness connector only.
Measure the resistance across the S/C On/Off Switch.
Is the resistance between 20.3K and 20.7K ohms?

Yes >> Go To 5
No >> Replace the On/Off Switch.
5. S/C SWITCH SIGNAL CKT SHORTED TO VOLTAGE
Measure the voltage of the S/C Switch Signal Circuit at the On/Off
Switch 2-way connector.

Yes >> Repair the Speed Control Switch Signal Circuit for a short
to voltage.
NOSIS AND TESTING)
No >> Go To 6
6. S/C SWITCH SIGNAL CIRCUIT OPEN ECM TO CLOCK SPRING

Measure the resistance of the S/C Switch Signal Circuit between the
ECM connector and the Clockspring Connector.

Yes >> Go To 7
No >> Repair open Speed Control Switch Signal Circuit ECM to
Clockspring.
NOSIS AND TESTING)
7. S/C SWITCH SIGNAL CIRCUIT OPEN CLOCKSPRING TO S/C SWITCH
Measure the resistance of the S/C Switch Signal Circuit from the
clockspring harness connector to the On/Off switch harness connector.

Yes >> Go To 8
No >> Repair the open Speed Control Switch Signal Circuit
Clockspring to S/C switch.
NOSIS AND TESTING)
8. S/C SWITCH GROUND CIRCUIT OPEN CLOCKSPRING TO S/C

SWITCH
Measure the resistance of the S/C Switch Sensor Ground Circuit
between the On/Off Switch 2-way harness connector to the clock-
spring harness connector.

Yes >> Go To 9
No >> Repair open ground circuit from clockspring to S/C switch.
NOSIS AND TESTING)
9. S/C SWITCH GROUND CIRCUIT OPEN ECM TO CLOCKSPRING
Measure the resistance of the S/C Switch Sensor Ground Circuit
between the ECM harness connector to the clockspring harness con-
nector.

Yes >> Replace and program the ECM in accordance with the
NOSIS AND TESTING)
No >> Repair open ground circuit from ECM to clockspring.
NOSIS AND TESTING)
P0602-CHECKSUM ERROR
• When Monitored:
• Set Condition:
A deviation between the ECM memory and a stored calibration.
Possible Causes
FLASH ECM
ECM
Diagnostic Test
1. FLASH ECM
Using the scan tool, reflash the ECM with the proper calibration for the particular truck.
Is the flash successful?

Yes >> Repair complete.
No >> Go To 2
2. ECM
Did P0602 set after the reflash?

P0604-ECM SOFTWARE ERROR

• When Monitored:
• Set Condition:
Internal ECM software error.
Possible Causes
REFLASH ECM
ECM
Diagnostic Test
1. REFLASH ECM
Using the scan tool, reflash the module with latest calibration
Was the flash successful?

Yes >> Go To 2
2. ECM
Run the engine for one minute and shut off.
Did P0604 set?

P0606-ECM HARDWARE ERROR

• When Monitored:
With the key on or engine running.
• Set Condition:
ECM had detected internal failures.
Possible Causes
ECM
Diagnostic Test
1. ECM
NOTE: This DTC is caused by an internal Engine Control Module failure. Repairs are not possible to the
ECM.
Is the DTC still set?

Yes >> Replace and program the ECM in accordance with the Service Information.
P0607-ECM INTERNAL FAILURE

• When Monitored:
With the key on or engine running.
• Set Condition:
ECM had detected internal failures.
Possible Causes
ECM
Diagnostic Test
1. ECM
NOTE: This DTC is caused by an internal Engine Control Module failure. Repairs are not possible to the
ECM.
Is the DTC P0606 set?

P0622-GENERATOR FIELD NOT SWITCHING PROPERLY

P0622-GENERATOR FIELD NOT SWITCHING PROPERLY (CONTINUED)
• When Monitored:
• Set Condition:
The feedback signal does not match the commanded signal for the voltage regulator.
Possible Causes
GENERATOR
OPEN DRIVER CIRCUIT
GEN SOURCE SHORTED TO BATTERY NEGATIVE
(K20) FIELD DRIVER CIRCUIT SHORTED TO VOLTAGE
GEN SOURCE OPEN
ECM
Diagnostic Test
1. GENERATOR
Disconnect the Generator field harness connector.
Measure the resistance between the generator field terminals.
Is the resistance between .5 and 15 Ohms?

Yes >> Go To 2
No >> Replace the Generator.
2. OPEN DRIVER CIRCUIT
Measure the resistance of the generator driver wire between the gen-
erator harness connector and the ECM harness connector.
Is the resistance less than 10 ohms.

Yes >> Go To 3
No >> Repair the open driver circuit.
NOSIS AND TESTING)
3. GENERATOR FIELD CIRCUIT OPEN

Measure the resistance of the generator field return circuit between
the generator harness connector and battery negative.
Is the resistance less than 10 ohms.

No >> Repair the Generator field return shorted to Battery nega-
tive.
NOSIS AND TESTING)
Yes >> Go To 4
4. FIELD DRIVER CIRCUIT SHORTED TO VOLTAGE
Measure the voltage between the (K20) generator field driver circuit in
the generator harness connector and battery negative.

Yes >> Repair the (K20) Generator field driver circuit shorted to
voltage.
No >> Go To 5
5. ECM
While monitoring with scan tool, connect a jumper wire between the driver circuit and the return circuit in the alter-
nator connector.
Did the DTC return?

No >> Repair complete.
P0628-LOW VOLTAGE DETECTED AT THE FUEL LIFT PUMP

P0628-LOW VOLTAGE DETECTED AT THE FUEL LIFT PUMP (CONTINUED)
• When Monitored:
• Set Condition:
The commanded signal to the fuel lift pump relay does not match the feedback signal from the fuel lift pump
relay.
Possible Causes
WIRING HARNESS
FUEL LIFT PUMP RELAY
FUEL LIFT PUMP RELAY DRIVER CIRCUIT SHORTED TO EXTERNAL VOLTAGE
FUEL LIFT PUMP RELAY DRIVER CIRCUIT OPEN
FUEL LIFT PUMP RELAY GROUND CIRCUIT OPEN
FUEL LIFT PUMP RELAY GROUND CIRCUIT SHORTED TO EXTERNAL VOLTAGE
ECM
Diagnostic Test
1. LIFT PUMP RUNS

Remove the cover to the PDC.
With the scan tool, in system test actuate the lift pump relay.
Does the fuel lift pump relay click when the lift pump is actuated?
Perform Intermittent Condition test. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
No >> Go To 2
2. LIFT PUMP RELAY DOES NOT CLICK

Turn Ignition off.
Remove the lift pump relay from the PDC.
Connect one end of an incandescent test light to battery negative.
Connect the other end of the test light to the relay driver pin in the PDC.

Yes >> Go To 3
No >> Go To 5
3. FUEL LIFT PUMP GROUND CIRCUIT OPEN
Connect one end of an incandescent test light to battery postive.
Connect the other end of the test light to the relay ground pin in the PDC.

Yes >> Go To 4
No >> Repair the open ground circuit.
4. LIFT PUMP RELAY

Install a know good relay in place of the fuel lift pump relay.
No >> Go To 5
Yes >> Replace the lift pump relay.
5. FUEL LIFT PUMP DRIVER CIRCUIT OPEN

Turn Ignition off.
Disconnect the ECM connectors.
Using an ohmmeter, measure the resistance of the lift pump relay driver wire between the ECM connector and the
PDC.

No >> Repair the Fuel lift pump driver circuit open.
Yes >> Go To 6
6. FUEL LIFT PUMP RELAY DRIVER CIRCUIT SHORTED TO EXTERNAL VOLTAGE

Measure the voltage between battery negative and the relay driver circuit in the PDC.

Yes >> Repair the Fuel lift pump Relay driver circuit shorted to voltage.
No >> Go To 7
7. FUEL LIFT PUMP RELAY DRIVER CIRCUIT SHORTED TO OTHER CIRCUITS
Measure the resistance between the lift pump relay driver circuit in the
ECM connector and all other circuits in the ECM connectors.

Yes >> Repair the Fuel lift pump Relay driver circuit shorted to
another circuit.
NOSIS AND TESTING)
No >> Go To 8
8. ECM
Using the scan tool, actuate the lift pump.

P0629-HIGH VOLTAGE DETECTED AT THE FUEL LIFT PUMP

P0629-HIGH VOLTAGE DETECTED AT THE FUEL LIFT PUMP (CONTINUED)
• When Monitored:
• Set Condition:
The commanded signal to the fuel lift pump relay does not match the feedback signal from the fuel lift pump
relay.
Possible Causes
DAMAGED WIRRING HARNESS

LIFT PUMP RELAY DRIVER CIRCUIT SHORTED TO GROUND
LIFT PUMP RELAY
ECM
Diagnostic Test
1. LIFT PUMP RUNS

Remove the cover to the PDC.
Perform Intermittent Condition test. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
No >> Go To 2
2. LIFT PUMP RELAY DOES NOT CLICK

Turn Ignition off.
Remove the lift pump relay from the PDC.

Yes >> Go To 3
No >> Go To 5
3. LIFT PUMP RELAY
Install a know good relay in place of the fuel lift pump relay.
No >> Go To 4
Yes >> Replace the lift pump relay.
4. FUEL LIFT PUMP RELAY DRIVER CIRCUIT SHORTED TO GROUND

Measure the resistance between battery negative and the relay driver circuit in the PDC.

Yes >> Repair the Fuel lift pump Relay driver circuit shorted to ground.
No >> Go To 5
5. FUEL LIFT PUMP RELAY DRIVER CIRCUIT SHORTED TO OTHER CIRCUITS

Measure the resistance between the lift pump relay driver circuit in the
ECM connector and all other circuits in the ECM connectors.

Yes >> Repair the Fuel lift pump Relay driver circuit shorted to
another circuit.
NOSIS AND TESTING)
No >> Go To 6
6. ECM
Using the scan tool, actuate the lift pump.

P0630-VIN NOT ENTERED ERROR

• When Monitored:
• Set Condition:
The VIN was not calibrated into the ECM.
Possible Causes
VIN NOT CALIBRATED INTO ECM

Diagnostic Test
1. VIN NOT CALIBRATED INTO ECM

Using the scan tool, recalibrate the ECM with the proper VIN.
Did the DTC P0630 reset?

P0633-SKIM SECRET KEY NOT ENTERED

• When Monitored:
• Set Condition:
The SKIM secret key was not calibrated into the ECM.
Possible Causes
IMPROPER IGNITION KEY IS BEING USED

SKIM DTC’S
SKIM NOT CALIBRATED PROPERLY
Diagnostic Test
1. SKIM DTC’S
With the scan tool, read SKIM DTCs.
Are any SKIM DTC’s present?

Yes >> Repair all SKIM DTC’s first.
No >> Go To 2
2. IMPROPER IGNITION KEY IS BEING USED

Verify that the proper ignition key is in the ignition lock on the steering column.
Are the proper keys being used?

Yes >> Go To 3
No >> Use the proper key for the vehicle.
3. SKIM NOT CALIBRATED PROPERLY

Using the scan tool, recalibrate the ECM with the proper SKIM secret key.
Cycle the ignition switch from on to off to on.
Did the DTC reset?

Yes >> Verify information is correct and replace ECM.
P0642-LOW VOLTAGE AT THE #2 SENSOR SUPPLY CIRCUIT

P0642-LOW VOLTAGE AT THE #2 SENSOR SUPPLY CIRCUIT (CONTINUED)
• When Monitored:
With the key on.
• Set Condition:
Voltage detected on the #2 sensor supply circuit is below a calibrated value.
Possible Causes
FAN CLUTCH ASSEMBLY

(K668) 5-VOLT SHORTED TO GROUND
(K668) 5-VOLT SUPPLY SHORTED TO ANOTHER CIRCUIT
FAN DTC
ECM
Diagnostic Test
1. FAN CLUTCH ASSEMBLY

Disconnect the Fan clutch harness connector.
Did P0483 set?

No >> Go To 2
2. (K668) 5-VOLT SHORTED TO GROUND
Measure the resistance between the (K668) #2 5-volt supply (fan
speed sensor power) circuit in the sensor harness connector and bat-
tery negative.

Yes >> Go To 3
No >> Repair the #2 (K668) 5-volt supply shorted to ground.
NOSIS AND TESTING)
3. (K668) 5-VOLT SUPPLY SHORTED TO ANOTHER CIRCUIT

Measure the resistance between the sensor (K668) #2 5-volt supply
(fan speed sensor power) circuit in the ECM harness connector to all
other circuits in the ECM harness connectors

Yes >> Go To 4
No >> Repair the 5-volt supply shorted to another circuit.
NOSIS AND TESTING)
4. FAN DTC
Reconnect the disconnected Fan harness connector.
Is DTC P0483 set?

Yes >> Repair the Fan DTC.
No >> Go To 5
5. ECM
Disconnect the Fan harness connector.
Measure the voltage between the sensor (K668) #2 5-volt supply (fan
speed sensor power) circuit at the fan clutch harness connector and
the fan speed sensor ground.

SIS AND TESTING)
NOSIS AND TESTING)
P0643-HIGH VOLTAGE AT THE #2 SENSOR SUPPLY CIRCUIT

P0643-HIGH VOLTAGE AT THE #2 SENSOR SUPPLY CIRCUIT (CONTINUED)
• When Monitored:
With the key on.
• Set Condition:
Voltage detected on the #2 sensor supply circuit was above a calibrated value.
Possible Causes
FAN CLUTCH ASSEMBLY

(K668) 5-VOLT SHORTED TO VOLTAGE
ECM
Diagnostic Test
1. FAN CLUTCH ASSEMBLY

Disconnect the Fan clutch harness connector.
Did P0483 set?

No >> Go To 2
2. (K668) 5-VOLT SHORTED TO VOLTAGE
Disconnect the Fan harness connector.
Measure the voltage between the fan speed sensor (K668) 5-volt sup-
ply circuit and battery negative.

Yes >> Repair the (K668) 5-volt supply shorted to voltage.
NOSIS AND TESTING)
No >> Go To 3
3. ECM
Measure the voltage between the (K668) 5-volt supply circuit in the

NOSIS AND TESTING)
No >> Refer to the INTERMITTENT CONDITION Symptom
SIS AND TESTING)
P0646-LOW VOLTAGE DETECTED AT THE A/C CLUTCH RELAY

P0646-LOW VOLTAGE DETECTED AT THE A/C CLUTCH RELAY (CONTINUED)
• When Monitored:
• Set Condition:
When the signal from the A/C Clutch output does not match the signal from the A/C Clutch feedback.
Possible Causes
A/C CLUTCH RELAY

LOOSE CONNECTION
FUSED BATTERY SUPPLY
(C13) A/C SIGNAL CIRCUIT OPEN
(C13) A/C SIGNAL CIRCUIT SHORTED TO GROUND
ECM
Diagnostic Test
1. CLUTCH CLICKING
With the scan tool, actuate the A/C clutch relay.

Yes >> Go To 2
No >> Go To 3
2. LOOSE CONNECTION
Actuation still running.

No >> Go To 3
3. A/C CLUTCH RELAY
Remove the A/C Clutch Relay from the PDC.
Measure the resistance between terminals 85 and 86 of the A/C
Clutch Relay.

Yes >> Go To 4
No >> Replace the A/C clutch relay.
NOSIS AND TESTING)
4. FUSED BATTERY SUPPLY

Measure the voltage on the Fused Battery Supply circuit in the PDC.
Is the voltage within 1 volt of battery voltage?

Yes >> Go To 5
No >> Repair the open Fused battery supply.
NOSIS AND TESTING)
5. (C13) A/C SIGNAL CIRCUIT OPEN
Measure the resistance of the (C13) A/C Clutch signal circuit between the PDC and the ECM harness connector.

Yes >> Go To 6
No >> Repair the open (C13) A/C signal circuit.
6. (C13) A/C SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance of the (C13) A/C Clutch signal circuit between the PDC and battery negative.

Yes >> Go To 7
No >> Repair the (C13) A/C signal circuit shorted to ground.
7. ECM
Using the scan tool, actuate the A/C Clutch Relay
While monitoring with the scan tool, use a jumper wire to connect 12 volts to the relay signal cavity (85) in the PDC
with the relay disconnected.
Did DTC P0647 set?

P0647-HIGH VOLTAGE DETECTED AT THE A/C CLUTCH RELAY

P0647-HIGH VOLTAGE DETECTED AT THE A/C CLUTCH RELAY (CONTINUED)
• When Monitored:
• Set Condition:
When the signal from the A/C Clutch output does not match the signal from the A/C Clutch feedback.
Possible Causes
LOOSE CONNECTION
SHORTED TO EXTERNAL VOLTAGE
FUSED BATTERY SUPPLY
A/C CLUTCH RELAY
ECM
Diagnostic Test
1. CLUTCH CLICKING

Yes >> Go To 2
No >> Go To 3
2. LOOSE CONNECTION
Actuation still running.

No >> Go To 3
P0647-HIGH VOLTAGE DETECTED AT THE A/C CLUTCH RELAY (CONTINUED)
3. FUSED BATTERY SUPPLY
Ignition off.
Remove the A/C clutch relay.
Measure the voltage on the Fused Battery Supply circuit between the PDC and battery negative.

Yes >> Go To 4
No >> Repair the short to voltage.
4. A/C CLUTCH RELAY

Remove the A/C Clutch Relay from the PDC.
Measure the resistance between terminals 85 and 86 of the A/C
Clutch Relay.

Yes >> Go To 5
No >> Replace the A/C clutch relay.
NOSIS AND TESTING)
5. ECM
Reinstall the A/C clutch relay.
While monitoring with the scan tool, disconnect the A/C Clutch Relay from the PDC.
Did DTC P0646 set?

P0652-LOW VOLTAGE AT THE #1 SENSOR SUPPLY CIRCUIT

• When Monitored:
With the key on.
• Set Condition:
Voltage detected on the sensor supply is below a calibrated value.
Possible Causes
ECM
(F855) #1 5-VOLT SUPPLY SHORTED TO GROUND
(F855) #1 5-VOLT SUPPLY SHORTED
FUEL RAIL PRESSURE
A/C PRESSURE SENSOR
MAP SENSOR
Diagnostic Test
1. ECM
Disconnect the ECM 60 pin harness connector.
Measure the voltage between the Sensor (F855) #1 5-volt Supply and
the Sensor (K916) #1 Return pin at the ECM.

Yes >> Go To 2
NOSIS AND TESTING)
2. (F855) #1 5-VOLT SUPPLY SHORTED TO GROUND
Disconnect the Pressure sensors harness connectors and the engine
position sensor.
Measure the resistance between the (F855) #1 sensor supply circuits
at the ECM harness connector and battery negative.

Yes >> Go To 3
No >> Repair the harness.
NOSIS AND TESTING)
3. FUEL RAIL PRESSURE

While monitoring with the scan tool, disconnect the fuel rail pressure sensor.
Is DTC P0652 set?

Yes >> Go To 4
No >> Replace the Fuel rail pressure sensor.

While monitoring with the scan tool, disconnect the A/C pressure sensor.
Is DTC P0652 set?

Yes >> Go To 5
No >> Replace the A/C pressure sensor.
5. MAP SENSOR
While monitoring with the scan tool, disconnect the map sensor.
Is DTC P0652 set?

Yes >> Go To 6
No >> Replace the MAP sensor.

While monitoring with the scan tool, disconnect the Camshaft position sensor.
Is DTC P0652 set?

Yes >> Go To 7
No >> Replace the Camshaft position sensor.
7. (F855) #1 5-VOLT SUPPLY SHORTED

Measure the resistance between the (F855) #1 sensor supply circuit of
the ECM harness connector and all other circuits in both ECM harness
connectors.

SIS AND TESTING)
No >> Repair the shorted circuit.
NOSIS AND TESTING)
P0653-HIGH VOLTAGE AT THE #1 SENSOR SUPPLY CIRCUIT

• When Monitored:
• Set Condition:
Voltage detected on the sensor supply is above a calibrated value.
Possible Causes
ECM
(F855) 5-VOLT SUPPLY SHORTED TO VOLTAGE
Diagnostic Test
1. ECM
Disconnect the ECM 60 pin harness connector.
Measure the voltage between the Sensor (F855) #1 5-volt Supply and
the Sensor #1 Return pin at the ECM.

Yes >> Go To 2
NOSIS AND TESTING)
2. (F855) 5-VOLT SUPPLY SHORTED TO VOLTAGE
Key off.
Disconnect the sensor connectors for each pressure sensor, and the
engine position sensor.
Disconnect the ECM 50 way harness connector.
Ignition on, engine off.
Measure the voltage between the supply circuit at each pressure sen-
sor harness connector and battery negative.
Measure voltage between the (F853) 5-volt supply circuit at the engine
position sensor harness connector and battery negative.

Yes >> Go To 3
No >> Repair the (F855) 5-volt supply shorted to voltage.
NOSIS AND TESTING)
3. SENSOR SUPPLY SHORTED TO VOLTAGE IN HARNESS

Measure the resistance between the #1 sensor supply circuit and all
other circuit in the ECM connectors.

SIS AND TESTING)
No >> Repair the harness shorted to voltage.
P0698-ACCELERATOR PEDAL POSITION SENSOR (APPS) SUPPLY VOLTAGE TOO

LOW
P0698-ACCELERATOR PEDAL POSITION SENSOR (APPS) SUPPLY VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
With engine running.
• Set Condition:
Low voltage detected at the APPS supply circuit or low voltage detected at the APPS 1 5–volt supply.
Possible Causes
(F855) APPS 5-VOLT SUPPLY OPEN

APPS HIGH RESISTANCE
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO (K922) RETURN CIRCUIT
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY NEGATIVE
ECM
(F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO OTHER CIRCUITS
APPS
1. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY NEGATIVE

Disconnect the APPS harness connector.
Measure the resistance of the APPS 1 (F855) 5-volt supply circuit
between the sensor harness connector and battery negative
Is the resistance greater than 100 k ohms?

Yes >> Go To 2
No >> Repair the (F855) 5-volt supply circuit shorted to battery
negative.
NOSIS AND TESTING)
2. (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO OTHER CIRCUITS
Measure the resistance between the (F855) APPS 1 5-volt supply cir-
cuit at the ECM harness connector and all other circuits in the ECM
connector.

Yes >> Go To 3
No >> Repair the APPS #1 (F855) 5-volt supply circuit shorted to
other circuits.
NOSIS AND TESTING)
3. INTERNAL ECM
Turn ignition on, engine off.
While monitoring with the scan tool, connect a jumper wire between
the (K23) APPS 1 signal circuit at the sensor harness connector and
the (F855) APPS 1 supply circuit at the sensor harness connector.
NOTE: With the APPS disconnected it is normal to have a APPS 1
and APPS 2 low voltage DTC set.
Did a APPS 1 voltage too high DTC set?

Yes >> Go To 4
NOSIS AND TESTING)
4. APPS
Reconnect the APPS harness connector.
Monitor the APPS 1 and APPS 2 voltage with the scan tool while depressing the throttle pedal.
Is the voltage transition shown on the scan tool smooth while depressing the throttle and is the volt
swing smooth?
No >> Replace the APPS.
P0699-ACCELERATOR PEDAL POSITION SENSOR (APPS) SUPPLY VOLTAGE TOO

HIGH
P0699-ACCELERATOR PEDAL POSITION SENSOR (APPS) SUPPLY VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
While engine is running.
• Set Condition:
High voltage detected at the APPS supply circuit.
Possible Causes
(F855) 5-VOLT SUPPLY OPEN

(F855) 5-VOLT SUPPLY SHORT TO VOLTAGE
ECM
1. (F855) 5-VOLT SUPPLY OPEN

Measure the voltage between the (F855) APPS #1 5-volt supply circuit
at the sensor connector and battery negative.

Yes >> Replace the APPS.
NOSIS AND TESTING)
No >> Go To 2
P0699-ACCELERATOR PEDAL POSITION SENSOR (APPS) SUPPLY VOLTAGE TOO HIGH (CONTINUED)
2. (F855) 5-VOLT SUPPLY SHORT TO VOLTAGE
in the sensor harness connector and battery negative.

Yes >> Go To 3
No >> Repair or replace the wiring harness.
NOSIS AND TESTING)
3. ECM
Reconnect the ECM harness connector(s).
at the sensor harness connector and battery negative.

Yes >> Replace and program the ECM in accordance with the
NOSIS AND TESTING)
SIS AND TESTING)
P1652-J1850 SHORT TO GROUND

P1652-J1850 SHORT TO GROUND (CONTINUED)
• When Monitored:
• Set Condition:
The ECM detects a short to ground on the J1850.
Possible Causes
ECM
(D25) J1850 SHORTED
COMMUNICATION
Diagnostic Test
1. ECM
Measure the resistance between the (D25) J1850 circuit in the ECM

Yes >> Go To 2
NOSIS AND TESTING)
P1652-J1850 SHORT TO GROUND (CONTINUED)
2. (D25) J1850 SHORTED
Measure the resistance between the (D25) J1850 circuit and all other
circuits in both ECM connectors.

Yes >> Refer to the Body Diagnostic book Communications sec-
tion.
No >> Repair (D25) J1850 shorted to another circuit.
NOSIS AND TESTING)
P2121-PPS CONFORMANCE ERROR

P2121-PPS CONFORMANCE ERROR (CONTINUED)
• When Monitored:
While the engine is running
• Set Condition:
The ECM detected a conformance error between PPS 1 and PPS 2
Possible Causes
OTHER DTC’S
WIRING HARNESS OR CONNECTOR DAMAGED
APPS
ECM
Diagnostic Test

Using the scan tool, check for any additional APPS fault codes
Do you have any additiona APPS faults?

Yes >> troubleshoot other DTC’s first, Go To 2
No >> Go To 12
2. APPS HARNESS
Verify that the APPS is connected.
Inspect the harness and the APPS connector.
Are any pins damaged?

No >> Go To 3
3. APPS
Monitor the APPS 1 and APPS 2 voltage with the scan tool while depressing the acceralator pedal.
Is the voltage transition shown on the scan tool smooth while depressing the acceralator pedal and is the
voltage from APPS 1 twice as much as the voltage from APPS 2?
Yes >> Go To 4
4. OPEN SIGNAL CIRCUIT
Disconnect the APPS connector.
Measure the resistance of the APPS 1 signal circuit between the
APPS sensor connector and the ECM connector.
Yes >> Go To 5
No >> Repair or Replace the harness.
NOSIS AND TESTING)
5. OPEN SUPPLY CIRCUIT

Measure the resistance of the APPS 1 supply circuit between the
Yes >> Go To 6
No >> Repair or replace the open harness.
NOSIS AND TESTING)
Measure the resistance between the APPS 1 signal circuit at the sen-
sor connector and battery negative.

Yes >> Go To 7
No >> Repair the shorted harness.
NOSIS AND TESTING)

Measure the resistance between the APPS 1 signal circuit at the ECM
connector and all other circuits in the ECM connector.

Yes >> Go To 8
No >> Repair the shorted signal circuit.
NOSIS AND TESTING)
8. SUPPLY CIRCUIT SHORTED TO GROUND
Measure the resistance between the APPS 1 supply circuit at the sen-

Yes >> Go To 9
No >> Repair the Supply circuit shorted to ground.
NOSIS AND TESTING)
9. SUPPLY CIRCUIT SHORTED TO OTHER CIRCUITS

Measure the resistance between the APPS 1 supply circuit at the ECM

Yes >> Go To 10
No >> Repair the supply circuit shorted to other circuits.
NOSIS AND TESTING)
10. RETURN CIRCUIT OPEN
Measure the resistance on the APPS 1 return circuit between the sen-
sor connector and the ECM connector.

Yes >> Go To 11
No >> Repair the open return circuit.
NOSIS AND TESTING)
11. SIGANAL CIRCUIT SHORTED TO SUPPLY CIRCUIT

Measure the resistance between the APPS 1 signal circuit in the sen-
sor connector and the PPS 1 supply circuit in the sensor connector.

Yes >> Go To 12
No >> Repair the signal circuit shorted to the supply.
NOSIS AND TESTING)
12. RETURN CIRCUIT SHORTED TO OTHER CIRCUITS
Measure the resistance between the APPS 1 return circuit at the ECM
Yes >> Go To 13
No >> Repair the return circuit shorted to other circuits.
NOSIS AND TESTING)
13. OPEN SIGNAL CIRCUIT

Measure the resistance of the APPS 2 signal circuit between the
Yes >> Go To 14
No >> Repair or Replace the harness.
NOSIS AND TESTING)
14. OPEN SUPPLY CIRCUIT
Measure the resistance of the APPS 2 supply circuit between the
Yes >> Go To 15
No >> Repair or replace the open harness.
NOSIS AND TESTING)

Measure the resistance between the APPS 2 signal circuit at the sen-

Yes >> Go To 16
NOSIS AND TESTING)
Measure the resistance between the APPS 2 signal circuit at the ECM

Yes >> Go To 17
No >> Repair the shorted signal circuit.
NOSIS AND TESTING)
17. SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between the APPS 2 supply circuit at the sen-

Yes >> Go To 18
No >> Repair the Supply circuit shorted to ground.
NOSIS AND TESTING)
18. SUPPLY CIRCUIT SHORTED TO OTHER CIRCUITS
Measure the resistance between the APPS 2 supply circuit at the ECM

Yes >> Go To 19
No >> Repair the supply circuit shorted to other circuits.
NOSIS AND TESTING)
19. RETURN CIRCUIT OPEN

Measure the resistance on the APPS 2 return circuit between the sen-
sor connector and the ECM connector.

Yes >> Go To 20
No >> Repair the open return circuit.
NOSIS AND TESTING)
20. SIGANAL CIRCUIT SHORTED TO SUPPLY CIRCUIT
Measure the resistance between the APPS 2 signal circuit in the sen-
sor connector and the PPS 2 supply circuit in the sensor connector.

Yes >> Go To 21
No >> Repair the signal circuit shorted to the supply.
NOSIS AND TESTING)
21. RETURN CIRCUIT SHORTED TO OTHER CIRCUITS

Measure the resistance between the APPS 2 return circuit at the ECM
Yes >> Go To 22
No >> Repair the return circuit shorted to other circuits.
NOSIS AND TESTING)
22. ECM
Reconnect the APPS connector.
Turn Ignition on, engine off.
While monitoring with the scan tool, disconnect the sensor connector.
Did a APPS 1 and APPS 2 voltage too low DTC set?

Yes >> Go To 23
23. APPS
Reconnect the APPS connector.
Monitor the APPS 1 and APPS 2 voltage with the scan tool while depressing the acceralator pedal.
Is the voltage transition shown on the scan tool smooth while depressing the acceraaltor and is the volt-
age from APPS 1 twice as much as the voltage from APPS 2?
P2122-PPS 1 VOLTAGE TOO LOW

P2122-PPS 1 VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
While the key is on and during engine operation.
• Set Condition:
The APPS circuit voltage at the ECM goes below 0.13 volt for more than 2 seconds.
Possible Causes
APPS
ECM
(K23) APPS NO. 1 SIGNAL CIRCUIT OPEN
(F855) APPS NO. 1 5-VOLT SUPPLY OPEN
(K23) APPS NO. 1 SIGNAL CIRCUIT SHORTED TO GROUND
(K23) APPS NO. 1 SIGNAL CIRCUIT SHORTED TO OTHER CIRCUITS
(F855) APPS NO. 1 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(F855) APPS NO. 1 5-VOLT SUPPLY CIRCUIT SHORTED TO OTHER CIRCUITS
Diagnostic Test
1. (K23) APPS NO. 1 SIGNAL CIRCUIT OPEN

Measure the resistance of the (K23) APPS No. 1 signal circuit
between the APPS sensor harness connector and the ECM harness
connector.

Yes >> Go To 2
No >> Repair the (K23) APPS No. 1 signal circuit open.
NOSIS AND TESTING)
2. (F855) APPS NO. 1 5-VOLT SUPPLY OPEN
Measure the resistance of the (F855) APPS No. 1 5-volt supply circuit
connector.

Yes >> Go To 3
No >> Repair the (F855) APPS No. 1 5-volt supply open.
NOSIS AND TESTING)
3. (K23) APPS NO. 1 SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between the (K23) APPS No. 1 signal circuit

Yes >> Go To 4
No >> Repair the (K23) APPS No. 1 signal circuit shorted to
ground.
NOSIS AND TESTING)
4. (K23) APPS NO. 1 SIGNAL CIRCUIT SHORTED TO OTHER CIRCUITS
at the sensor harness connector and all other circuits in the ECM har-
ness connector.

Yes >> Go To 5
other circuits.
NOSIS AND TESTING)
5. (F855) APPS NO. 1 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between the (F855) APPS No. 1 5-volt supply
circuit at the sensor harness connector and battery negative.

Yes >> Go To 6
No >> Repair the (F855) APPS No. 1 5-volt supply circuit shorted
to ground.
NOSIS AND TESTING)
6. (F855) APPS NO. 1 5-VOLT SUPPLY CIRCUIT SHORTED TO OTHER CIRCUITS
circuit at the sensor harness connector and all other circuits in the

Yes >> Go To 7
to other circuits.
NOSIS AND TESTING)
7. ECM
While monitoring with the scan tool, connect a jumper wire between the (K23) APPS No. 1 signal circuit at the
sensor harness connector and the (F855) APPS No. 1 5-volt supply circuit at the sensor harness connector.
NOTE: With the sensor disconnected it is normal to have a APPS 1 and APPS 2 low voltage DTC set.
Did DTC P2123 set?

Yes >> Go To 8
No >> Replace and program the ECM in accordance with the Service Information.
8. APPS
Is the voltage transition shown on the scan tool smooth while depressing the throttle and is the volta
P2123-PPS 1 VOLTAGE TOO HIGH

P2123-PPS 1 VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
• Set Condition:
The APPS signal circuit voltage at the ECM goes above 4.24 volts for more than 2 seconds.
Possible Causes
(K167) APPS NO. 1 RETURN CIRCUIT OPEN

(K23) APPS NO. 1 SIGNAL CIRCUIT SHORTED TO (K852) APPS NO. 1 5-VOLT SUPPLY
(K23) APPS SIGNAL CIRCUIT SHORTED TO ANOTHER CIRCUIT
ECM
APPS
Diagnostic Test
1. (K167) APPS NO. 1 RETURN CIRCUIT OPEN

Measure the resistance on the (K167) APPS No. 1 return circuit
between the sensor harness connector and the ECM harness connec-
tor.

Yes >> Go To 2
No >> Repair the (K167) APPS No. 1 return circuit open.
NOSIS AND TESTING)
2. (K23) APPS NO. 1 SIGNAL CIRCUIT SHORTED TO (K852) APPS NO. 1 5-VOLT SUPPLY
Measure the resistance between the (K23) APPS No. 1 signal circuit in
the sensor harness connector and the (K852) APPS No. 1 5-volt sup-
ply circuit in the sensor harness connector.

Yes >> Go To 3
No >> Repair the (K23) APPS No. 1 signal circuit shorted to the
(K852) 5-volt supply circuit.
NOSIS AND TESTING)
3. (K23) APPS SIGNAL CIRCUIT SHORTED TO ANOTHER CIRCUIT

Measure the resistance between the APPS No. 1 signal circuit at the
ECM harness connector and all other circuits in the ECM harness con-
nector.

Yes >> Go To 4
another circuit in the engine harness.
NOSIS AND TESTING)
4. ECM
Did a APPS No. 1 and APPS No. 2 voltage too low DTC set?
Yes >> Go To 5
5. APPS
Monitor the APPS No. 1 and APPS No. 2 voltage with the scan tool while depressing the throttle pedal.
Is the voltage transition shown on the scan tool smooth while depressing the throttle and is the voltage
from APPS 1 twice as much as from APPS2?
P2127-PPS 2 VOLTAGE TOO LOW

• When Monitored:
• Set Condition:
The APPS circuit voltage at the ECM goes below 0.13 volt for more than 2 seconds.
Possible Causes
APPS
ECM
(K29) APPS NO. 2 SIGNAL CIRCUIT OPEN
(F856) APPS NO. 2 5-VOLT SUPPLY OPEN
(K29) APPS NO. 2 SIGNAL CIRCUIT SHORTED TO GROUND
(K29) APPS NO. 2 SIGNAL CIRCUIT SHORTED TO OTHER CIRCUITS
(F856) APPS NO. 2 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(F856) APPS NO. 2 5-VOLT SUPPLY CIRCUIT SHORTED TO OTHER CIRCUITS
Diagnostic Test
1. (K29) APPS NO. 2 SIGNAL CIRCUIT OPEN

Measure the resistance of the (K29) APPS No. 2 signal circuit
connector.

Yes >> Go To 2
No >> Repair the (K29) APPS No. 2 signal circuit open.
NOSIS AND TESTING)
2. (F856) APPS NO. 2 5-VOLT SUPPLY OPEN
Measure the resistance of the (F856) APPS No. 2 5-volt supply circuit
connector.

Yes >> Go To 3
No >> Repair the (F856) APPS No. 2 5-volt supply open.
NOSIS AND TESTING)
3. (K29) APPS NO. 2 SIGNAL CIRCUIT SHORTED TO GROUND


Yes >> Go To 4
ground.
NOSIS AND TESTING)
4. (K29) APPS NO. 2 SIGNAL CIRCUIT SHORTED TO OTHER CIRCUITS
at the ECM harness connector and all other circuits in the ECM har-
ness connectors.

Yes >> Go To 5
other circuits.
NOSIS AND TESTING)
5. (F856) APPS NO. 2 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

circuit at the sensor harness connector and battery negative.

Yes >> Go To 6
to ground.
NOSIS AND TESTING)
6. (F856) APPS NO. 2 5-VOLT SUPPLY CIRCUIT SHORTED TO OTHER CIRCUITS
circuit at the sensor harness connector and all other circuits in the

Yes >> Go To 7
to other circuits.
NOSIS AND TESTING)
7. ECM
While monitoring with the scan tool, connect a jumper wire between the (K29) APPS No. 2 signal circuit at the
sensor harness connector and the (F856) APPS No. 2 5-volt supply circuit at the sensor harness connector.
NOTE: With the sensor disconnected it is normal to have a APPS 1 and APPS 2 low voltage DTC set.
Did DTC P2128 set?

Yes >> Go To 8
8. APPS
swing smooth?
P2128-PPS 2 VOLTAGE TOO HIGH

• When Monitored:
• Set Condition:
The APPS signal circuit voltage at the ECM goes above 4.24 volts for more than 2 seconds.
Possible Causes
(K400) APPS NO. 1 RETURN CIRCUIT OPEN

(K29) APPS NO. 2 SIGNAL CIRCUIT SHORTED TO (K854) APPS NO. 2 5-VOLT SUPPLY
(K29) APPS SIGNAL CIRCUIT SHORTED TO ANOTHER CIRCUIT
ECM
APPS
Diagnostic Test
1. (K400) APPS NO. 2 RETURN CIRCUIT OPEN

Measure the resistance on the (K400) APPS No. 2 return circuit
between the sensor harness connector and the ECM harness connec-
tor.

Yes >> Go To 2
No >> Repair the (K400) APPS No. 2 return circuit open.
NOSIS AND TESTING)
2. (K29) APPS NO. 2 SIGNAL CIRCUIT SHORTED TO (F856)APPS NO. 1 5-VOLT SUPPLY
Measure the resistance between the (K29) APPS No. 2 signal circuit in
the sensor harness connector and the (F856)APPS No. 2 5-volt supply
circuit in the sensor harness connector.

Yes >> Go To 3
No >> Repair the (K29) APPS No. 2 signal circuit shorted to the
(F856)5-volt supply circuit.
NOSIS AND TESTING)
3. (K29) APPS SIGNAL CIRCUIT SHORTED TO ANOTHER CIRCUIT

Measure the resistance between the APPS No. 2 signal circuit at the
ECM harness connector and all other circuits in the ECM harness con-
nector.

Yes >> Go To 4
another circuit in the engine harness.
NOSIS AND TESTING)
4. ECM
Did a APPS No. 1 and APPS No. 2 voltage too low DTC set?
Yes >> Go To 5
5. APPS
Monitor the APPS No. 1 and APPS No. 2 voltage with the scan tool while depressing the throttle pedal.
from APPS 1 twice as much as from APPS2
P2146-BANK 1 (CYLINDERS 1-3) SHORTED HIGH OR LOW

P2146-BANK 1 (CYLINDERS 1-3) SHORTED HIGH OR LOW (CONTINUED)
• When Monitored:
• Set Condition:
A circuit failure detected at cylinders 1,2, or 3 or any combination of cylinders 1,2, or 3.
Possible Causes
OTHER DTC’S
HIGH SIDE DRIVER CIRCUIT OPEN
LOW SIDE DRIVER CIRCUIT OPEN
HIGH SIDE DRIVER SHORTED TO LOW SIDE DRIVER
HIGH SIDE DRIVERS SHORTED LOW
LOW SIDE DRIVER CIRCUIT SHORTED OTHER LOW SIDE DRIVER CIRCUIT
LOW SIDE DRIVERS SHORTED LOW
HIGH SIDE DRIVER SHORTED TO VOLTAGE
LOW SIDE DRIVER SHORTED TO VOLTAGE
LOW SIDE DRIVER CIRCUIT SHORTED IN INJECTOR HARNESS
INJECTOR
INJECTOR HARNESS
ECM
Diagnostic Test
1. OTHER DTC’S
Do you have any combination of DTC’s P0201, P0202, or P0203?

No >> Go To 2
2. HIGH SIDE DRIVER CIRCUIT OPEN
Disconnect the Injector 1-3 harness connector.
Measure the resistance of the injector high side driver circuit between
the Bank 1 high side driver circuit in the ECM harness connector and
the high side driver circuit in the injector harness connectors for cylin-
ders 1-3.

Yes >> Go To 3
No >> Repair the open high side driver circuit from ECM harness
connector to the Injector harness connector.
NOSIS AND TESTING)
3. LOW SIDE DRIVER CIRCUIT OPEN

Measure the resistance of the #1,#2, and #3 injector low side driver
circuits between the ECM harness connector and the injector harness
connectors.

Yes >> Go To 4
No >> Repair the open low side driver circuit.
NOSIS AND TESTING)
4. HIGH SIDE DRIVER SHORTED TO LOW SIDE DRIVER
Measure the resistance between the Bank 1 high side driver circuit at
the ECM harness connector and the low side driver circuit for injectors
1-3 at the ECM harness connector.
Is the resistance more than 100k Ohms?

Yes >> Go To 5
No >> Repair the High side circuit shorted to the low side circuit.
NOSIS AND TESTING)
5. HIGH SIDE DRIVERS SHORTED LOW

Measure the resistance of the injector harness connector high side
driver circuits to battery negative for injectors 1-3.

Yes >> Go To 6
No >> Repair the High side driver shorted low in the harness.
NOSIS AND TESTING)
6. LOW SIDE DRIVERS SHORTED LOW
Measure the resistance of the injector harness connector Low side

Yes >> Go To 7
No >> Repair the Low side driver shorted low in the harness.
NOSIS AND TESTING)
7. HIGH SIDE DRIVER SHORTED TO VOLTAGE

Measure the voltage between the high side driver circuit in the engine
harness and battery negative.

Yes >> Go To 8
No >> Repair the high side driver shorted to voltage.
NOSIS AND TESTING)
8. LOW SIDE DRIVER SHORTED TO VOLTAGE
Measure the voltage between the low side driver circuit in the engine
harness and battery negative for cylinders 1-3.

Yes >> Go To 9
No >> Repair the low side driver shorted to voltage.
NOSIS AND TESTING)
9. LOW SIDE DRIVER CIRCUIT SHORTED OTHER LOW SIDE DRIVER CIRCUIT
Measure the resistance of each of the Bank 1 low side driver circuit to
all other Bank 1 low side driver circuits at the ECM harness connector.

Yes >> Go To 10
No >> Repair Low side driver circuit shorted to other Low side
driver circuit.
NOSIS AND TESTING)
10. LOW SIDE DRIVER CIRCUIT SHORTED IN INJECTOR HARNESS
Reconnect the disconnected injector harness connector.
all other Bank 1 low side driver circuit at the ECM harness connector.

Yes >> Go To 11
No >> Replace the injector harness.
NOSIS AND TESTING)
11. INJECTOR CIRCUITS SHORTED INSIDE ENGINE

Disconnect the injector through head harness connector.
Measure the resistance of each injector from the through head con-
nector.
tor circuit.
Is the resistance greater than 0 ohms and less than 1 ohm?

Yes >> Go To 12
No >> Go To 14
12. INJECTOR
Disconnect the pigtail nuts from injectors 1-3.
NOTE: Check connectors - Clean/repair as nec-
essary.
Measure the resistance between the solenoid posts
of each injector.
NOTE: Be sure to zero the ohm meter prior to
checking the injector circuit.
Is the resistance less than 1 ohm and greater

than 0 ohms?
Yes >> Go To 13
No >> Replace the fuel injector or injectors.
Perform POWERTRAIN VERIFICATION
TEST VER - 1 (DIESEL). (Refer to 8 -
ELECTRICAL/ELECTRONIC CON-
TROL MODULES/ENGINE CONTROL
MODULE - DIAGNOSIS AND TEST-
ING)
13. INJECTOR HARNESS

Measure resistance of each circuit in the injector harness from pigtail
side to injector harness connector.
Is resistance above 1 ohm?

Yes >> Replace the injector harness.
NOSIS AND TESTING)
SIS AND TESTING)
14. ECM
Reconnect the all injector pig tails harness connector.
Reconnect the Injector harness connector.
Start the engine.
Did the DTC return?

P2149-BANK 2 (CYLINDERS 4-6) SHORTED HIGH OR LOW

• When Monitored:
• Set Condition:
A misfire detected at cylinders 4,5, or 6 or any combination of cylinders 4,5, or 6.
Possible Causes
OTHER DTC’S
HIGH SIDE DRIVER CIRCUIT OPEN
LOW SIDE DRIVER CIRCUIT OPEN
HIGH SIDE DRIVER SHORTED TO LOW SIDE DRIVER
HIGH SIDE DRIVERS SHORTED LOW
LOW SIDE DRIVER CIRCUIT SHORTED OTHER LOW SIDE DRIVER CIRCUIT
LOW SIDE DRIVERS SHORTED LOW
HIGH SIDE DRIVER SHORTED TO VOLTAGE
LOW SIDE DRIVER SHORTED TO VOLTAGE
LOW SIDE DRIVER CIRCUIT SHORTED IN INJECTOR HARNESS
INJECTOR
INJECTOR HARNESS
ECM
Diagnostic Test
1. OTHER DTC’S
Do you have any combination of DTC’s P0204, P0205, or P0206?

No >> Go To 2
2. HIGH SIDE DRIVER CIRCUIT OPEN
Disconnect the Injector 4-6 harness connector.
Measure the resistance of the injector high side driver circuit between
the Bank 2 high side driver circuit in the ECM harness connector and
the high side driver circuit in the injector harness connectors for cylin-
ders 4-6.

Yes >> Go To 3
No >> Repair the open high side driver circuit from ECM harness
connector to the Injector harness connector.
NOSIS AND TESTING)
3. LOW SIDE DRIVER CIRCUIT OPEN

Measure the resistance of the #4,#5, and #6 injector low side driver
circuits between the ECM harness connector and the injector harness
connectors.

Yes >> Go To 4
No >> Repair the open low side driver circuit.
NOSIS AND TESTING)
4. HIGH SIDE DRIVER SHORTED TO LOW SIDE DRIVER
Measure the resistance between the Bank 2 high side driver circuit at
the ECM harness connector and the low side driver circuit for injectors
4-6 at the ECM harness connector.

Yes >> Go To 5
No >> Repair the High side circuit shorted to the low side circuit.
NOSIS AND TESTING)
5. HIGH SIDE DRIVERS SHORTED LOW

Measure the resistance of the injector harness connector high side

Yes >> Go To 6
No >> Repair the High side driver shorted low in the harness.
NOSIS AND TESTING)
6. LOW SIDE DRIVERS SHORTED LOW
Measure the resistance of the injector harness connector Low side

Yes >> Go To 7
No >> Repair the Low side driver shorted low in the harness.
NOSIS AND TESTING)
7. HIGH SIDE DRIVER SHORTED TO VOLTAGE

Turn Ingition on, engine off.
Measure the voltage between the high side driver circuit in the engine
harness and battery negative.

Yes >> Go To 8
No >> Repair the high side driver shorted to voltage.
NOSIS AND TESTING)
8. LOW SIDE DRIVER SHORTED TO VOLTAGE
Measure the voltage between the low side driver circuit in the engine
harness and battery negative for cylinders 4-6.

Yes >> Go To 9
No >> Repair the low side driver shorted to voltage.
NOSIS AND TESTING)
9. LOW SIDE DRIVER CIRCUIT SHORTED OTHER LOW SIDE DRIVER CIRCUIT
all other Bank 2 low side driver circuits at the ECM harness connector.

Yes >> Go To 10
No >> Repair Low side driver circuit shorted to other Low side
driver circuit.
NOSIS AND TESTING)
10. LOW SIDE DRIVER CIRCUIT SHORTED IN INJECTOR HARNESS
Reconnect the disconnected injector harness connector.
all other Bank 2 low side driver circuit at the ECM harness connector.

Yes >> Go To 11
No >> Replace the injector harness.
NOSIS AND TESTING)
11. INJECTOR CIRCUITS SHORTED INSIDE ENGINE

Measure the resistance of each injector from the through head con-
nector.
tor circuit.
Is the resistance greater than zero and less than 1 ohm?

Yes >> Go To 12
No >> Go To 14
12. INJECTOR
Disconnect the pigtail nuts from injectors 4-6.
NOTE: Check connectors - Clean/repair as nec-
essary.
Measure the resistance between the solenoid posts
of each injector.
NOTE: Be sure to zero the ohm meter prior to
checking the injector circuit.
Is the resistance less than 1 ohm and greater

than 0 ohms?
Yes >> Go To 13
No >> Replace the fuel injector or injectors.
Perform POWERTRAIN VERIFICATION
TEST VER - 1 (DIESEL). (Refer to 8 -
ELECTRICAL/ELECTRONIC CON-
TROL MODULES/ENGINE CONTROL
MODULE - DIAGNOSIS AND TEST-
ING)
13. INJECTOR HARNESS

Measure resistance of each circuit in the injector harness from pigtail
side to injector harness connector.
Is resistance above 1 ohm?

Yes >> Replace the injector harness.
NOSIS AND TESTING)
SIS AND TESTING)
14. ECM
Reconnect all the injector pig tail harness connectors to the Injectors.
Reconnect the Injector harness connector.
Start the engine.
Did the DTC return?

P2266-WATER IN FUEL (WIF) SENSOR VOLTAGE TOO LOW

P2266-WATER IN FUEL (WIF) SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
Ignition on.
• Set Condition:
Low voltage detected at the WIF signal circuit at the ECM.
Possible Causes
WATER IN FUEL SENSOR

ECM
(G123) WATER IN FUEL SENSOR SIGNAL CIRCUIT SHORTED TO (K914) RETURN CIRCUIT
Diagnostic Test
1. WATER IN FUEL SENSOR

Disconnect the Water in fuel sensor harness connector.
Measure the voltage between the signal circuit and return circuit of the
WIF sensor harness connector.

Yes >> Replace the Water in fuel sensor.
NOSIS AND TESTING)
No >> Go To 2
P2266-WATER IN FUEL (WIF) SENSOR VOLTAGE TOO LOW (CONTINUED)
2. SIGNAL CIRCUIT SHORTED TO RETURN CIRCUIT
Disconnect the ECM connector.
Measure the resistance between the signal circuit of the sensor con-
nector and the return circuit of the sensor connector.

NOSIS AND TESTING)
No >> Go To 3
3. ECM
Reconnect the ECM connector.
Measure the resistance between the signal circuit of the sensor connector and the return circuit of the sensor con-
nector.

P2269-WATER IN FUEL (WIF)

P2269-WATER IN FUEL (WIF) (CONTINUED)
• When Monitored:
Ignition on.
• Set Condition:
Low voltage detected at the WIF signal circuit at the ECM.
Possible Causes

WATER IN FUEL
ECM
Diagnostic Test

Do you have any additional water in fuel DTC’s?

Yes >> Repair other Water in fuel sensor DTC’s first.
No >> Go To 2
2. WATER IN FUEL
Using the service publications as a guide, drain the water in fuel separator.
Did the DTC become inactive after draining the water in fuel separator?
Yes >> Clear DTC, repair complete.
No >> Go To 3
P2269-WATER IN FUEL (WIF) (CONTINUED)
3. ECM
Disconnect the WIF sensor harness connector.
Using the scan tool, monitor for DTC’s while connecting a jumper wire
between the (G123) signal circuit of the water in fuel sensor and bat-
tery voltage.
Did the water in fuel light go out?

SIS AND TESTING)
NOSIS AND TESTING)
P2502-CHARGING SYSTEM ERROR

P2502-CHARGING SYSTEM ERROR (CONTINUED)
• When Monitored:
• Set Condition:
The ECM cycles the voltage regulator in the generator while monitoring for a change in output voltage. If the
voltage does not drop when the regulator is off, the fault is set.
Possible Causes
DIRTY OR LOOSE CONNECTIONS

HIGH RESISTANCE IN THE B+ CIRCUIT
HIGH RESISTANCE IN THE B+ CROSS OVER CABLE
HIGH RESISTANCE IN THE GROUND CIRCUIT
GENERATOR
ECM
Diagnostic Test
1. DIRTY OR LOOSE CONNECTIONS

Visually inspect the positive and negative connections at the battery.
Visually inspect the battery negative connections at the engine block.

Yes >> Go To 2
No >> Clean and/or tighten the connections.
2. HIGH RESISTANCE IN THE B+ CIRCUIT

Measure the voltage between the B+ post of the generator and the B+ post of the battery while the engine is run-
ning.
Is the voltage above .4 volts?

Yes >> Repair the high resistance in the B+ circuit from battery to the generator.
No >> Go To 3
3. HIGH RESISTANCE IN THE B+ CROSS OVER CABLE
Measure the voltage between the B+ post of the generator and the B+ post of the right side battery to the left side
battery while the engine is running.

Yes >> Repair the high resistance in the B+ cross over cable from right side battery to left side battery.
No >> Go To 4
4. HIGH RESISTANCE IN THE GROUND CIRCUIT

Measure the voltage between the generator case and the B- post of the battery.

Yes >> Repair the high resistance in the ground circuit.
No >> Go To 5
5. GENERATOR
Measure the resistance between the generator field terminals.

Yes >> Go To 6
No >> Replace the generator.
NOSIS AND TESTING)
6. All
Reconnect the Generator field harness connector.
Measure and record the voltage between battery positive circuits of
the ECM harness connector and the battery negative circuits of the
Start the engine.
Compare the voltage reading from the voltmeter with that of the scan
tool.

P2503-CHARGING SYSTEM OUTPUT LOW

• When Monitored:
• Set Condition:
The battery voltage exceeds target voltage by more than a calibrated value.
Possible Causes

GENERATOR
FIELD DRIVER CIRCUIT SHORTED TO GROUND
ECM
Diagnostic Test

Is DTC P2502 set?

No >> Go To 2
2. GENERATOR
Measure the resistance between the generator field terminals at the
generator.

Yes >> Go To 3
NOSIS AND TESTING)
3. FIELD DRIVER CIRCUIT SHORTED TO GROUND
Measure the resistance of the generator field driver circuit between the
generator and battery negative.
Is the resistance greater than 100 ohms?

Yes >> Go To 4
No >> Repair the generator field driver circuit shorted to ground.
NOSIS AND TESTING)
4. ECM
Measure and record the voltage between battery positive circuit of the
ECM harness connector and the battery negative circuits of the ECM
harness connector.
tool.

SIS AND TESTING)
P2504-CHARGING SYSTEM OUTPUT HIGH

P2504-CHARGING SYSTEM OUTPUT HIGH (CONTINUED)
• When Monitored:
• Set Condition:
Battery voltage is less than 11.5 volts for more than 8 seconds. Battery voltage must exceed 12 volts for more
than 5 seconds for fault to become inactive.
Possible Causes

DIRTY OR LOOSE CONNECTIONS
ADD-ON OR ACCESSORY WIRES AT BATTERY TERMINAL
HIGH RESISTANCE IN THE B+ CIRCUIT
HIGH RESISTANCE IN THE B+ CROSS OVER CABLE
HIGH RESISTANCE IN THE GROUND CIRCUIT
GENERATOR
ECM
Diagnostic Test

Is DTC P2502 set?

No >> Go To 2
2. DIRTY OR LOOSE CONNECTIONS

Visually inspect the positive and negative connections at the battery.
Visually inspect the battery negative connections at the engine block.

Yes >> Go To 3
No >> Clean and/or tighten the connections.
3. ADD-ON OR ACCESSORY WIRES AT BATTERY TERMINAL
Check for add-on or accessory wiring at positive (+) terminal of the battery.
Are there any damaged wires at the battery?

Yes >> Remove defective or miss wired add-on or accessory wiring from battery.
No >> Go To 4
4. HIGH RESISTANCE IN THE B+ CIRCUIT

Measure the voltage between the B+ post of the generator and the B+ post of the battery while the engine is run-
ning.

Yes >> Repair the high resistance in the B+ circuit from battery to the generator.
No >> Go To 5
5. HIGH RESISTANCE IN THE B+ CROSS OVER CABLE

Measure the voltage between the B+ post of the generator and the B+ post of the right side battery to the left side
battery while the engine is running.

Yes >> Repair the high resistance in the B+ cross over cable from right side battery to left side battery.
No >> Go To 6
6. HIGH RESISTANCE IN THE GROUND CIRCUIT

Measure the voltage between the generator case and the B- post of the battery.

Yes >> Repair the high resistance in the ground circuit.
No >> Go To 7
7. GENERATOR
Measure the resistance between the generator field terminals at the
generator.

Yes >> Go To 8
NOSIS AND TESTING)
8. ECM
Measure and record the voltage between battery positive circuit of the
ECM harness connector and the battery negative circuits of the ECM
harness connector.
tool.

SIS AND TESTING)
P2509-POWERDOWN DATA LOST ERROR

P2509-POWERDOWN DATA LOST ERROR (CONTINUED)
• When Monitored:
Continuous - key on or key off.
• Set Condition:
Loss of voltage detected at the ECM for a calibrated amount of time.
Possible Causes
POOR CONNECTIONS AT THE BATTERIES

LOW BATTERY VOLTAGE
OPEN FUSED B+ TO ECM
OPEN GROUND CIRCUIT
BATTERY + SHORTED TO OTHER CIRCUITS
RETURN CIRCUIT SHORTED
BATTERY + SHORTED TO GROUND
Diagnostic Test
1. POOR CONNECTIONS AT THE BATTERIES

Visually inspect the wiring at the battery for damaged wires, or corrosion.
Are the connections tight and free of corrosion?

Yes >> Go To 2
No >> Repair the poor connections at the batteries.
2. LOW BATTERY VOLTAGE

Measure the voltage between the positive and negative posts of the batteries.
Is the battery voltages both above 12 volts?

Yes >> Go To 3
No >> Recharge or replace the battery (s).
3. OPEN FUSED B+ TO ECM
Measure the resistance between the positive battery post and the
ECM supply circuits.

Yes >> Go To 4
No >> Repair the open fused B+ circuit to ECM.
NOSIS AND TESTING)
4. OPEN GROUND CIRCUIT

Measure the resistance between the negative battery post and the
ECM ground circuits.

Yes >> Go To 5
No >> Repair the open ground circuit.
NOSIS AND TESTING)
5. BATTERY + SHORTED TO OTHER CIRCUITS
Measure the resistance between the ECM supply circuits and all other
circuits in the ECM harness connector, except other supply circuits.

Yes >> Go To 6
No >> Repair the battery circuit short to other circuits in engine
harness.
NOSIS AND TESTING)
6. RETURN CIRCUIT SHORTED

Measure the resistance between the ECM return circuits and all other
circuits in the ECM harness connector, except other return circuits.

Yes >> Go To 7
NOSIS AND TESTING)
7. BATTERY + SHORTED TO GROUND

Measure the resistance between the ECM B+ supply circuits and
ground.

SIS AND TESTING)
No >> Repair Battery + shorted to ground.
NOSIS AND TESTING)
P2607-LOW VOLTAGE AT THE #2 INTAKE AIR HEATER RELAY

P2607-LOW VOLTAGE AT THE #2 INTAKE AIR HEATER RELAY (CONTINUED)
• When Monitored:
• Set Condition:
When the signal from the #2 intake air heater output does not match the signal from the #2 intake air heater
feedback.
Possible Causes
LOOSE CONNECTION
SIGNAL CIRCUIT OPEN FROM RELAY TO ECM
ECM
Diagnostic Test
1. RELAY CLICKING
With the scan tool, actuate the #1 Intake Air Heater.

Yes >> Go To 2
No >> Go To 3
2. LOOSE CONNECTION

No >> Go To 3
Remove the Intake Air Heater #1 Relay.

Yes >> Go To 4
No >> Replace the Intake Air Heater #1 relay.
4. SIGNAL CIRCUIT OPEN FROM RELAY TO ECM

Measure the resistance of the intake air heater relay signal circuit between the ECM connector and the intake air
heater relay connector.

Yes >> Go To 5
No >> Repair the open signal circuit from PDC to ECM harness connector.
5. RETURN CIRCUIT SHORTED TO BATTERY NEGATIVE

Measure the resistance of the return circuit between the intake air heater relay connector and battery negative.
I s resistance less than 10 ohms?

Yes >> Go To 6
No >> Repair the return circuit shorted to battery negative.

Measure the voltage between the signal circuit of the intake air heater relay and battery negative.

Yes >> Repair the signal circuit shorted to Battery negative.
No >> Go To 7
7. ECM
Disconnect the intake air heater relay signal wire and use a jumper to connect it to battery negative.
Did DTC P2608?

P2608-HIGH VOLTAGE AT THE #2 INTAKE AIR HEATER RELAY

P2608-HIGH VOLTAGE AT THE #2 INTAKE AIR HEATER RELAY (CONTINUED)
• When Monitored:
• Set Condition:
When the signal from the #2 Intake Air Heater output does not match the signal from the #2 Intake Air Heater
feedback.
Possible Causes
LOOSE CONNECTION
ECM
Diagnostic Test
1. RELAY CLICKING
With the scan tool, actuate the Intake Air Heater relay.

Yes >> Go To 2
No >> Go To 3
2. LOOSE CONNECTION

No >> Go To 3
P2608-HIGH VOLTAGE AT THE #2 INTAKE AIR HEATER RELAY (CONTINUED)
Remove the Intake Air Heater Relay.

Yes >> Go To 4
No >> Replace the Intake Air Heater relay.

Measure the resistance between the signal circuit of the intake air heater relay and battery negative.

Yes >> Go To 5
No >> Repair signal circuit shorted to battery negative.
5. HARNESS SHORTED
Measure the resistance between intake air heater relay signal circuit and all other ECM circuits in the ECM con-
nectors.

Yes >> Go To 6
6. ECM
Disconnect the intake air heater relay signal wire.
Did DTC P0542 or 2608 set?

P2609-NO VOLTAGE DROP SEEN FROM INTAKE AIR HEATERS

P2609-NO VOLTAGE DROP SEEN FROM INTAKE AIR HEATERS (CONTINUED)
• When Monitored:
First 15 seconds of engine operation.
• Set Condition:
The ECM does not detect a voltage drop on the intake air heater circuit.
Possible Causes
INTAKE AIR HEATER OPEN

INTAKE AIR HEATER GROUND OPEN
OPEN BATTERY CABLE FROM INTAKE AIR HEATER RELAY
BATTERY CABLE OPEN
#1 INTAKE AIR HEATER RELAY
#2 INTAKE AIR HEATER RELAY
Diagnostic Test
1. INTAKE AIR HEATER OPEN

Measure the resistance between the intake air heater supply and ground terminal on each intake air heater.

Yes >> Go To 2
No >> Replace the open Intake Air Heater.
2. INTAKE AIR HEATER GROUND OPEN

Measure the resistance of the intake air heater ground circuit between the intake air heater terminal and the intake
manifold cover ground connection.
NOTE: The intake air heater circuit is grounded through a conductive gasket on the top and bottom of the
air heater (grey colored gaskets).

Yes >> Go To 3
No >> Repair the open Intake Air heater ground or replace both heater gaskets with the proper conductive
gaskets..
P2609-NO VOLTAGE DROP SEEN FROM INTAKE AIR HEATERS (CONTINUED)
3. OPEN BATTERY CABLE FROM INTAKE AIR HEATER RELAY
Measure the resistance of the battery cable between the intake air heater and the intake air heater relay for both
intake air heaters.

Yes >> Go To 4
No >> Repair The open or high resistance battery cable from the intake heater relay to heater.
4. BATTERY CABLE OPEN

Measure the resistance of the battery cable between the battery and the intake air heater relay for both relays.

Yes >> Go To 5
No >> Replace the battery cable from the battery to the Intake Air Heater Relay.
5. #1 INTAKE AIR HEATER RELAY

Disconnect the #1 intake air heater relay signal wire.
Connect a jumper wire from the signal terminal of the #1 intake air heater relay to battery positive.
Did the relay click when 12 volts was applied?

Yes >> Go To 6
No >> Replace #1 Intake Air Heater Relay.
6. #2 INTAKE AIR HEATER RELAY

Disconnect the #2 intake air heater relay signal wire.
Connect a jumper wire from the signal terminal of the #2 intake air heater relay to battery positive.
Did the relay click when 12 volts was applied?

No >> Replace #2 Intake Air Heater Relay.
*ENGINE SPEED SURGES UNDER LOAD OR IN OPERATING RANGE
Possible Causes
POSSIBLE CAUSES
Diagnostic Test
1. POSSIBLE CAUSES
This is a list of possible causes:
Check for any TSBs for ECM calibration updates that my apply.
Fuel level low.
Fuel filter plugged.
Poor quality or improper grade of fuel.
Fuel tank venting.
Low fuel pressure.
Air in fuel system
Fuel Lift Pump malfunctioning.
Fuel Inlet restriction.
Fuel line kinked or restricted.
Fuel return passage or fuel return line kinked or restricted.
Injectors are incorrect.
Injector shim thickness is incorrect.
Injector malfunction.
Fuel connector leaking fuel.
Accelerator pedal is restricted or out of calibration.
Crankshaft position sensor (CKP) or Camshaft position sensor (CMP) and/or circuit malfunction.
Vehicle Speed sensor (VSS) and/or circuit malfunction.
Incorrect Transmission Clutch operation.
Check vehicle brakes for dragging, transmission malfunction, cooling fan operation cycle time and engine driven
devices.
Check for proper turbocharger, turbo charger wheel clearance is out of specifications, waste gate for correct oper-
ation.
Bus communication problems.
Moisture in harness connectors or corroded terminals.
Internal engine damage.
Fuel control actuator
Speed indicator ring
Pressure Limiting valve
Air inlet restriction
External fuel leaks
Injector circuit
High pressure fuel pump
View repair
Repair
Repair as necessary. Refer to Service Information for the related symptom(s).
*ENGINE SPEED SURGES LOW OR HIGH IDLE
Possible Causes
POSSIBLE CAUSES
Diagnostic Test
1. POSSIBLE CAUSES
Fuel level low.
Fuel tank venting.
Low fuel pressure.
Air in fuel system
High pressure Fuel pump.
Vibration damper is damaged.
Incorrect Transmission Clutch operation.
devices.
Check for proper turbocharger, turbo charger wheel clearance is out of specifications, waste gate for correct oper-
ation.
Bus communication problems.
Electronic noise.
Idling with excessive load.
Clutch is malfunctioning or incorrect.
Injector circuit
View repair.
Repair
*ENGINE DIFFICULT TO START OR WILL NOT START (NO EXHAUST SMOKE

WHILE CRANKING)
Possible Causes
POSSIBLE CAUSES
Diagnostic Test
1. POSSIBLE CAUSES
Fuel level low.
Fuel tank venting.
Low fuel pressure.
Air in fuel system
Fuel injection pump supply voltage open or low voltage.
Fuel inlet line kinked or restricted.
Skim issues.
Battery voltage low.
Ignition switch supply voltage low or open.
Battery voltage to ECM is low or open.
Electrical noise.
Fuel injection pump.
Engine Control Module.
View repair.
Repair
*ENGINE DIFFICULT TO START OR WILL NOT START (EXHAUST SMOKE)
Possible Causes
POSSIBLE CAUSES
Diagnostic Test
1. POSSIBLE CAUSES
Fuel level low.
Battery voltage low.
Fuel tank venting.
Low fuel pressure.
Air in fuel system
Air intake restriction.
Exhaust restriction.
Fuel inlet temperature high.
Overhead adjustments.
Ignition switch output voltage low and/or open.
Starting accessories for cold weather such as engine block heaters, fuel heaters if equipped.
Engine cranking speed is low.
Electrical noise.
Fuel control actuator circuit
Pressure limiting valve
Injector circuit
Air inlet restriction
External fuel leaks
View repair
Repair
*ENGINE SPEED SURGES IN PTO OR CRUISE CONTROL
Possible Causes
POSSIBLE CAUSES
Diagnostic Test
1. POSSIBLE CAUSES
Transmission gear shift.
devices.
ECM control, PTO speed governor.
Engine overload.
Air Inlet restriction
View repair
Repair
*CHECKING THE ACCELERATOR PEDAL SENSOR CALIBRATION
Possible Causes
MIS-WIRED APPS
VOLTAGE NOT CHANGING DURING SWEEP
THROTTLE PEDAL NOT MOVING FREELY
APPS
Diagnostic Test
1. MIS-WIRED APPS
Remove the APPS cover.
Inspect both APPS connector and ECM for proper wiring.
Are both connectors wired correctly?

Yes >> Go To 2
No >> Repair mis-wired APPS connector at APPS or ECM.
2. THROTTLE PEDAL NOT MOVING FREELY

Look for proper Throttle operation.
Does the Throttle Pedal move freely between the upper and lower stops?
Yes >> Replace the APPS.
No >> Repair as necessary.
*CHECKING THE ECM POWER AND GROUNDS
Possible Causes
ECM GROUND CIRCUIT(S) OPEN

FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN
Diagnostic Test
1. ECM GROUND CIRCUIT(S) OPEN

Using a 12-volt test light connected to 12-volts, check each of the ECM ground circuits in ECM harness connector.
Did the test light illuminate for each cavity?

Yes >> Go To 2
No >> Repair the ECM Ground circuit(s) for an open.
2. FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN

Using a 12-volt test light connected to ground, check the Fused Ignition Switch Output circuit in ECM harness con-
nector.
Is the test light on?

Yes >> Go To 3
No >> Repair the Fused Ignition Switch Output circuit for an open.
3. FUSED B+ CIRCUIT OPEN

Using a 12-volt test light connected to ground, check each Fused B+ circuit in the ECM harness connector.
Does the test light illuminate brightly for each circuit?

No >> Repair the Fused B+ Output circuit for an open.
*CHECKING PRESSURE LIMITING VALVE ON THE FUEL RAIL FOR INTERNAL

LEAKS
Possible Causes
PRESSURE LIMITING VALVE DIAGNOSTICS

Diagnostic Test
1. PRESSURE LIMITING VALVE

Using the scan tool, measure the rail pressure and determine if the rail pressure is excessive (above 185,000 kpa/
26,831 psi), if it is, troubleshoot for excessive rail pressure first.
Remove the banjo bolt from the pressure-limiting valve on the fuel rail.
Install fuel system test fitting (9013) into the pressure-limiting valve.
Attach one end of a fuel hose to the fuel fitting and put the other end of the fuel hose into a container.
Perform the tests listed below to determine if the pressure-limiting valve is leaking.
a. Operate the engine at idle and watch for fuel flow into the fuel container.
b. Operate the engine at idle and actuate the high pressure safety valve test with the scan tool. Watch for fuel flow
into the fuel container.
If fuel flows into the fuel container, replace the pressure-limiting valve. If fuel does not leak from the pressure-limiting
valve, the test is complete.
NOTE: do not drive the vehicle with any portion of this test kit installed.
view repair
Yes >> Repair complete
*FUEL HEATER THERMOSTAT TEST
Possible Causes
FUEL HEATER THERMOSTAT TEST
Diagnostic Test
1. FUEL HEATER THERMOSTAT TEST

To check the operating resistance levels on the thermostat and fuel heater perform the following:
1. Unplug the wiring harness from the thermostat.
2. Check the resistance across the two pins of the thermostat with an Ohm meter.
3. The ambient temperature must be below the 9Circuit close temperature; 1° +/- 3° C9 to perform this check.
4. If necessary, induce this ambient temperature by placing ice packs on the thermostat to produce an 9effective
ambient temperature9 below the circuit close temperature.
5. The resistance across the two pins should be within the range of 0.3 Ohms to 0.45 Ohms for a properly operating
thermostat and heater.
6. If the resistance from step 2 is out of range, remove the thermostat and check the resistance across the terminal
connections of the heater (the heater can be checked at room temperatures).
7. The resistance across the terminal pins of the heater should be within the same range of step 2.
8. Replace the heater if resistance is not within the proper operation range.
9. Replace the heater if resistance is not within the proper operation range. Re-install the thermostat with a new
o-ring.
10. If the heater resistance is within the proper operating.
11. Circuit close temperature; 1° +/- 3° C
12. Circuit open temperature; 18° +/- 4° C
13. Fuel Heater Thermostat 0.3 - 0.45 Ohms at less than 1 degree C
14. Fuel Heater 0.3 - 0.45 Ohms at room temperature
View Repair
Repair
Test complete.
*FUEL PUMP RETURN FLOW TEST
Possible Causes
EXCESSIVE FUEL PUMP RETURN FLOW
Diagnostic Test
1. FUEL PUMP RETURN FLOW TEST

Using the scan tool, idle the engine and measure the rail pressure and determine if the rail pressure is excessive
(above 185,00 kpa/26,831 psi), if it is, troubleshoot for excessive rail pressure first.
Remove the banjo bolt from the pressure-limiting valve on the fuel rail.
Install fuel system test fitting #9013 into the pressure-limiting valve.
Attach one end of a fuel hose to the fuel fitting and put the other end of the fuel hose into a container
Perform the tests listed below to determine if the pressure-limiting valve is leaking.
a. Operate the engine at idle and watch for fuel flow into the fuel container.
b. Operate the engine at idle and actuate the high pressure safety valve test with the scan tool. Watch for fuel flow
into the fuel container.
If fuel flows into the fuel container, replace the pressure-limiting valve. If fuel does not leak from the pressure-limiting
valve, the test is complete.
NOTE: do not drive the vehicle with any portion of this test kit installed
Operate the engine until the engine is at operating temperature.
Remove the banjo connector from the fuel drain tube at the rear of the fuel filter housing
Install fuel system test fitting #9012 in place of the banjo connector.
Install a piece of fuel line onto the test fitting and put the open end into the graduated cylinder.
Start the engine and let it idle for one minute.
Measure the amount of fuel in the graduated cylinder.
If the flow is less than 1000-ml/minute at idle, the test has successfully passed.
If the flow is greater than 1000 ml/minute at idle, replace the fuel injection pump.
Retest to confirm repair.
View Repair
Repair
Test Complete.
*HIGH PRESSURE FUEL PUMP PERFORMANCE TEST
Possible Causes
*HIGH PRESSURE FUEL PUMP PERFORMANCE TEST
Diagnostic Test
1. *HIGH PRESSURE FUEL PUMP PERFORMANCE TEST

Monitor rail pressure with scan tool while cranking the engine
Compare the fuel pressure set point with the actual fuel pressure reading.
If the engine is not generating fuel pressure, use the scan tool to check for fuel pressure sensor fault codes.
If no fuel pressure sensor faults are present, verify that the engine has adequate fuel delivery using the fuel lift
pump flow test.
Monitor rail pressure with scan tool while cranking the engine.
If the engine is not generating fuel pressure, check the torque on the fuel pump drive gear. Torque - 105 Nm.
Retest to confirm fix.
Test complete
Repair
Test complete.
*INJECTOR RETURN FLOW TEST
Possible Causes
*INJECTOR RETURN FLOW TEST
Diagnostic Test
1. * INJECTOR RETURN FLOW TEST

1. Operate the engine until the engine is at operating temperature.
2. Remove the banjo connector from the fuel drain tube at the rear of the fuel filter housing.
3. Install fuel system test fitting (9012) in place of the banjo connector.
4. Remove the vehicle fuel return line from the engine fuel drain tube.
5. Install a piece of fuel line onto the test fitting and into a fuel container or into the fuel tank.
6. Install one end of a test hose onto the fuel drain tube. Place the other end of the test hose into a graduated
cylinder.
7. Start the engine and let it idle for one minute.
8. Measure the amount of fuel in the graduated cylinder.
9. If the flow is less than 180-ml/minute, the test has successfully passed.
10. If the flow is greater than 180 ml/minute, shut off the engine and remove all of the fuel injector supply lines. Re
torque all of the high-pressure connector nuts. Install all of the fuel injector supply lines.
11. Start the engine and idle for one minute. Measure the amount of fuel in the graduated cylinder.
12. If the flow is less than 180ml/minute, the condition has been fixed.
13. If the flow is greater than 180 ml/minute after step 12, shut off the engine and remove the #1 fuel injector supply
line. Re torque the high-pressure connector nut. Cap the #1 fuel port using tool #9011 on the fuel rail and the #1
high pressure connector.
14. Start the engine. Measure the amount of fuel in the graduated cylinder.
15. If the amount of fuel is less than 180 ml/minute, shut off the engine and remove the #1 high pressure connector
and the #1 fuel injector. Inspect for damage, repair/replace as necessary.
16. If the amount of fuel is not less than 180-ml/minute, repeat steps 14-16 for cylinders 2-6.
17. Install all high-pressure connectors, fuel injectors, and fuel injector supply lines. Repeat steps 1-8 to confirm
repair.
SPECIFICATION:Less than 180 ml/minute total fuel return flow

Repair
Test Complete.
*INTAKE AIR SYSTEM PRESSURE TEST
Possible Causes
CHARGE AIR COOLER PRESSURE TEST
Diagnostic Test
1. CHARGE AIR COOLER PRESSURE TEST

Loosen air inlet tube clamp at the turbocharger.
Remove the air filter housing and the inlet tube from the vehicle as an assembly.
Install the CAC Pressure Tester #9022 into the inner diameter of the turbocharger, securing it in place with the
supplied three-fingered band clamp, tighten tool clamp to 8n.m (72 in lbs).
NOTE: NEVER ATTEMPT TO START OR RUN THE VEHICLE AT ANY TIME DURING THIS TEST, ENGINE DAM-
AGE MAY OCCUR.
Fasten the safety chain around a solid surface behind the turbocharger. Warning: Never run CAC Pressure test
without the safety chain securely fastened.
Before attaching shop air to the pressure regulator verify that the regulator is at its lowest pressure setting (0 psi).
Attach an air supply to the regulator and slowly increase the pressure until the pressure gauge reads 20 psi.
WARNING: WARNING: Never apply more than 20 PSI.
Using a solution of soap and water spray the Turbocharger, Turbocharger wastegate, Charge Air Cooler Heat
Exchange and CAC Hoses while watching for leaks.
Before any attempt to repair the CAC system is made, its necessary to completely discharge the system. This can
be accomplished by turning the regulator knob counter-clockwise.
Allow for adequate time to pass before removing the CAC Pressure tester from the turbo charger inlet.
Position the Air Filter Housing over the three mounting studs located on the inside front fender well and press down
firmly to lock housing into place.
Install Air Inlet Tube over the Turbocharger inlet and torque the band clamp to 35 in.lbs.
View Repair
Repair
Test complete.
9 - 1486 ENGINE - ELECTRICAL DIAGNOSTICS - SRT-10 DR/DH
ENGINE - ELECTRICAL DIAGNOSTICS - SRT-10
TABLE OF CONTENTS
page page
ENGINE - ELECTRICAL DIAGNOSTICS - SRT-10 P0141-O2 SENSOR 1/2 HEATER

DIAGNOSIS AND TESTING PERFORMANCE . . . . . . . . . . . . . . . . . . . . 1602
PRE-DIAGNOSTIC TROUBLESHOOTING P0151-O2 SENSOR 2/1 CIRCUIT LOW .. . 1606
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . 1488 P0152-O2 SENSOR 2/1 CIRCUIT HIGH . . . 1609
INTERMITTENT CONDITION . . . . . . . . . . . 1490 P0153-O2 SENSOR 2/1 SLOW
P0031-O2 SENSOR 1/1 HEATER CIRCUIT RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . 1615
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1491 P0155-O2 SENSOR 2/1 HEATER
P0032-O2 SENSOR 1/1 HEATER CIRCUIT PERFORMANCE . . . . . . . . . . . . . . . . . . . . 1618
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1496 P0157-O2 SENSOR 2/2 CIRCUIT VOLTAGE
P0051-O2 SENSOR 2/1 HEATER CIRCUIT TOO LOW . . . . . . . . . . . . . . . . . . . . . . . . . 1622
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1501 P0158-O2 SENSOR 2/2 CIRCUIT VOLTAGE
P0052-O2 SENSOR 2/1 HEATER CIRCUIT TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . 1626
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1506 P0159-O2 SENSOR 2/2 SLOW
P0071-AMBIENT/BATTERY TEMP SENSOR RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . 1631
PERFORMANCE . . . . . . . . . . . . . . . . . . . . 1511 P0161-O2 SENSOR 2/2 HEATER
P0107-MAP SENSOR VOLTAGE PERFORMANCE . . . . . . . . . . . . . . . . . . . . 1634
TOO LOW . . . . . . . . . . . . . . . . . . . . . . . . . 1516 P0171-FUEL SYSTEM 1/1 LEAN ....... . 1638
P0108–MAP SENSOR VOLTAGE P0172-FUEL SYSTEM 1/1 RICH . . . . . . . . . 1645
TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . 1521 P0174-FUEL SYSTEM 2/1 LEAN ....... . 1653
P0111-INTAKE AIR TEMP P0175-FUEL SYSTEM 2/1 RICH . . . . . . . . . 1660
PERFORMANCE . . . . . . . . . . . . . . . . . . . . 1526 P0197-ENGINE OIL TEMPERATURE
P0112-INTAKE AIR TEMP SENSOR SENSOR VOLTAGE TOO LOW . . . . . . . . . . 1667
VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . 1530 P0198-ENGINE OIL TEMPERATURE
P0113-INTAKE AIR TEMPERATURE SENSOR VOLTAGE TOO HIGH . . . . . . . . . 1670
SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . 1534 P0201-FUEL INJECTOR 1 CIRCUIT . . . . . . 1674
P0117-ENGINE COOLANT TEMPERATURE P0202-FUEL INJECTOR 2 CIRCUIT . . . . . . 1678
SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . 1539 P0203-FUEL INJECTOR 3 CIRCUIT . . . . . . 1682
P0118-ENGINE COOLANT TEMP SENSOR P0204-FUEL INJECTOR 4 CIRCUIT . . . . . . 1686
VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . 1543 P0205-FUEL INJECTOR 5 CIRCUIT . . . . . . 1690
P0121-TP SENSOR VOLTAGE DOES NOT P0206-FUEL INJECTOR 6 CIRCUIT . . . . . . 1694
AGREE WITH MAP . . . . . . . . . . . . . . . . . . 1548 P0207-FUEL INJECTOR 7 CIRCUIT . . . . . . 1698
P0122-THROTTLE POSITION SENSOR #1 P0208-FUEL INJECTOR 8 CIRCUIT . . . . . . 1702
VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . 1557 P0209-FUEL INJECTOR 9 CIRCUIT . . . . . . 1706
P0123-THROTTLE POSITION SENSOR #1 P0210-FUEL INJECTOR 10 CIRCUIT . . . . . 1710
VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . 1562 P0300-MULTIPLE CYLINDER MISFIRE .. . 1714
P0125-INSUFFICIENT COOLANT TEMP FOR P0301-CYLINDER #1 MISFIRE . . . . . . . . . . 1721
CLOSED-LOOP FUEL CONTROL . . . . . . . . 1567 P0302-CYLINDER #2 MISFIRE . . . . . . . . . . 1731
P0131-O2 SENSOR 1/1 CIRCUIT VOLTAGE P0303-CYLINDER #3 MISFIRE . . . . . . . . . . 1740
TOO LOW . . . . . . . . . . . . . . . . . . . . . . . . . 1570 P0304-CYLINDER #4 MISFIRE . . . . . . . . . . 1750
P0132-O2 SENSOR 1/1 CIRCUIT VOLTAGE P0305-CYLINDER #5 MISFIRE . . . . . . . . . . 1760
TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . 1573 P0306-CYLINDER #6 MISFIRE . . . . . . . . . . 1769
P0133-O2 SENSOR 1/1 SLOW P0307-CYLINDER #7 MISFIRE . . . . . . . . . . 1779
RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . 1579 P0308-CYLINDER #8 MISFIRE . . . . . . . . . . 1789
P0135-O2 SENSOR 1/1 HEATER P0309-CYLINDER #9 MISFIRE . . . . . . . . . . 1799
PERFORMANCE . . . . . . . . . . . . . . . . . . . . 1582 P0310-CYLINDER #10 MISFIRE . . . . . . . . . 1809
P0136-O2 SENSOR 1/2 HEATER CIRCUIT P0320–NO CANK REFERENCE SIGNAL AT
MALFUNCTION . . . . . . . . . . . . . . . . . . . . . 1586 PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1818
P0137-O2 SENSOR 1/2 CIRCUIT LOW . . . 1590 P0325-KNOCK SENSOR 1 CIRCUIT .... . 1827
P0138-O2 SENSOR 1/2 CIRCUIT HIGH . . . 1594 P0330-KNOCK SENSOR 2 CIRCUIT .... . 1832
P0139-O2 SENSOR 1/2 SLOW P0340-CAMSHAFT POSITION SENSOR
RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . 1599 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1837
DR/DH ENGINE - ELECTRICAL DIAGNOSTICS - SRT-10 9 - 1487
P0351-IGNITION COIL #1 PRIMARY P1388-AUTO SHUTDOWN RELAY CONTROL

CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1845 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1949
P0352-IGNITION COIL #2 PRIMARY P1389-NO ASD RELAY OUTPUT VOLTAGE
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1849 AT PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . 1952
P0353-IGNITION COIL #3 PRIMARY P1391-INTERMITTENT LOSS OF CMP OR
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1853 CKP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1956
P0354-IGNITION COIL #4 PRIMARY P1398-MIS-FIRE ADAPTIVE NUMERATOR
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1857 AT LIMIT . . . . . . . . . . . . . . . . . . . . . . . . . . 1960
P0355-IGNITION COIL #5 PRIMARY P1486-EVAP LEAK MONITOR PINCHED
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1861 HOSE FOUND . . . . . . . . . . . . . . . . . . . . . . 1963
P0420-1/1 CATALYTIC CONVERTER P1492-AMBIENT/BATTERY TEMPERATURE
EFFICIENCY . . . . . . . . . . . . . . . . . . . . . . . 1865 SENSOR VOLTAGE TOO HIGH . . . . . . . . . 1966
P0432-2/1 CATALYTIC CONVERTER P1493-AMBIENT/BATTERY TEMPERATURE
EFFICIENCY . . . . . . . . . . . . . . . . . . . . . . . 1868 SENSOR VOLTAGE TOO LOW . . . . . . . . . . 1970
P0441-EVAP PURGE FLOW MONITOR . . . 1871 P1494-LEAK DETECTION PUMP SWITCH
P0442-EVAP LEAK MONITOR MEDIUM OR MECHANICAL FAULT . . . . . . . . . . . . . . 1973
(0.040) LEAK DETECTED . . . . . . . . . . . . . . 1875 P1495-LEAK DETECTION PUMP SOLENOID
P0443-EVAP PURGE SOLENOID CIRCUIT . 1879 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1977
P0455-EVAP LEAK MONITOR LARGE LEAK P1499-HYDRAULIC FAN SOLENOID
DETECTED . . . . . . . . . . . . . . . . . . . . . . . . 1883 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1982
P0460-FUEL LEVEL SENDING UNIT NO P1594-CHARGING SYSTEM VOLTAGE TOO
CHANGE OVER MILES . . . . . . . . . . . . . . . 1887 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1986
P0462-FUEL LEVEL SENDING UNIT VOLTS P1598-A/C PRESSURE SENSOR VOLTAGE
TOO LOW . . . . . . . . . . . . . . . . . . . . . . . . . 1888 TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . 1989
P0463-FUEL LEVEL SENSOR 1 CIRCUIT P1599-A/C PRESSURE SENSOR VOLTAGE
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1891 TOO LOW . . . . . . . . . . . . . . . . . . . . . . . . . 1994
P0500-NO VEHICLE SPEED SIGNAL . . . . . 1896 P1682-CHARGING SYSTEM VOLTAGE TOO
P0505-IDLE AIR CONTROL MOTOR LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1999
CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . 1899 P1687-NO CLUSTER BUS MESSAGE . . . . 2004
P0522-OIL PRESSURE CIRCUIT LOW . . . . 1904 P1695-BUS MESSAGE FROM BODY
P0523-OIL PRESSURE CIRCUIT HIGH . . . 1908 CONTROL MODULE . . . . . . . . . . . . . . . . . . 2007
P0601-PCM INTERNAL CONTROLLER P1696-PCM FAILURE EEPROM WRITE
FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . 1911 DENIED . . . . . . . . . . . . . . . . . . . . . . . . . . . 2010
P0622-GENERATOR FIELD NOT *BRAKE SWITCH SENSE STATUS DOES
SWITCHING PROPERLY . . . . . . . . . . . . . . 1912 NOT CHANGE ON THE SCAN TOOL . . . . . 2012
P0645-A/C CLUTCH RELAY CIRCUIT . . . . 1916 *CANNOT SHIFT INTO REVERSE . . . . . . . 2016
P0801-REVERSE GEAR LOCKOUT CIRCUIT *CHECKING A/C SYSTEM OPERATION
OPEN OR SHORTED . . . . . . . . . . . . . . . . . 1920 WITH NO DTCS . . . . . . . . . . . . . . . . . . . . . 2018
P1195-O2 SENSOR 1/1 SLOW DURING *CHECKING CHARGING SYSTEM
CATALYST MONITOR . . . . . . . . . . . . . . . . . 1924 OPERATION WITH NO DTCS . . . . . . . . . . . 2023
P1196-O2 SENSOR 2/1 SLOW DURING *CHECKING RADIATOR FAN
CATALYST MONITOR . . . . . . . . . . . . . . . . . 1927 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 2028
P1281-ENGINE IS COLD TOO LONG . . . . . 1930 *CHECKING THE PCM POWER AND
P1282-FUEL PUMP/SYSTEM RELAY GROUNDS . . . . . . . . . . . . . . . . . . . . . . . . . 2030
CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . 1931 STANDARD PROCEDURE
P1294-TARGET IDLE NOT REACHED . . . . 1934 POWERTRAIN VERIFICATION TEST . . . . . 2033
P1296-NO 5-VOLTS TO MAP SENSOR . . . 1938
P1297-NO CHANGE IN MAP FROM START
TO RUN . . . . . . . . . . . . . . . . . . . . . . . . . . . 1943
ENGINE - ELECTRICAL DIAGNOSTICS - SRT-10


Diagnostic Test
1. NO RESPONSE

No >> Go To 2
2. NO START

and Starting.
No >> Go To 3


Testing complete.
Go To 4
Clear the DTC(s).

POSSIBLE CAUSES
Diagnostic Test
Perform a voltage drop test on the related circuits between the suspected faulty component and the PCM.
Inspect and clean all PCM, engine, and chassis grounds that are related to the most current DTC.
actuation.

Perform POWERTRAIN VERIFICATION TEST VER - 1.

• When Monitored:
• Set Condition:
Desired state does not match Actual state.
Possible Causes
O2 HEATER TEST
(K343) FUSED ASD RELAY OUTPUT CIRCUIT
(K99) HEATER CONTROL CIRCUIT OPEN
(K99) HEATER CONTROL CIRCUIT SHORTED TO GROUND
PCM
1. O2 HEATER TEST
With the scan tool, actuate the O2 Heater test.
Monitor the O2 Heater Voltage for 5 minutes.
Did the voltage drop down close to zero during the Heater test?
Perform POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No >> Go To 2
NOTE: Stop the actuation before continuing.
Measure the resistance of the O2 Heater element at the O2 Sensor
connector (component side).
On a four O2 Sensor system the resistance value for 1/1 and 2/1 O2
Heater elements is between 3.3 and 4.1 ohms and the 1/2 and 2/2 O2
Heater elements is between 4.0 and 5.0 ohms at 70° F(21.1°C).
NOTE: The resistance value will increase with warmer tempera-
tures.
Is the resistance within the listed specifications?

Yes >> Go To 3
Perform POWERTRAIN VERIFICATION TEST. (Refer to 9
- ENGINE - STANDARD PROCEDURE)
3. (K343) FUSED ASD RELAY OUTPUT CIRCUIT OPEN

With the scan tool, actuate the O2 Heater Test.
Using a 12-volt test light connected to ground, probe the (K343) Fused
ASD Relay Output circuit at the O2 Sensor harness connector.
Did the test light illuminate brightly?

Yes >> Go To 4
No >> Repair the open or short to ground in the (K343) Fused
ASD Relay Output circuit. Inspect the related fuse and
Measure the resistance of the (K99) O2 Heater Control circuit (PWM)
from the O2 Sensor to the PCM harness connector.

Yes >> Go To 5
No >> Repair the open in the (K99) O2 Heater Control (PWM)
circuit.
5. (K99) HEATER CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K99) O2 Heater
Control (PWM) circuit.

Yes >> Repair the short to ground in the Heater Control (PWM)
circuit or the Heater Relay Control circuit depending on the
O2 Sensor being tested.
No >> Go To 6
6. PCM
Ground circuits.

Repair

• When Monitored:
• Set Condition:
Possible Causes
O2 HEATER TEST
HEATER CONTROL CIRCUIT OPEN
HEATER CONTROL CIRCUIT SHORTED TO GROUND
PCM
1. O2 HEATER TEST
No >> Go To 2
tures.

Yes >> Go To 3


Yes >> Go To 4
4. HEATER CONTROL CIRCUIT OPEN
Measure the resistance of the O2 Heater Control circuit (PWM) from
the O2 Sensor to the PCM harness connector.

Yes >> Go To 5
No >> Repair the open in the O2 Heater Control (PWM) circuit.
5. HEATER CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the O2 Heater Control
(PWM) circuit.

Yes >> Repair the short to ground in the Heater Control (PWM)
circuit or the Heater Relay Control circuit depending on the
No >> Go To 6
6. PCM
Ground circuits.

Repair

• When Monitored:
• Set Condition:
Possible Causes
O2 HEATER TEST
PCM
1. O2 HEATER TEST
No >> Go To 2
tures.

Yes >> Go To 3


Yes >> Go To 4
4. (K199) HEATER CONTROL CIRCUIT OPEN
Measure the resistance of the (K199) O2 Heater Control circuit from

Yes >> Go To 5
No >> Repair the open in the (K199) O2 Heater Control circuit.


Yes >> Repair the short to ground in the (K199) Heater Control
(PWM) circuit or the Heater Relay Control circuit depend-
ing on the O2 Sensor being tested.
No >> Go To 6
6. PCM
Ground circuits.

Repair

• When Monitored:
• Set Condition:
Possible Causes
O2 HEATER TEST
PCM
1. O2 HEATER TEST
No >> Go To 2
tures.

Yes >> Go To 3


Yes >> Go To 4
4. HEATER CONTROL CIRCUIT OPEN
Measure the resistance of the (K199) O2 Heater Control circuit from

Yes >> Go To 5
No >> Repair the open in the (K199) O2 Heater Control circuit.


Yes >> Repair the short to ground in the (K199) Heater Control
(PWM) circuit or the Heater Relay Control circuit depend-
ing on the O2 Sensor being tested.
No >> Go To 6
6. PCM
Ground circuits.

Repair
P0071-AMBIENT/BATTERY TEMP SENSOR PERFORMANCE

P0071-AMBIENT/BATTERY TEMP SENSOR PERFORMANCE (CONTINUED)
• When Monitored:
With the ignition on and no Battery Temperature Sensor Open or Short Faults present.
• Set Condition:
After 5 warm cycles have occurred (coolant increases at least 22°C (40°F) to a minimum of 71°C (160°F) and
the odometer mileage has increased 196.6 miles and the Battery Temperature has changed less than 4°C
(7.2°F) change in temperature. One trip fault.
Possible Causes
GOOD TRIP EQUAL TO ZERO

(K25) BATTERY TEMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
RESISTANCE IN THE (K25) BATTERY TEMP SENSOR SIGNAL CIRCUIT
(K25) BATTERY TEMP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
PCM
1. GOOD TRIP EQUAL TO ZERO

Is the Good Trip Counter equal to zero?

Yes >> Go To 2
No >> Refer to the INTERMITTENT CONDITION Symptom. (Refer to 9 - ENGINE - DIAGNOSIS AND TEST-
ING)
2. (K25) BATTERY TEMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
Disconnect the Battery Temp Sensor harness connector.
Measure the voltage on the (K25) Battery Temp Signal circuit at the
Sensor connector.

Yes >> Repair the short to voltage on the (K25) Batt Temp Signal
circuit.
No >> Go To 3
3. (K25) BATTERY TEMP SENSOR SIGNAL

With the scan tool, read the Battery Temp Sensor voltage with the Batt Temp Sensor still disconnected.

Yes >> Go To 4
No >> Go To 7

Connect a jumper wire between the (K25) Battery Temp Signal circuit and the (K900) Sensor ground circuit at the
With the scan tool, read the Battery Temp Sensor voltage.

No >> Go To 5
5. RESISTANCE IN THE (K25) BATTERY TEMP SENSOR SIGNAL CIRCUIT
Connect the Battery Temp Sensor harness connector.
NOTE: Make sure the voltmeter leads meet the terminals in the
connector and that there is good terminal to wire connection.
NOTE: Make sure the voltmeter leads are connected for positive
polarity
Backprobe the (K25) Battery Temp Sensor Signal circuit at the Sensor
harness connector and the PCM harness connector with both voltme-
ter leads.
Start the engine.

Yes >> Go To 6
No >> Repair the excessive resistance in the (K25) Battery Temp

polarity
Backprobe the (K900) Sensor ground circuit at the Battery Tempera-
ture Sensor harness connector and the PCM harness connector using
both volt meter leads.
Start the engine.

Yes >> Go To 8
ground circuit.
7. (K25) BATTERY TEMP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K25) Battery Temp
Signal circuit.

Yes >> Repair the short to ground in the (K25) Battery Temp Sig-
nal circuit.
No >> Go To 8
8. PCM
Ground circuits.

Repair
P0107-MAP SENSOR VOLTAGE TOO LOW

• When Monitored:
With the engine RPM above 416 but less than 1500, the TPS voltage less than 1.13 volts, and battery voltage
greater than 10.4 volts.
• Set Condition:
The MAP Sensor signal voltage is below 0.1 of a volt for 2.0 seconds with the engine running.
Possible Causes

MAP SENSOR
PCM
Diagnostic Test
1. MAP SENSOR VOLTAGE BELOW 0.08 OF A VOLT


Yes >> Go To 2
No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)


Yes >> Go To 3
No >> Go To 6
3. MAP SENSOR

No >> Go To 4


No >> Go To 5

the (K1) MAP Signal circuit.
No >> Go To 8
MAP Sensor harness connector to the PCM harness connector.

Yes >> Go To 7


cuit.
No >> Go To 8
8. PCM
Ground circuits.

P0108–MAP SENSOR VOLTAGE TOO HIGH

P0108–MAP SENSOR VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
With the engine RPM above 400, the TPS voltage less than 1.13 volts, and battery voltage greater than 10.4
volts
• Set Condition:
With the engine RPM above 400, the TPS voltage less than 1.13 volts, and battery voltage greater than 10.4
volts
Possible Causes
(K1) MAP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K1) MAP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
MAP SENSOR
PCM
Diagnostic Test
1. MAP SENSOR VOLTAGE ABOVE 4.92 VOLTS

Start the engine.

Yes >> Go To 2
AND TESTING)
2. MAP SENSOR
(K900) Sensor ground circuit in the Sensor harness connector.
No >> Go To 3
3. (K1) MAP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K1) MAP Signal circuit in the MAP Sen-

Yes >> Repair the short to battery voltage in the (K1) MAP Signal
circuit.
No >> Go To 4
#8815.

Yes >> Go To 5
5. (K1) MAP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
(F856) 5-volt Supply circuit in the MAP Sensor harness connector.

No >> Go To 6
tool #8815.

Yes >> Go To 7
7. PCM
Ground circuits.

P0111-INTAKE AIR TEMP PERFORMANCE

P0111-INTAKE AIR TEMP PERFORMANCE (CONTINUED)
• When Monitored:
With the ignition on and no Intake Air Temperature Sensor open/shorted faults present.
• Set Condition:
After 5 warm cycles have occurred (coolant increases at least 22°C (40°F) to a minimum of 71°C (160°F) and
the odometer mileage has increased 196.6 miles and the Intake Air Temperature has had less than 5°C (9°F)
change in temperature.
Possible Causes
RESISTANCE IN THE (K21) IAT SENSOR SIGNAL CIRCUIT

IAT SENSOR
PCM

Is the Good Trip Counter equal to zero?

Yes >> Go To 2
AND TESTING)

With the scan tool, read the IAT voltage.

Yes >> Go To 3
No >> Go To 5
3. IAT SENSOR VOLTAGE BELOW 1.0 VOLT
Connect a jumper wire across the IAT Sensor harness connector.
With the scan tool, read the IAT voltage.

No >> Go To 4
NOTE: Remove the jumper wire and connect the Sensor harness
connector before continuing.
4. RESISTANCE IN THE (K21) IAT SENSOR SIGNAL CIRCUIT

polarity
Backprobe the (K21) IAT Sensor Signal circuit at the IAT Sensor har-
ness connector and PCM harness connector with the voltmeter leads.
Start the engine.

Yes >> Go To 6
No >> Repair the excessive resistance in the (K21) IAT Sensor
Signal circuit.
polarity
Backprobe the (K900) Sensor ground circuit at the IAT Sensor harness
connector and PCM harness connector with both leads of a voltmeter.
Start the engine.

Yes >> Go To 6
ground circuit.
6. PCM
Ground circuits.

Repair
P0112-INTAKE AIR TEMP SENSOR VOLTAGE TOO LOW

P0112-INTAKE AIR TEMP SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
• Set Condition:
When the Inlet Air Temp Sensor Signal circuit voltage is less than 0.8 of a volt.
Possible Causes

PCM
Diagnostic Test
1. IAT SENSOR VOLTAGE BELOW 0.078 OF A VOLT


Yes >> Go To 2
AND TESTING)
2. IAT SENSOR
With a scan tool, read IAT voltage.

No >> Go To 3

No >> Go To 4

and the (K21) IAT Sensor Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.

P0113-INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH

For the Engine System Schematic circuit diagram. (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS)
• When Monitored:
• Set Condition:
The Intake Air Temperature (IAT) sensor circuit voltage at the PCM goes above 4.98 volts for 2.8 seconds.
Possible Causes

IAT SENSOR
PCM
Diagnostic Test

With a scan tool, read the Intake Air Temperature Sensor voltage.

Yes >> Go To 2
2. IAT SENSOR
With a scan tool, read the IAT Sensor voltage.
No >> Go To 3

harness connector.

circuit.
No >> Go To 4
#8815.

Yes >> Go To 5

tool #8815.

Yes >> Go To 6
6. PCM
Ground circuits.

P0117-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW

Theory of Operation
As the coolant temperature increases the resistance decreases and the voltage becomes low.
• When Monitored:
• Set Condition:
The Engine Coolant Temperature (ECT) Signal circuit voltage at the PCM goes below 0.8 of a volt for more
than 3 seconds.
Possible Causes

ECT SENSOR
PCM
Diagnostic Test
1. ECT SENSOR VOLTAGE BELOW 1.0 OF A VOLT


Yes >> Go To 2
ING)
2. ECT SENSOR

No >> Go To 3
the (K2) ECT Signal circuit in the ECT Sensor harness connector.

Yes >> Repair the short to between the (K900) Sensor ground cir-
cuit and the (K2) ECT Signal circuit.
No >> Go To 4
4. (K2) ECT SIGNAL CIRCUIT SHORTED GROUND


No >> Go To 5
5. PCM
Ground circuits.

P0118-ENGINE COOLANT TEMP SENSOR VOLTAGE TOO HIGH

P0118-ENGINE COOLANT TEMP SENSOR VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
• Set Condition:
The Engine Coolant Temperature (ECT) sensor circuit voltage at the PCM is greater than 4.94 volts for more
than 3.0 seconds.
Possible Causes

ECT SENSOR
PCM
Diagnostic Test


Yes >> Go To 2
ING)
2. ECT SENSOR
(K900) Sensor ground circuit in the ECT harness connector.
No >> Go To 3

harness connector.

circuit.
No >> Go To 4
Sensor harness connector to the PCM harness connector.

Yes >> Go To 5

ECT Sensor harness connector to the PCM harness connector.

Yes >> Go To 6
6. PCM
Ground circuits.

P0121-TP SENSOR VOLTAGE DOES NOT AGREE WITH MAP

P0121-TP SENSOR VOLTAGE DOES NOT AGREE WITH MAP (CONTINUED)
For the engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
• When Monitored:
With the engine running and no MAP Sensor or TP Sensor DTC’s set. Engine speed must be greater than
1600 RPM.
• Set Condition:
The PCM performs two separate tests. When the manifold vacuum is high, the TP Sensor should be low.
When the manifold vacuum is low, the TP Sensor signal should be high. If the proper TP Sensor voltage is not
detected when the two conditions are met, a DTC will be set after 4 seconds.
Possible Causes

MAP SENSOR
RESISTANCE IN THE (K1) MAP SENSOR SIGNAL CIRCUIT
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
TP SENSOR OPERATION
RESISTANCE IN THE TP SENSOR (F855) 5-VOLT SUPPLY
TP SENSOR (F855) 5-VOLT SUPPLY SHORTED TO GROUND
RESISTANCE BETWEEN GROUND AND THE (K22) TP SENSOR NO.1 SIGNAL CIRCUIT
PCM
Diagnostic Test

NOTE: Diagnose any TP Sensor or MAP component DTCs first before continuing.
NOTE: If the P0500 - No Vehicle Speed Signal is set along with this DTC, refer to the P0500 diagnostics
before continuing.
NOTE: The throttle plate and linkage should be free of binding and carbon build up.
NOTE: Repair any vacuum leaks that are present before continuing.
Is the Good Trip Counter displayed and equal to zero?

Yes >> Go To 2
Start the engine.
With the scan tool, monitor the MAP Sensor voltage.
Snap the throttle.
Does the scan tool display MAP voltage from below 2.0 volts at idle to above 3.5 volts at WOT?
Yes >> Go To 3
No >> Go To 10
With the scan tool, monitor the TP Sensor voltage while slowly depressing the throttle pedal from the idle position
to the wide open throttle position.
AND TESTING)
No >> Go To 4


Yes >> Go To 5
ply circuit.
5. TP SENSOR (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
circuit at the TP Sensor harness connector.

cuit.
No >> Go To 6

With the scan tool, monitor the TP Sensor voltage.
cuit and the (K900) Sensor ground circuit.
Did the TP Sensor voltage change from approximately 4.9 volts

to below 0.5 of a volt with the jumper
No >> Go To 7
7. RESISTANCE IN THE (K22) TP SENSOR SIGNAL CIRCUIT
from the TP Sensor harness connector to the PCM harness connector.

Yes >> Go To 8

No.1 Signal circuit at the TP Sensor harness connector.

Signal circuit.
No >> Go To 9
9. RESISTANCE IN (K900) SENSOR GROUND CIRCUIT
TP Sensor harness connector to the PCM harness connector.

Yes >> Go To 16
ground circuit.


Yes >> Go To 11
ply circuit.
11. MAP (F855) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
circuit at the MAP Sensor harness connector.

Yes >> Go To 12
cuit.
12. MAP SENSOR

With the scan tool, monitor the MAP Sensor voltage.
Connect a jumper wire between the (K1) MAP Sensor Signal circuit
and the (K900) Sensor ground circuit.
Did the voltage change from approximately 4.9 volts to below

0.5 of a volt with the jumper wire inst
No >> Go To 13
13. EXCESSIVE RESISTANCE IN THE (K1) MAP SENSOR SIGNAL CIRCUIT
Measure the resistance of the (K1) MAP Sensor Signal circuit from the

Yes >> Go To 14
No >> Repair the excessive resistance in the (K1) MAP Sensor
Signal circuit.
14. SHORT TO GROUND IN THE (K1) MAP SENSOR SIGNAL CIRCUIT

Measure the resistance between ground and the (K1) MAP Sensor
Signal circuit at the MAP Sensor harness connector.

Yes >> Go To 15
No >> Repair the short to ground in the (K1) MAP Sensor Signal
circuit.
15. RESISTANCE IN MAP (K900) SENSOR GROUND CIRCUIT

Yes >> Go To 16
ground circuit.
16. PCM
Ground circuits.

Repair
P0122-THROTTLE POSITION SENSOR #1 VOLTAGE TOO LOW

P0122-THROTTLE POSITION SENSOR #1 VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
• Set Condition:
Throttle Position Sensor voltage at the PCM is less than 0.1 of a volt for 1.3 seconds.
Possible Causes

(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
PCM
Diagnostic Test
1. THROTTLE POSITION SENSOR VOLTAGE BELOW 0.098 OF A VOLT


Yes >> Go To 2
No >> Go To 9


Yes >> Go To 3
No >> Go To 6
With the a scan tool, monitor the TP Sensor voltage with the Sensor harness connector disconnected.

No >> Go To 4

Measure the resistance between ground and the (K22) TP Sensor Sig-
nal circuit in the TP Sensor harness connector.

Yes >> Repair the short to ground in the (K22) TP Sensor Signal
circuit.
No >> Go To 5
5. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K22) TP Sensor Signal circuit
and the (K900) Sensor ground circuit in the TP Sensor harness con-
nector.

the (K22) TP Sensor Signal circuit.
No >> Go To 8
Sensor harness connector to the appropriate terminal of the PCM.

Yes >> Go To 7

circuit in the TP Sensor harness connector.

cuit.
No >> Go To 8
8. PCM
Ground circuits.


P0123-THROTTLE POSITION SENSOR #1 VOLTAGE TOO HIGH

P0123-THROTTLE POSITION SENSOR #1 VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
• Set Condition:
Throttle Position Sensor voltage at the PCM is greater than 4.50 volts for 3.2 seconds.
Possible Causes
(K22) TP SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K22) TP SENSOR SIGNAL CIRCUIT OPEN
(K22) TP SENSOR SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
PCM
Diagnostic Test
1. TP SENSOR VOLTAGE ABOVE 4.5 VOLTS

Start the engine.

Yes >> Go To 2
No >> Go To 8
Connect a jumper wire between the (K22) TP Sensor Signal circuit
and the (K900) Sensor ground circuit in the Sensor harness connector.
No >> Go To 3
3. (K22) TP SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K22) TP Sensor Signal circuit in the TP

Signal circuit.
No >> Go To 4
Measure the resistance of the (K22) TP Sensor Signal circuit from the

Yes >> Go To 5
No >> Repair the open in the (K22) TP Sensor Signal circuit.
5. (K22) TP SENSOR SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (K22) TP Sensor Signal circuit
and the (F855) 5-volt Supply circuit in the TP Sensor harness connec-
tor.

and the (K22) TP Sensor Signal circuit.
No >> Go To 6

Yes >> Go To 7
7. PCM
Ground circuits.


P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL

For the Engine System circuit diagrams Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
Theory of Operation
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°C (15°F). Failure time depends on start-up coolant tempera-
ture and ambient temperature. (i.e. 2 minutes for a start temp of -10°C (15°F) or up to 10 minutes for a vehicle
with a start-up temp of -28°C (5°F). Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
LOW COOLANT LEVEL

THERMOSTAT
ECT SENSOR
Diagnostic Test
1. CHECKING COOLANT LEVEL AND CONDITION

sion and damage.
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.

Yes >> Go To 2
No >> Inspect the vehicle for a coolant leak, make the appropriate repairs, and add the correct amount of
coolant.
reached.
Start the Engine.
thermometer.
ing) and the scan tool Eng Coolant Tmp Deg values should stay relatively close to each other.

Yes >> Go To 3

reached.
Start the Engine.
thermometer.
ing) 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?
P0131-O2 SENSOR 1/1 CIRCUIT VOLTAGE TOO LOW

P0131-O2 SENSOR 1/1 CIRCUIT VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
At a cold start, engine coolant below 98°F, Ambient/Battery Sensor reading within 27°F, and Engine Coolant
Temperature above 170°F on the previous key off.
• Set Condition:
The Oxygen Sensor signal voltage is below 0.156 of a volt for 28 seconds after starting engine.
Possible Causes

(K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
O2 SENSOR
PCM
Diagnostic Test
1. O2 SENSOR BELOW 0.16 OF A VOLT

Start the engine.
Allow the engine to idle for 4 to 5 minutes.
With the scan tool, read the O2 Sensor voltage.

Yes >> Go To 2
WARNING: 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 fan. Do no wear loose clothing.
Start the engine.
Is the O2 Sensor voltage above 0.16 of a volt?

No >> Go To 3
Signal circuit at the 1/1 O2 Sensor harness connector.

Yes >> Repair the short to ground in the (K41) O2 Sensor 1/1Sig-
nal circuit.
No >> Go To 4
4. (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO (K900) SENSOR GROUND CIRCUIT
cuit and the (K900) Sensor ground circuit at the 1/1 O2 Sensor har-
ness connector.

and the (K41) O2 Sensor 1/1 Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.

P0132-O2 SENSOR 1/1 CIRCUIT VOLTAGE TOO HIGH

P0132-O2 SENSOR 1/1 CIRCUIT VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
With battery voltage greater than 10.4 volts, engine running for more than 4 minutes and coolant temperature
above 180°F.
• Set Condition:
The oxygen sensor voltage is above 1.5 volts.
Possible Causes
(K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO VOLTAGE

(K99) O2 SENSOR 1/1 HEATER CONTROL CIRCUIT OPEN
(K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO THE (K343) ASD RELAY OUTPUT CIRCUIT
O2 SENSOR
PCM
Diagnostic Test

Start the engine.

Yes >> Go To 2
2. (K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
Sensor 1/1 Signal circuit at the 1/1 O2 Sensor harness connector.

Yes >> Repair the short to voltage in the (K41) O2 Sensor 1/1
Signal circuit.
No >> Go To 3
3. (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT OPEN

Measure the resistance of the (K41) O2 Sensor 1/1 Signal circuit from
the O2 Sensor harness connector to the C1 PCM harness connector.

Yes >> Go To 4
No >> Repair the open in the (K41) O2 Sensor 1/1 Signal circuit.
4. (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO THE (K343) ASD RELAY OUTPUT CIRCUIT
cuit and the (K343) ASD Relay Output circuit at the O2 Sensor har-
ness connector.

Yes >> Repair the short between the O2 Sensor Signal circuit and
the (K343) ASD Relay Output circuit.
No >> Go To 5

O2 Sensor harness connector to the C1 PCM harness connector.

Yes >> Go To 6
With the scan tool actuate the O2 Heater Test.
Relay Output circuit.

Yes >> Go To 7

Measure the resistance of the (K99) O2 Sensor 1/1 Heater Control cir-
cuit from the O2 Sensor harness connector to the PCM harness con-
nector.

Yes >> Go To 8
trol Circuit (PWM) circuit.
8. PCM
Ground circuits.


• When Monitored:
With ECT greater than 147°F, after reaching a vehicle speed of 10 mph, and the throttle remaining open (off
idle) for 2 minutes, bring the vehicle to a stop and allow the engine to idle with the transmission in DRIVE.
• Set Condition:
The oxygen sensor signal voltage is switching from below 0.27 of a volt to above 0.62 of a volt and back fewer
times than required.
Possible Causes
EXHAUST LEAK
(K900) SENSOR GROUND CIRCUIT
O2 SENSOR
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
No >> Refer to the INTERMITTENT CONDITION Symptom. (Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING)
2. EXHAUST LEAK
Start the engine.

No >> Go To 3
3. (K41) O2 1/1 SIGNAL CIRCUIT VOLTAGE DROP
While backprobing, measure the voltage of the (K41) O2 Sensor 1/1 Signal circuit between the 1/1 O2 Sensor har-
ness connector and PCM harness connector.
NOTE: Make sure the voltmeter leads meet the terminals in the connector and that there is good terminal to
wire connection and are connected for positive polarity.
Start the engine.

Yes >> Go To 4
No >> Repair the excessive resistance in the (K41) O2 Sensor 1/1 Signal circuit.
4. (K900) SENSOR GROUND CIRCUIT VOLTAGE DROP

While backprobing, measure the voltage of the (K900) Sensor ground circuit between the 1/1 O2 Sensor harness
connector and PCM harness connector.
wire connection.
NOTE: Make sure the voltmeter leads are connected for positive polarity
Start the engine.

Yes >> Go To 5
No >> Repair the excessive resistance in the (K900) Sensor ground circuit.
5. O2 SENSOR

Repair

• When Monitored:
With battery voltage greater than 9 volts, at a cold start, ECT less than 147°F, battery temperature sensor
equal to or less than 27°F, and engine at idle for at least 12 seconds.
• Set Condition:
O2 sensor voltage greater than 3 volts for 30 to 90 seconds.
Possible Causes

(K343) O2 FUSED ASD RELAY OUTPUT CIRCUIT OPEN
(K343) O2 FUSED ASD RELAY OUTPUT CIRCUIT SHORTED TO GROUND
O2 SENSOR
PCM
Diagnostic Test


Yes >> Go To 2
AND TESTING)

Measure the resistance of the O2 Heater Element across the 1/1 O2 Sensor connector between the (K99) O2
Heater Control terminal and the (K343) Fused ASD relay output terminal.
Yes >> Go To 3
the O2 harness connector to the PCM harness connector.
Is the resistance below 5 ohmS?

Yes >> Go To 4
4. (K343) O2 1/1 FUSED ASD RELAY OUTPUT CIRCUIT OPEN

Measure the resistance of the (K343) O2 1/1 Fused ASD Relay Output circuit, from the relay terminal to the O2

Yes >> Go To 5
No >> Repair the excessive resistance in the (K343) O2 1/1 Fused ASD relay output circuit.
5. (K343) O2 1/1 FUSED ASD RELAY OUTPUT CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K343) O2 1/1 Fused ASD Relay Output circuit in the O2 Sensor
harness connector.

Yes >> Repair the short to ground in the (K343) O2 1/1 Fused ASD Relay Output circuit.
No >> Go To 6
6. PCM
Ground circuits.

P0136-O2 SENSOR 1/2 HEATER CIRCUIT MALFUNCTION

P0136-O2 SENSOR 1/2 HEATER CIRCUIT MALFUNCTION (CONTINUED)
• When Monitored:
Ignition ON, with battery voltage greater than 10.4 volts.
• Set Condition:
The state of the PCM relay control circuit, between the PCM and relay coil, does not match the desired state.
Possible Causes
O2 SENSOR HEATER RELAY

(K127) O2 HEATER RELAY CONTROL CIRCUIT OPEN
(K127) O2 HEATER RELAY CONTROL CIRCUIT SHORTED TO GROUND
O2 SENSOR
PCM

With the Scan Tool, read DTCs and record the related Freeze Frame data.

Yes >> Go To 2
No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. (Refer to 9 - ENGINE - STANDARD
PROCEDURE)
2. O2 SENSOR HEATER RELAY

Remove the Heater Relay from the PDC.
Measurement is taken at the Heater Relay component.
Measure the resistance of the O2 Sensor Heater Relay Coil.

Yes >> Replace the O2 Sensor Heater Relay.
No >> Go To 3
3. (K344) FUSED ASD RELAY OUTPUT CIRCUIT
With the Scan Tool, actuate the ASD Relay.
Using a 12-volt test light connected to ground, probe the (K344) Fused ASD Relay Output circuit of the O2 Heater
Relay in the PDC.
Does the test light illuminate brightly when the relay actuates?
Yes >> Go To 4
No >> Repair the open or short to ground in the ASD Relay Output circuit. Inspect the related fuse and repair
as necessary.
4. (K127) O2 HEATER RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (K127) O2 Heater Relay Control circuit from the PDC (Heater Relay) connector to the
PCM harness connector.

Yes >> Go To 5
No >> Repair the open in the (K127) O2 Heater Relay Control circuit.
5. (K127) O2 HEATER RELAY CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K127) O2 Heater Relay Control circuit at the PDC connector.

Yes >> Repair the short to ground in the (K127) O2 Sensor Heater Relay Control circuit.
No >> Go To 6
NOTE: Allow the O2 Sensor to cool to room temperature.
Measure the resistance across the O2 Sensor Heater element component side.
NOTE: The resistance value will increase with warmer temperatures.
Is the resistance between 4.0 and 5.0 ohms at 70° F (21.1°C)?

Yes >> Go To 7
7. PCM
Ground circuits.
If there are not possible causes remaining, view repair.

Repair

• When Monitored:
• Set Condition:
Possible Causes
(K141) O2 SENSOR 1/2 SIGNAL CIRCUIT SHORTED TO GROUND

(K141) O2 SENSOR 1/2 SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
(K141) O2 SENSOR 2/1 SIGNAL SHORTED TO THE (Z1) HEATER GROUND CIRCUIT
O2 SENSOR
PCM
Diagnostic Test

Start the engine.

Yes >> Go To 2
near the pulleys, belts, or fan. Do not wear loose clothing.
Start the engine.

No >> Go To 3
1/2 Signal circuit at the 1/2 O2 Sensor harness connector.

Signal circuit.
No >> Go To 4
cuit and the (K900) Sensor ground circuit at the O2 Sensor harness
connector.

No >> Go To 5
5. (K141) O2 SENSOR 1/2 SIGNAL CIRCUIT SHORTED TO (Z1) HEATER GROUND CIRCUIT
cuit and the (Z1) O2 Sensor Heater ground circuit if it applies to the

Yes >> Repair the short between the (K141) O2 Sensor 1/2 Signal
circuit and the (Z1) Heater ground circuit.
No >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
above 180°F.
• Set Condition:
Possible Causes
(K141) O2 SENSOR 1/2 SIGNAL SHORTED TO VOLTAGE

(K141) O2 SENSOR 1/2 SIGNAL CIRCUIT OPEN
(K141) O2 SENSOR 1/2 SIGNAL CIRCUIT SHORTED TO THE (K344) O2 HEATER RELALY OUPUT CIRCUIT
(Z1) O2 SENSOR HEATER GROUND CIRCUIT OPEN
O2 SENSOR
PCM
Diagnostic Test

Start the engine.

Yes >> Go To 2
WARNING: When the engine is operatind, do not stand in a direct line with the fan. Do not put your hands
Start the engine.
Is the O2 Sensor voltage below 1.5 volts?

No >> Go To 3
3. (K141) O2 SENSOR 1/2 SIGNAL CIRCUIT SHORTED TO VOLTAGE

Signal circuit.
No >> Go To 4

Measure the resistance of the (K141) O2 Sensor 1/2 Signal circuit
from the 1/2 O2 Sensor harness connector to the PCM harness con-
nector.

Yes >> Go To 5
No >> Repair the open in the (K141) O2 Sensor 1/2 Signal cir-
cuit.
5. (K141) O2 SENSOR 1/2 SIGNAL CIRCUIT SHORTED TO THE (K344) O2 HEATER RELAY OUTPUT CIRCU
IT
cuit and the (K344) O2 Heater Relay Output circuit at the O2 Sensor
harness connector.

circuit and the (K344) O2 Heater Relay Output circuit.
No >> Go To 6

1/2 O2 Sensor harness connector to the PCM harness connector.

Yes >> Go To 7
7. (K344) O2 SENSOR HEATER RELAY OUTPUT CIRCUIT OPEN
Measure the voltage on the (K344) O2 Sensor Heater Relay Output
circuit.

No >> Repair the open in the (K344) O2 Sensor Heater Relay
Output circuit.
Yes >> Go To 8

Measure the resistance between ground and the (Z1) O2 Sensor
Heater ground circuit from the 1/2 O2 Sensor harness connector.

Yes >> Go To 9
No >> Repair the open in the (Z1) O2 Sensor Heater ground cir-
cuit.
9. PCM
Ground circuits.


Theory of Operation
• When Monitored:
Start engine. Allow engine to idle. For 1st part of test, if limits are exceeded, test passes. If not, 2nd part of
test runs. amb/batt temp >44°F, Baro >22.139 H2O, battery >10.5 volts, MAP >11.79 & <18.159 H2O, RPM
>1350 & <2200 and vss >50 and <65.
• Set Condition:
Possible Causes
EXHAUST LEAK
O2 SENSOR
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
No >> Refer to the INTERMITTENT CONDITION Symptom. (Refer to 9 - ENGINE - STANDARD PROCE-
DURE)
2. EXHAUST LEAK
Start the engine.

No >> Go To 3
With a voltmeter, back probe the (K141) O2 Sensor Signal circuit at the 1/2 O2 Sensor harness connector and the
Start the engine.

Yes >> Go To 4

With a voltmeter, back probe the (K900) Sensor ground circuit at the 1/2 O2 Sensor harness connector and PCM
harness connector.
wire connection.
Start the engine.

Yes >> Go To 5
5. O2 SENSOR

Repair

Theory of Operation
• When Monitored:
With battery voltage greater than 10.5 volts, at a cold start, ECT less than 147°F, battery temperature sensor
• Set Condition:
Possible Causes
(K344) O2 SENSOR HEATER RELAY OUTPUT CIRCUIT OPEN

(K344) O2 SENSOR HEATER RELAY OUTPUT CIRCUIT SHORTED TO GROUND
(Z1) HEATER GROUND CIRCUIT OPEN
O2 SENSOR
PCM
Diagnostic Test

NOTE: Wait a minimum of 8 minutes to allow the O2 Sensor to cool down before continuing the test.
With the scan tool, monitor O2 Sensor voltage for at least 2 minutes.
Does the voltage stabilize between 0.1 and 0.3 of a volt during the Heater test?
No >> Go To 2

Yes >> Go To 3
3. (K344) O2 SENSOR HEATER RELAY OUTPUT CIRCUIT

Ignition on, engine not running and the O2 Sensor still disconnected.
Heater Relay Output circuit at the O2 Sensor harness connector.

Yes >> Go To 4
No >> Repair the open or short to ground in the (K344) O2
Heater Relay Output circuit.

Remove the O2 Heater Relay.
Measure the resistance of the (K127) O2 Heater Relay Control circuit from the O2 Heater Relay to the PCM har-
ness connector.

Yes >> Go To 5
No >> Repair the excessive resistance in the (K127) O2 Heater Relay Control circuit.
Relay Control circuit at the PCM harness connector.

Yes >> Repair the short to ground in the (K127) O2 Heater Relay
Control circuit.
No >> Go To 6
6. (Z1) HEATER GROUND CIRCUIT OPEN

Using a 12-volt test light connected to 12-volts, probe the (Z1) O2
Heater Ground circuit at the O2 Sensor harness connector.

Yes >> Go To 7
cuit.
7. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

(K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
O2 SENSOR
PCM
Diagnostic Test

Start the engine.

Yes >> Go To 2
near the pulleys, belts, or fan. Do no wear loose clothing.
Start the engine.

No >> Go To 3
Signal circuit at the 2/1 O2 Sensor harness connector.

Yes >> Repair the short to ground in the (K43) O2 Sensor 2/1Sig-
nal circuit.
No >> Go To 4
cuit and the (K900) Sensor ground circuit at the 2/1 O2 Sensor har-
ness connector.

No >> Go To 5
5. PCM
Ground circuits.


For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS) (Refer to 9 - ENGINE -
• When Monitored:
above 180°F.
• Set Condition:
Possible Causes
(K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO VOLTAGE

(K199) O2 SENSOR 2/1 HEATER CONTROL CIRCUIT OPEN
(K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO THE (K343) ASD RELAY OUTPUT CIRCUIT
O2 SENSOR
PCM
Diagnostic Test

Start the engine.

Yes >> Go To 2
2. (K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO VOLTAGE

Signal circuit.
No >> Go To 3

the O2 Sensor harness connector to the C1 PCM harness connector.

Yes >> Go To 4
4. (K43) O2 2/1 SENSOR SIGNAL CIRCUIT SHORTED TO THE (K343) ASD RELAY OUTPUT CIRCUIT
cuit and the (K343) ASD Relay Output circuit at the O2 Sensor har-
ness connector.

circuit and the (K343) ASD Relay Output circuit.
No >> Go To 5

O2 Sensor harness connector to the C1 PCM harness connector.

Yes >> Go To 6
Relay Output circuit.

Yes >> Go To 7

circuit from the O2 Sensor harness connector to the PCM harness
connector.

Yes >> Go To 8
trol Circuit (PWM) circuit.
8. PCM
Ground circuits.


• When Monitored:
With ECT greater than 147°F, after reaching a vehicle speed of 10 mph, and the throttle remaining open (off
idle) for 2 minutes, bring the vehicle to a stop and allow the engine to idle with the transmission in DRIVE.
• Set Condition:
Possible Causes
EXHAUST LEAK
O2 SENSOR
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. (Refer to 9 - ENGINE - STANDARD
PROCEDURE)
2. EXHAUST LEAK
Start the engine.

No >> Go To 3
While backprobing, measure the voltage of the (K43) O2 Sensor 2/1 Signal circuit between the 2/1 O2 Sensor har-
ness connector and PCM harness connector.
Start the engine.

Yes >> Go To 4

While backprobing, measure the voltage of the (K900) Sensor ground circuit between the O2 Sensor harness con-
nector and PCM harness connector.
wire connection.
Start the engine.

Yes >> Go To 5
5. O2 SENSOR

Repair

• When Monitored:
• Set Condition:
Possible Causes

(K343) O2 FUSED ASD RELAY OUTPUT CIRCUIT OPEN
(K343) O2 FUSED ASD RELAY OUTPUT CIRCUIT SHORTED TO GROUND
O2 SENSOR
PCM
Diagnostic Test


Yes >> Go To 2
ING)

Measure the resistance of the O2 Heater Element across the 2/1 O2 Sensor connector between the (K199) O2
Heater Control terminal and the (K343) Fused ASD relay output terminal.
Yes >> Go To 3
from the O2 harness connector to the PCM harness connector.
Is the resistance below 5 ohmS?

Yes >> Go To 4
4. (K343) O2 2/1 FUSED ASD RELAY OUTPUT CIRCUIT OPEN

Measure the resistance of the (K343) O2 2/1 Fused ASD Relay Output circuit, from the relay terminal to the O2

Yes >> Go To 5
No >> Repair the excessive resistance in the (K343) O2 2/1 Fused ASD relay output circuit.
5. (K343) O2 2/1 FUSED ASD RELAY OUTPUT CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K343) O2 2/1 Fused
ASD Relay Output circuit in the O2 Sensor harness connector.

Yes >> Repair the short to ground in the (K343) O2 2/1 Fused
ASD Relay Output circuit.
No >> Go To 6
6. PCM
Ground circuits.

P0157-O2 SENSOR 2/2 CIRCUIT VOLTAGE TOO LOW

• When Monitored:
• Set Condition:
Possible Causes

(K243) O2 SENSOR 2/2 SIGNAL CIRCUIT SHORTED TO (K900) SENSOR GROUND CIRCUIT
(K243) O2 SENSOR 2/2 SIGNAL SHORTED TO THE (Z1) HEATER GROUND CIRCUIT
O2 SENSOR
PCM
Diagnostic Test

Start the engine.

Yes >> Go To 2
Start the engine.

No >> Go To 3
2/2 Signal circuit at the 2/2 O2 Sensor harness connector.

Signal circuit.
No >> Go To 4
cuit and the (K900) Sensor ground circuit at the O2 Sensor harness
connector.

No >> Go To 5
5. (K243) O2 SENSOR 2/2 SIGNAL CIRCUIT SHORTED TO (Z1) HEATER GROUND CIRCUIT
cuit and the (Z1) O2 Sensor Heater ground circuit if it applies to the

circuit and the (Z1) Heater ground circuit.
No >> Go To 6
6. PCM
Ground circuits.

P0158-O2 SENSOR 2/2 CIRCUIT VOLTAGE TOO HIGH

• When Monitored:
above 180°F.
• Set Condition:
Possible Causes
(K243) O2 SENSOR 2/2 SIGNAL SHORTED TO VOLTAGE

(K243) O2 SENSOR 2/2 SIGNAL CIRCUIT SHORTED TO THE (K344) O2 HEATER RELALY OUPUT CIRCUIT
(Z1) O2 SENSOR HEATER GROUND CIRCUIT OPEN
O2 SENSOR
PCM
Diagnostic Test

Start the engine.

Yes >> Go To 2
WARNING: When the engine is operatind, do not stand in a direct line with the fan. Do not put your hands
Start the engine.
Is the O2 Sensor voltage below 1.5 volts?

No >> Go To 3

Signal circuit.
No >> Go To 4

Measure the resistance of the (K243) O2 Sensor 2/2 Signal circuit
from the 2/2 O2 Sensor harness connector to the PCM harness con-
nector.

Yes >> Go To 5
No >> Repair the open in the (K243) O2 Sensor 2/2 Signal cir-
cuit.
5. (K243) O2 SENSOR 2/2 SIGNAL CIRCUIT SHORTED TO THE (K344) O2 HEATER RELAY OUTPUT CIRCU
IT
cuit and the (K344) O2 Heater Relay Output circuit at the O2 Sensor
harness connector.

circuit and the (K344) O2 Heater Relay Output circuit.
No >> Go To 6

2/2 O2 Sensor harness connector to the PCM harness connector.

Yes >> Go To 7
7. (K344) O2 SENSOR HEATER RELAY OUTPUT CIRCUIT OPEN
Measure the voltage on the (K344) O2 Sensor Heater Relay Output
circuit.

No >> Repair the open in the (K344) O2 Sensor Heater Relay
Output circuit.
Yes >> Go To 8

Measure the resistance between ground and the (Z1) O2 Sensor
Heater ground circuit from the 2/2 O2 Sensor harness connector.

Yes >> Go To 9
cuit.
9. PCM
Ground circuits.


• When Monitored:
Start engine. Allow engine to idle. For 1st part of test, if limits are exceeded, test passes. If not, 2nd part of
test runs. amb/batt temp >44°F, Baro >22.139 H2O, battery >10.5 volts, MAP >11.79 & <18.159 H2O, RPM
>1350 & <2200 and vss >50 and <65.
• Set Condition:
Possible Causes
EXHAUST LEAK
O2 SENSOR
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
No >> Refer to the INTERMITTENT CONDITION Symptom. (Refer to 9 - ENGINE - STANDARD PROCE-
DURE)
2. EXHAUST LEAK
Start the engine.

No >> Go To 3
With a voltmeter, back probe the (K243) O2 Sensor Signal circuit at the 2/2 O2 Sensor harness connector and the
Start the engine.

Yes >> Go To 4

With a voltmeter, back probe the (K900) Sensor ground circuit at the 2/2 O2 Sensor harness connector and PCM
harness connector.
wire connection.
Start the engine.

Yes >> Go To 5
5. O2 SENSOR

Repair

• When Monitored:
• Set Condition:
Possible Causes
(K344) O2 SENSOR HEATER RELAY OUTPUT CIRCUIT OPEN

(K344) O2 SENSOR HEATER RELAY OUTPUT CIRCUIT SHORTED TO GROUND
(Z1) HEATER GROUND CIRCUIT OPEN
O2 SENSOR
PCM
Diagnostic Test

Does the voltage stabilize between 0.1 and 0.3 of a volt during the Heater test?
No >> Go To 2


Yes >> Go To 3
3. (K344) O2 SENSOR HEATER RELAY OUTPUT CIRCUIT
Ignition on, engine not running and the O2 Sensor still disconnected.
Heater Relay Output circuit at the O2 Sensor harness connector.

Yes >> Go To 4
No >> Repair the open or short to ground in the (K344) O2
Heater Relay Output circuit.

Remove the O2 Heater Relay.
Measure the resistance of the (K127) O2 Heater Relay Control circuit from the O2 Heater Relay to the PCM har-
ness connector.

Yes >> Go To 5
No >> Repair the excessive resistance in the (K127) O2 Heater Relay Control circuit.

Relay Control circuit at the PCM harness connector.

Yes >> Repair the short to ground in the (K127) O2 Heater Relay
Control circuit.
No >> Go To 6
6. (Z1) HEATER GROUND CIRCUIT OPEN
Using a 12-volt test light connected to 12-volts, probe the (Z1) O2
Heater Ground circuit at the O2 Sensor harness connector.

Yes >> Go To 7
cuit.
7. PCM
Ground circuits.


Theory of Operation
• When Monitored:
below 8500 ft.
• Set Condition:
trips to turn off the MIL
Possible Causes
FUEL PRESSURE OUT OF SPECS

FUEL PUMP MODULE
O2 SENSOR
O2 SENSOR 1/1 HEATER OPERATION
TP SENSOR
MAP SENSOR
ECT SENSOR
ENGINE MECHANICAL CONDITION
FUEL FILTER/PRESSURE REGULATOR
PCM
Diagnostic Test

NOTE: Check for contaminates that may have damaged the O2 Sensor: contaminated fuel, unapproved sil-

Yes >> Go To 2
Install a fuel pressure gauge.

Below Specification
Go To 3
Go To 6
Above Specification

Install special 5/16 fuel line adapter tool #6539 or #6631 for 3/8 fuel line adapter, between the disconnected fuel line
and the fuel pump module.
Attach a fuel pressure test gauge to the T fitting on tool #6539 or #6631.

No >> Go To 4


No >> Go To 5
5. FUEL PUMP MODULE

Repair
NOTE: Wait a minimum of 10 minutes to allow the O2 Sensor and Exhaust System to cool down before
continuing the test.
With the scan tool, monitor all of the O2 Sensor voltage readings.

Yes >> Go To 7
No >> Go To 13

With the scan tool, actuate the 1/1 O2 Heater Test.
With the scan tool, monitor all O2 Sensor voltage readings for at least 2 minutes.
Does the voltage stay above 4.5 volts for any of the O2 Sensors?
Yes >> Replace the O2 Sensor that had the voltage reading above 4.5 volts.
No >> Go To 8
8. TP SENSOR VOLTAGE GREATER THAN 0.92 OF A VOLT WITH THROTTLE CLOSED

With the scan tool, read TP Sensor voltage.
NOTE: The throttle must be against the stop.
Is the voltage 0.92 of a volt or less with the Throttle closed?

Yes >> Go To 9
No >> Check for a binding throttle condition. If OK, replace the Throttle Position Sensor.
9. TP SENSOR SWEEP
While monitoring the scan tool, slowly open and close the throttle.
Does the voltage increase and decrease smoothly?

Yes >> Go To 10

Start the engine.
With the scan tool in Sensors, read the MAP Sensor vacuum value.
Is the scan toolreading within 1( of the Vacuum Gauge reading?

Yes >> Go To 11

reached.
Start the Engine.
(180°F).
Did the Engine Coolant Temperature increase smoothly and did it reach at least 82°C (180°F)?
Yes >> Go To 12
12. ENGINE MECHANICAL PROBLEM

13. O2 SENSOR
Disconnect the harness connector(s) of the O2 Sensor(s) that had a voltage reading below 4.5 volts in the previous
step.
With the scan tool, monitor the O2 Sensor voltage reading(s).
Is the voltage above 4.5 volts for any of the O2 Sensors?

Yes >> Replace the O2 Sensor that had a voltage reading above 4.5 volts.
No >> Go To 14
Signal circuit at the PCM harness connector.

nal circuit.
No >> Go To 15
15. PCM
Ground circuits.

Repair

Theory of Operation
• When Monitored:
below 8500 ft.
• Set Condition:
Possible Causes
O2 SENSOR
(K41) O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
1/1 O2 SENSOR HEATER OPERATION
EVAP SYSTEM OPERATION
TP SENSOR VOLTAGE GREATER THAN 0.92 OF A VOLT WITH THROTTLE CLOSED
TP SENSOR
MAP SENSOR
ECT SENSOR
PCM
Diagnostic Test

NOTE: Any O2 Sensor, TPS, ECT, MAP, or EVAP DTCs must be repaired before continuing.

Yes >> Go To 2

Go To 3
Above Specification
Is the voltage above 4.5 volts for all of the O2 Sensors?

Yes >> Go To 4
No >> Go To 11

the O2 Sensor voltage to stabilize between 4 and 5 volts.

No >> Go To 5
5. EVAP SYSTEM OPERATION
NOTE: The engine must be at operating temperature and in closed loop to perform this test.
Start the engine.
With the scan tool select System Tests, perform the Purge Vapors Test.
Observe the Short Term Adaptive value and press 3 to flow.
NOTE: Short Term Adaptive value change.
Did the Short Term Adaptive value change?

Yes >> Go To 6
No >> Refer to the Driveability category and perform the appropriate Diagnostic test.


Yes >> Go To 7
7. TP SENSOR SWEEP

Yes >> Go To 8
Start the engine.

Yes >> Go To 9

reached.
Start the Engine.
(180°F).
Did the Engine Coolant Temperature value increase smoothly and reach at least 82°C?
Yes >> Go To 10

11. O2 SENSOR
Disconnect the sensor harness connector of the O2 Sensor(s) that had a voltage value greater than 4.5 volts in the
previous step.

No >> Go To 12
the PCM harness connector to the O2 Sensor harness connector.

Yes >> Go To 13

Leave the O2 Sensor and PCM harness connectors disconnected.
Measure the voltage on the (K41) O2 Sensor 1/1 Signal circuit at the

Yes >> Repair the short to voltage in the O2 Sensor Signal circuit.
No >> Go To 14
14. PCM
Ground circuits.

Repair

Theory of Operation
• When Monitored:
below 8500 ft.
• Set Condition:
Possible Causes
FUEL PRESSURE OUT OF SPECS

FUEL PUMP MODULE
O2 SENSOR
O2 SENSOR 2/1 HEATER OPERATION
TP SENSOR
MAP SENSOR
ECT SENSOR
PCM
Diagnostic Test


Yes >> Go To 2

Below Specification
Go To 3
Go To 6
Above Specification

Install special 5/16 fuel line adapter tool #6539 or #6631 for 3/8 fuel line adapter, between the disconnected fuel line
and the fuel pump module.
Attach a fuel pressure test gauge to the T fitting on tool #6539 or #6631.

No >> Go To 4


No >> Go To 5
5. FUEL PUMP MODULE

Repair
NOTE: Wait a minimum of 10 minutes to allow the O2 Sensor and Exhaust System to cool down before
continuing the test.

Yes >> Go To 7
No >> Go To 13

With the scan tool, actuate the 1/1 O2 Heater Test.
With the scan tool, monitor all O2 Sensor voltage readings for at least 2 minutes.
Does the voltage stay above 4.5 volts for any of the O2 Sensors?
No >> Go To 8


Yes >> Go To 9
9. TP SENSOR SWEEP

Yes >> Go To 10

Start the engine.
Is the scan toolreading within 1( of the Vacuum Gauge reading?

Yes >> Go To 11

reached.
Start the Engine.
(180°F).
Did the Engine Coolant Temperature increase smoothly and did it reach at least 82°C (180°F)?
Yes >> Go To 12

13. O2 SENSOR
Disconnect the harness connector(s) of the O2 Sensor(s) that had a voltage reading below 4.5 volts in the previous
step.
Is the voltage above 4.5 volts for any of the O2 Sensors?

Yes >> Replace the O2 Sensor that had a voltage reading above 4.5 volts.
No >> Go To 14

nal circuit.
No >> Go To 15
15. PCM
Ground circuits.

Repair

Theory of Operation
• When Monitored:
below 8500 ft.
• Set Condition:
Possible Causes
O2 SENSOR
(K43) O2 SENSOR 2/1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
2/1 O2 SENSOR HEATER OPERATION
EVAP SYSTEM OPERATION
TP SENSOR VOLTAGE GREATER THAN 0.92 OF A VOLT WITH THROTTLE CLOSED
TP SENSOR
MAP SENSOR
ECT SENSOR
PCM
Diagnostic Test

NOTE: Any O2 Sensor, TPS, ECT, MAP, or EVAP DTCs must be repaired before continuing.

Yes >> Go To 2

Go To 3
Above Specification
Is the voltage above 4.5 volts for all of the O2 Sensors?

Yes >> Go To 4
No >> Go To 11

the O2 Sensor voltage to stabilize between 4 and 5 volts.

No >> Go To 5
5. EVAP SYSTEM OPERATION
NOTE: The engine must be at operating temperature and in closed loop to perform this test.
Start the engine.
With the scan tool select System Tests, perform the Purge Vapors Test.
Observe the Short Term Adaptive value and press 3 to flow.
NOTE: Short Term Adaptive value change.
Did the Short Term Adaptive value change?

Yes >> Go To 6
No >> Refer to the Driveability category and perform the appropriate Diagnostic test.


Yes >> Go To 7
7. TP SENSOR SWEEP

Yes >> Go To 8
Start the engine.

Yes >> Go To 9

reached.
Start the Engine.
(180°F).
Did the Engine Coolant Temperature value increase smoothly and reach at least 82°C?
Yes >> Go To 10

11. O2 SENSOR
Disconnect the sensor harness connector of the O2 Sensor(s) that had a voltage value greater than 4.5 volts in the
previous step.

No >> Go To 12
the PCM harness connector to the O2 Sensor harness connector.

Yes >> Go To 13

Leave the O2 Sensor and PCM harness connectors disconnected.
Measure the voltage on the (K43) O2 Sensor 2/1 Signal circuit at the

Signal circuit.
No >> Go To 14
14. PCM
Ground circuits.

Repair
P0197-ENGINE OIL TEMPERATURE SENSOR VOLTAGE TOO LOW

P0197-ENGINE OIL TEMPERATURE SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
Ignition on.
• Set Condition:
When the PCM recognizes the engine oil temperature sensor signal goes below a specific value.
Possible Causes
ENGINE OIL TEMP SENSOR

(G127) ENGINE OIL TEMP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(G127) ENGINE OIL TEMP SENSOR CIRCUIT SHORTED TO THE (Z1) GROUND CIRCUIT
PCM
1. EOT VOLTAGE BELOW 1.0 VOLT

With the scan tool, read the Engine Oil Temp Sensor voltage.
Is the EOT Sensor voltage below 1.0 volt?

Yes >> Go To 2
2. ENGINE OIL TEMP SENSOR

Disconnect the Engine Oil Temp harness connector.
With the scan tool, read Engine Oil Temp voltage.

Yes >> Replace the Engine Oil Temp Sensor.
No >> Go To 3
P0197-ENGINE OIL TEMPERATURE SENSOR VOLTAGE TOO LOW (CONTINUED)
3. (G127) EOT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (G127) Engine Oil
Temp Sensor Signal circuit at the EOT Sensor harness connector.

Yes >> Repair the short to ground in the (G127) Engine Oil Temp
No >> Go To 4
4. (G127) EOT SENSOR SIGNAL CIRCUIT SHORTED TO (Z1) GROUND CIRCUIT

Measure the resistance between the (G127) Engine Oil Temp Sensor
Signal circuit and the (Z1) ground circuit at the EOT Sensor harness
connector.

Yes >> Repair the short between the (Z1) ground circuit and the
(G127) Engine Oil Temp Sensor Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.

Repair
P0198-ENGINE OIL TEMPERATURE SENSOR VOLTAGE TOO HIGH

P0198-ENGINE OIL TEMPERATURE SENSOR VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
Ignition on.
• Set Condition:
When the PCM recognizes the engine oil temperature sensor signal above a specific voltage.
Possible Causes
ENGINE OIL TEMP SENSOR

(G127) ENGINE OIL TEMP SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(G127) ENGINE OIL TEMP SENSOR SIGNAL CIRCUIT OPEN
PCM
1. ENGINE OIL TEMP VOLTAGE ABOVE 4.9 VOLTS

With the scan tool, read Engine Oil Temp Sensor voltage.

Yes >> Go To 2
2. ENGINE OIL TEMP SENSOR

Disconnect the Engine Oil Temp Sensor harness connector.
Connect a jumper wire between the (G127) Engine Oil Temp Sensor
Signal circuit and the (Z1) ground circuit in the EOT harness connec-
tor.
With the scan tool, read the Engine Oil Temp Sensor voltage.

Yes >> Replace the Engine Oil Temp Sensor.
No >> Go To 3
3. (G127) ENGINE OIL TEMP SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Measure the voltage on the (G127) Engine Oil Temp Sensor Signal
circuit at the EOT Sensor harness connector.

Yes >> Repair the short to voltage in the (G127) Engine Oil Temp
No >> Go To 4
4. (G127) ECT SENSOR SIGNAL CIRCUIT OPEN

Measure the resistance of the (G127) Engine Oil Temp Sensor Signal
circuit from the Sensor harness connector to the Engine Oil Tempera-
ture Guage.

Yes >> Go To 5
No >> Repair the open in the (G127) Engine Oil Temp Sensor
Signal circuit.
Measure the resistance between a known good ground and the (Z1)
ground circuit at the Sensor harness connector.

Yes >> Go To 6
No >> Repair the open in the (Z1) ground circuit.
6. PCM
Ground circuits.

Repair

• When Monitored:
With battery voltage greater than 10.4 volts, the auto shutdown relay energized, injector pulse width less than
10ms, and engine speed less than 3000 rpm.
• Set Condition:
This trouble code takes .64 to 10.0 seconds to set when no inductive kick is sensed .18ms after injector turn
off, and with no other injectors on.
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

Relay Output circuit in the Fuel Injector harness connector.

Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.1 circuit.
No >> Go To 6
the Fuel Injector harness connector to the PCM harness connector.

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

Using a 12-volt test light connected to ground, probe the (K342) ASD Relay Output circuit in the No.2 Fuel Injector
harness connector.

Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.2 circuit.
No >> Go To 6

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.3 circuit.
No >> Go To 6

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.4 circuit.
No >> Go To 6

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.5 circuit.
No >> Go To 6

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.6 circuit.
No >> Go To 6

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.7 circuit.
No >> Go To 6

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5


No.8 circuit.
No >> Go To 6

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2


Yes >> Go To 3
3. FUEL INJECTOR

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5

Measure the resistance between ground and the (K115) Injector Con-
trol No.9 circuit in the Injector harness connector.

No.9 circuit.
No >> Go To 6

Yes >> Go To 6
6. PCM
Ground circuits.


• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

Disconnect the NO.10 Fuel Injector harness connector.
Relay Output circuit in the NO.10 Fuel Injector harness connector.

Yes >> Go To 3
3. FUEL INJECTOR
tor Control NO.10 circuit.
With the scan tool, actuate the NO.10 Fuel Injector.

Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5

Measure the resistance between ground and the (K116) Injector Con-
trol NO.10 circuit in the Injector harness connector.

NO.10 circuit.
No >> Go To 6
Measure the resistance of the (K116) Injector Control NO.10 circuit
from the Fuel Injector harness connector to the PCM harness connec-
tor.

Yes >> Go To 6
No >> Repair the open in the (K116) Injector Control NO.10 cir-
cuit.
6. PCM
Ground circuits.


• When Monitored:
• 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

INJECTOR CONTROL CIRCUIT
COIL CONTROL CIRCUIT
IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

NOTE: Check for any TSB’s that apply to a Misfire condition. Review the vehicle repair history for any mis-
fire condition repairs that have been performed.
Star the engine.
Is there a misfire present?

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Disconnect the Ignition Coil harness connector of the misfiring cylinders.
Disconnect the Fuel Injector harness connector of the misfiring cylinders.
Using a 12-volt test light connected to ground, probe the (K342) ASD Relay Output circuit in the Ignition Coil har-
ness connector and Fuel Injector harness connector while the relay is actuating.

Yes >> Go To 4
Connect the Ignition Coil harness connectors.
Remove the Ignition Coils.

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.
Does the Spark Plug have any problems?

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8

Using the scan tool, actuate the Fuel Injector for the cylinder that indicated the misfire.

Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR

Disconnect the Fuel Injector harness connector of the misfiring cylinder.
Control circuit.
Using a 12-volt test light connected to 12-volts, probe the Injector Control circuit.

No >> Go To 11

diagnosis.
Check the Injector Control circuit for an open, short to ground, and short to voltage.

Yes >> Repair the excessive resistance or short in the Injector Control circuit.
No >> Go To 17

No >> Go To 13


Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL
Remove the Fuel Pump Relay or ASD Relay.
Using a 12-volt test light connected to 12-volts, probe the Ignition Coil Control circuit.
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°F (25°C).

No >> Go To 16

diagnosis.
Check the Coil Control circuit for an open, short to ground, and short to voltage.

No >> Go To 17
17. PCM
Ground circuits.

P0301-CYLINDER #1 MISFIRE
P0301-CYLINDER #1 MISFIRE (CONTINUED)
• When Monitored:
• Set Condition:
When more than a 1% misfire rate is measured during two trips, or with a 6% to 30% misfire rate during one
trip.
Possible Causes

(K11) INJECTOR CONTROL CIRCUIT
(K19) COIL CONTROL CIRCUIT
IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4

Connect the Ignition Coil harness connector.

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8

Using the scan tool, actuate the Fuel Injector.

Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11
11. (K11) INJECTOR CONTROL CIRCUIT
Check the (K11) Injector Control circuit for an open or short to ground.

tor Control circuit.
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Using a 12-volt test light connected to 12-volts, probe the (K19) Igni-
tion Coil Control No.1 circuit.
NOTE: The primary resistance of the 8.3L Ignition coil is 0.53 to
0.65 of an ohm at 77°F (25°C).

No >> Go To 16
16. (K19) IGNITION COIL CONTROL NO.1 CIRCUIT
Check the (K19) Ignition Coil Control No.1 circuit for an open or short
to ground.

Yes >> Repair the (K19) Ignition Coil Control No.1 circuit.
No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
trip.
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3


Yes >> Go To 4

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11

Yes >> Repair the excessive resistance or short in the Injector
Control circuit.
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Control circuit.
0.65 of an ohm at 77°F (25°C).

No >> Go To 16
Check the (K134) Coil Control circuit for an open or short to ground.

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
trip.
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11

Control circuit.
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Control circuit.
0.65 of an ohm at 77°F (25°C).

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
trip.
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11
Check the Injector Control circuit for an open, short to ground, and
short to voltage.

Control circuit.
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Control circuit.
0.65 of an ohm at 77°F (25°C).

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
trip.
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3


Yes >> Go To 4

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11

Control circuit.
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Control circuit.
0.65 of an ohm at 77°F (25°C).

No >> Go To 16
Check the (K17) Coil Control circuit for an open, short to ground, and
short to voltage.

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
trip.
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11

Control circuit.
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Using a 12-volt test light connected to 12-volts, probe the (K19) Igni-
tion Coil Control circuit.
0.65 of an ohm at 77°F (25°C).

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
trip.
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR

Using a 12-volt test light connected to 12-volts, probe the Injector Con-
trol circuit.

No >> Go To 11

Control circuit.
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Control circuit.
0.65 of an ohm at 77°F (25°C).

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
trip.
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11

Control circuit.
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Control circuit.
0.65 of an ohm at 77°F (25°C).

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
trip.
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3

Yes >> Go To 4


Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11
Check the (K115) Injector Control circuit for an open, short to ground,

Control circuit.
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Control circuit.
0.65 of an ohm at 77°F (25°C).

No >> Go To 16
Check the Coil Control circuit for an open or short to ground.

No >> Go To 17
17. PCM
Ground circuits.


• When Monitored:
• Set Condition:
trip.
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PCM
Diagnostic Test

Engine running.

Yes >> Go To 2
Control circuit.
- Vacuum leaks

No >> Go To 3


Yes >> Go To 4

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.

No >> Go To 6


Go To 7
Below Specification
Go To 12
Above Specification
engine.

No >> Go To 8


Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR


No >> Go To 11
Check the Injector Control circuit for an open or short to ground.

Control circuit.
No >> Go To 17


No >> Go To 13

Pump Module.
14. IGNITION WIRE


Yes >> Go To 15
15. IGNITION COIL

Control circuit.
0.65 of an ohm at 77°F (25°C).

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

P0320–NO CANK REFERENCE SIGNAL AT PCM

P0320–NO CANK REFERENCE SIGNAL AT PCM (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

(K24) CKP SIGNAL CIRCUIT SHORTED GROUND
PCM
Diagnostic Test
1. ACTIVE DTC
Crank the engine.

Yes >> Go To 2
No >> Go To 14

Yes >> Go To 3
No >> Go To 10
3. (K24) CKP SIGNAL CIRCUIT


Yes >> Go To 4
No >> Go To 7
CKP Sensor harness connector to the PCM harness connector.

Yes >> Go To 5
Measure the resistance between the (K24) CKP Signal circuit and the
(F855) 5-volt Supply circuit in the CKP Sensor harness connector.

Yes >> Repair the short between the (K24) CKP Signal circuit and
No >> Go To 6

NOTE: Inspect the slots on the flywheel for damage. If a problem is found repair as necessary.

Repair

circuit.
No >> Go To 8

Measure the resistance of the (K24) CKP Signal circuit from the CKP

Yes >> Go To 9
No >> Repair the open in the (K24) CKP Signal circuit.

Yes >> Repair the short to ground in the (K24) CKP Signal circuit.
No >> Go To 13


Supply circuit.
No >> Go To 11
CKP Sensor harness connector to the PCM harness connector.

Yes >> Go To 12

circuit in the CKP Sensor harness connector.

cuit.
No >> Go To 13
13. PCM
Ground circuits.

14. ERRATIC CKP SENSOR SIGNAL

ness connector.
Look for any pulses generated by the CKP Sensor.

Yes >> Inspect the related wire harness and replace the Crankshaft Position Sensor if no wiring problems were
found.
No >> Go To 15
harness connector.
Look for any pulses generated by the CMP Sensor.
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.
No >> Test complete, the conditions that set this DTC are not present at this time.

• When Monitored:
Engine running.
• Set Condition:
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 THE (K900) SENSOR GROUND CIRCUIT
KNOCK SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
Disconnect the Knock Sensor harness connector.
Measure the voltage on the (K42) Knock Sensor No.1 Signal circuit in
the Knock Sensor harness connector.

No >> Go To 3

from the Knock Sensor harness connector to the PCM harness con-
nector.

Yes >> Go To 4
circuit.
Knock Sensor harness connector to the PCM harness connector.

Yes >> Go To 5
5. (K42) KNOCK SENSOR NO.1 SIGNAL SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
circuit and the (K900) Sensor ground circuit in the Knock Sensor har-
ness connector.

Signal circuit and the (K900) Sensor ground circuit.
No >> Go To 6

No >> Go To 7
7. KNOCK SENSOR
Yes >>
tion.

• When Monitored:
Engine running
• Set Condition:
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 THE (K900) SENSOR GROUND CIRCUIT
KNOCK SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2
Disconnect the No.2 Knock Sensor harness connector.
Measure the voltage on the (K242) Knock Sensor No.2 Signal circuit
in the Knock Sensor harness connector.

No >> Go To 3

from the Knock Sensor harness connector to the PCM harness con-
nector.

Yes >> Go To 4
circuit.
Knock Sensor harness connector to the PCM harness connector.

Yes >> Go To 5
5. (K242) KNOCK SENSOR NO.2 SIGNAL SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
circuit and the (K900) Sensor ground circuit in the Knock Sensor har-
ness connector.

Signal circuit and the (K900) Sensor ground circuit.
No >> Go To 6

No >> Go To 7
7. KNOCK SENSOR
Yes >>
tion.
P0340-CAMSHAFT POSITION SENSOR CIRCUIT

• 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

(K44) CMP SIGNAL CIRCUIT SHORTED GROUND
(K44) CMP SIGNAL SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
PCM
Diagnostic Test
1. ACTIVE DTC
Crank the engine.
With a scan tool read the DTCs.

Yes >> Go To 2
No >> Go To 14
Disconnect the CMP Sensor harness connector.

Yes >> Go To 3
No >> Go To 10
3. (K44) CMP SIGNAL CIRCUIT


Yes >> Go To 4
No >> Go To 7
CMP Sensor harness connector to the PCM harness connector.

Yes >> Go To 5
5. (K44) CMP SIGNAL SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT

Measure the resistance between the (K44) CMP Signal circuit and the
(F855) 5-volt Supply circuit in the CMP Sensor harness connector.

Yes >> Repair the short between the (K44) CMP Signal circuit and
No >> Go To 6

NOTE: Inspect the Camshaft sprocket for damage per the Service Information. If a problem is found repair
as necessary.

Repair

nal circuit.
No >> Go To 8

Measure the resistance of the (K44) CMP Signal circuit from the CMP

Yes >> Go To 9
No >> Repair the open in the (K44) CMP Signal circuit.

Yes >> Repair the short to ground in the (K44) CMP Signal circuit
No >> Go To 10


Supply circuit.
No >> Go To 11
CMP Sensor harness connector and the PCM harness connector.

Yes >> Go To 12


cuit.
No >> Go To 13
13. PCM
Ground circuits.

With a lab scope probe and the Miller special tool #6801, back probe the (K44) CMP Signal circuit in the CMP
harness connector.
Wiggle the related wire harness and lightly tap the Camshaft Position Sensor.
Did the CMP Sensor generate any erratic pulses?

Yes >> Replace the Camshaft Position Sensor.
No >> Go To 15

ness connector.
Wiggle the related wire harness and lightly tap on the Crankshaft Position Sensor.

Yes >> Replace the Crankshaft Position Sensor.
No >> Test complete, the conditions that set this DTC are not present at this time
P0351-IGNITION COIL #1 PRIMARY CIRCUIT

P0351-IGNITION COIL #1 PRIMARY CIRCUIT (CONTINUED)
• When Monitored:
With battery voltage greater than 8 volts during engine cranking or greater than 12 volts with engine running,
engine rpm less than 2016, and none of the coils in dwell when checked.
• Set Condition:
Peak current is not achieved with battery based dwell plus 1.5 ms of diagnostic offset. It takes less than 3
seconds during cranking or up to 6 seconds while running to set.
Possible Causes

IGNITION COIL
(K19) IGNITION COIL CONTROL CIRCUIT OPEN
(K19) IIGNITION COIL CONTROL CIRCUIT SHORTED TO GROUND
PCM


Yes >> Go To 2
No >> Refer to the INTERMITTENT CONDTION Diagnostic Procedure.

Disconnect the Ignition coil harness connector.
Relay Output circuit at the coil harness connector.

Yes >> Go To 3
No >> Inspect the related fuse. Repair the excessive resistance
or short to ground in the (K343) ASD Relay Output circuit.
CAUTION: Stop All Actuations
3. IGNITION COIL RESISTANCE
The resistance of a 8.3L Primary Ignition coil is 0.53 to 0.65 of an
ohm.
Measure the resistance of the primary Ignition coil.
Is the resistance within the appropriate specification?

Yes >> Go To 4
No >> Replace the Ignition coil.
4. IGNITION COIL
(K19) IIgnition Coil Driver circuit.

engine?
Brightly blinking.
Replace the Ignition Coil.
ON constantly.
Go To 5
OFF constantly.
Go To 6
5. (K19) IGNITION COIL DRIVER CIRCUIT SHORTED TO GROUND
Measure the resistance between the (K19) Ignition Coil Control circuit
and ground.

Yes >> Repair the short to ground in the (K19) Ignition Coil Con-
trol circuit.
No >> Go To 7
6. (K19) COIL DRIVER CIRCUIT OPEN

Measure the resistance of the (K19) Ignition Coil Control circuit from
the Ignition Coil connector to the PCM connector.

Yes >> Go To 7
No >> Repair the open in the (K19) Ignition Coil Control circuit.
7. PCM
Ground circuits.

Repair

• When Monitored:
• Set Condition:
Possible Causes

IGNITION COIL
(K17) IGNITION COIL NO.2 CONTROL CIRCUIT OPEN
(K17) IGNITION COIL NO.2 CONTROL CIRCUIT SHORTED TO GROUND
PCM


Yes >> Go To 2


Yes >> Go To 3
ohm.

Yes >> Go To 4
4. IGNITION COIL
(K17) Ignition Coil No.2 Control circuit.

engine?
Brightly blinking.
ON constantly.
Go To 5
OFF constantly.
Go To 6
5. (K17) IGNITION COIL NO.2 CONTROL CIRCUIT SHORTED TO GROUND
Measure the resistance between the (K17) Ignition Coil No.2 Control
circuit and ground.

Yes >> Repair the short to ground in the (K17) Ignition Coil No.2
Control circuit.
No >> Go To 7
6. (K17) IGNITION COIL NO.2 CONTROL CIRCUIT OPEN

Measure the resistance of the (K17) Ignition Coil No.2 Control circuit
from the Ignition Coil connector to the PCM connector.

Yes >> Go To 7
No >> Repair the open in the (K17) Ignition Coil No.2 Control cir-
cuit.
7. PCM
Ground circuits.

Repair

• When Monitored:
• Set Condition:
Possible Causes

IGNITION COIL
(K18) IGNITION COIL CONTROL NO.3 CIRCUIT OPEN
(K18) IGNITION COIL CONTROL NO.3 CIRCUIT SHORTED TO GROUND
PCM


Yes >> Go To 2


Yes >> Go To 3
ohm.

Yes >> Go To 4
4. IGNITION COIL
Using a 12-volt test light connected to a 12-volt source, probe the Igni-
tion (K18) Igniton Coil No.3 Control circuit.

engine?
Brightly blinking.
ON constantly.
Go To 5
OFF constantly.
Go To 6
Measure the resistance between the (K18) Ignition Coil Control No.3
circuit and ground.

trol No.3 circuit.
No >> Go To 7
6. (K18) IGNITION COIL CONTROL NO.3 CIRCUIT OPEN

Measure the resistance of the (K18) Ignition Coil Control No.3 circuit

Yes >> Go To 7
No >> Repair the open in the (K18) Ignition Coil Control No.3 cir-
cuit.
7. PCM
Ground circuits.

Repair

• When Monitored:
• Set Condition:
Possible Causes

IGNITION COIL
PCM


Yes >> Go To 2


Yes >> Go To 3
or short to ground in the ASD Relay Output circuit.
ohm.

Yes >> Go To 4
4. IGNITION COIL
(K133) Ignition Coil Control No.4 circuit.

engine?
Brightly blinking.
ON constantly.
Go To 5
OFF constantly.
Go To 6
5. (K133) IGNITION COIL CONTROL NO.4 CIRCUIT SHORTED TO GROUND
circuit and ground.

trol No.4 circuit.
No >> Go To 7


Yes >> Go To 7
No >> Repair the open in the (K133) Ignition Coil Control No.4
circuit.
7. PCM
Ground circuits.

Repair

• When Monitored:
• Set Condition:
Possible Causes

IGNITION COIL
PCM


Yes >> Go To 2

Turn the Ignition off.

Yes >> Go To 3
ohm.

Yes >> Go To 4
4. IGNITION COIL
(K134) Ignition Coil Control No.5 circuit.

engine?
Brightly blinking.
ON constantly.
Go To 5
OFF constantly.
Go To 6
5. (K134) IGNITION COIL CONTROL NO.5 CIRCUIT SHORTED TO GROUND
circuit and ground.

trol No.5 circuit.
No >> Go To 7


Yes >> Go To 7
No >> Repair the open in the (K134) Ignition Coil Control No.5
circuit.
7. PCM
Ground circuits.

Repair
P0420-1/1 CATALYTIC CONVERTER EFFICIENCY

P0420-1/1 CATALYTIC CONVERTER EFFICIENCY (CONTINUED)
Theory of Operation
• When Monitored:
After engine warm up to 70°C (158°F), 180 seconds of open throttle operation, at a speed greater than 18 mph
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:
Possible Causes
EXHAUST LEAK
ENGINE MECHANICAL
AGING O2 SENSOR
CATALYTIC CONVERTER
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

No >> Go To 3
3. EXHAUST LEAK
Start the engine.

No >> Go To 4

No >> Go To 5
5. AGING O2 SENSOR
Yes >> Replace the Front O2 Sensor as necessary.
No >> Go To 6

Repair
P0432-2/1 CATALYTIC CONVERTER EFFICIENCY

Theory of Operation
• 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:
Possible Causes
EXHAUST LEAK
ENGINE MECHANICAL
AGING O2 SENSOR
CATALYTIC CONVERTER
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

No >> Go To 3
3. EXHAUST LEAK
Start the engine.

No >> Go To 4

No >> Go To 5
5. AGING O2 SENSOR
Yes >> Replace the 2/1 O2 Sensor as necessary.
No >> Go To 6

Repair
P0441-EVAP PURGE FLOW MONITOR

P0441-EVAP PURGE FLOW MONITOR (CONTINUED)
• When Monitored:
With engine temperature greater than 170° F, fuel control in closed loop, engine idling for 2 minutes, no low
fuel, MAP less than 15.7 inches mercury and barometric altitude less than 8,000 feet.
• Set Condition:
After having passed the Leak Detection Pump (LDP) test, no air flow through the evaporative system is
detected by the EVAP monitor.
Possible Causes
EVAP PURGE HOSE (SOLENOID TO CANISTER)

EVAP PURGE HOSE (CANISTER TO FUEL TANK)
EVAP PURGE SOLENOID (LEAKS/STUCK OPEN)
EVAP PURGE SOLENOID


Yes >> Go To 2
Visually inspect the Evap canister. Look for any physical damage or any signs of fuel that has entered the canister.
Any signs of fuel may indicate a bad rollover valve.

Yes >> Repair or Replace as necessary.
No >> Go To 3
3. VISUAL INSPECTION OF EVAP PURGE HOSE (SOLENOID TO CANISTER)
Visually inspect the Evap purge hose that goes from the Purge Solenoid to the Evap Canister. Look for any physical
damage such as a pinched, plugged, ripped or dry rotted hose.

Yes >> Repair or replace hose as necessary.
No >> Go To 4
4. VISUAL INSPECTION OF EVAP PURGE HOSE (EVAP CANISTER TO FUEL TANK)

Visually inspect the Evap Purge hose that goes between the Evap canister and the fuel tank. Look for any physical
damage such as a pinched, plugged, ripped or dry rotted hose.

Yes >> Repair or replace hose as necessary.
No >> Go To 5

Carefully inspect the Evap Purge Solenoid vacuum supply hose for proper routing. Also check for a pinched or
plugged hose from the throttle body to the Purge Solenoid.
Inspect the vacuum nipple at the throttle body for any damage or plugging.
Make sure vacuum fitting at the purge solenoid is not over installed.
Is the vacuum supply hose and throttle body vacuum nipple free from defects?
Yes >> Go To 6
No >> Repair the vacuum supply hose/tube as necessary.
6. EVAP PURGE SOLENOID LEAKS

any signs of contamination from the EVAP Canister. This may indicate a faulty rollover valve. Replace purge
solenoid if contamination is found
Disconnect the vacuum hoses at the EVAP Purge Solenoid.
Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid vacuum source port. (com-
ponent side)
Does the Evap Purge Solenoid hold vacuum?

Yes >> Go To 7
No >> Replace the Evap Purge Solenoid and the Evap Canister and clean out Evap lines as necessary.
7. EVAP PURGE SOLENOID
Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid vacuum source port. (com-
ponent side)
With the scan tool, actuate the EVAP Purge Solenoid and observe the vacuum gauge.
Does the vacuum drop when the solenoid is actuated?

Yes >> Refer to the INTERMITTENT CONDTION Symptom (Diagnostic Procedure).
P0442-EVAP LEAK MONITOR MEDIUM (0.040) LEAK DETECTED

P0442-EVAP LEAK MONITOR MEDIUM (0.040) LEAK DETECTED (CONTINUED)
• When Monitored:
Immediately after a cold start, with battery/ambient temperature between 40° F and 90° F and coolant tem-
perature within 10° F of battery/ambient.
• Set Condition:
If there is a leak larger than 0.0409 and smaller than 0.0809 in the evaporative system.
Possible Causes

EVAP PURGE SOLENOID
LDP SWITCH
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

- Holes or cracks
- Loose seal points

No >> Go To 3
system.
ative terminal.

Yes >> Go To 4
fuel cap.
UV light.
the leak.
Was a leak found?

No >> Go To 5

as necessary.

P0443-EVAP PURGE SOLENOID CIRCUIT

• When Monitored:
Continuously after the ignition is turned on and the battery voltage is above 10.4 volts.
• Set Condition:
Not powering down, not in limp-in and time since last solenoid activation is greater than 72 micro seconds. The
PCM will set a trouble code if the actual state of the solenoid does not match the intended state on two con-
secutive key cycles.
Possible Causes
(F202) FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN

EVAP PURGE SOLENOID
(K70) EVAP PURGE SOLENOID CONTROL CIRCUIT OPEN
PCM


Yes >> Go To 2
2. EVAP PURGE SOLENOID

Disconnect the Evap Purge Solenoid connector.
Measure the resistance between the terminals of the Evap Purge Solenoid.
Is the resistance between 29.0 and 44.0 ohms?

Yes >> Go To 3
3. (F202) FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN
Using a 12-volt test light connected to ground, probe the (F202) Fused
Ignition Switch Output circuit.

Yes >> Go To 4
(F202) Fused Ignition Switch Output circuit. Inspect related
fuse and repair as necessary.
4. (K70) EVAP PURGE SOLENOID CONTROL CIRCUIT OPEN

Measure the resistance of the (K70) Evap Purge Solenoid Control cir-
cuit from the PCM harness connector to the Evap Purge Solenoid har-
ness connector.

Yes >> Go To 5
No >> Repair the open in the (K70) Evap Purge Solenoid Control
circuit.
5. (K70) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Yes >> Repair the short to ground in the (K70) Evap Purge Sole-
No >> Go To 6
6. PCM
Ground circuits.

Repair
P0455-EVAP LEAK MONITOR LARGE LEAK DETECTED

P0455-EVAP LEAK MONITOR LARGE LEAK DETECTED (CONTINUED)
• When Monitored:
Immediately after a cold start, with battery/ambient temperature between 40° F and 90° F and coolant tem-
perature within 10° F of battery/ambient.
• Set Condition:
If there is a leak larger than 0.0809 in the evaporative system.
Possible Causes

EVAP PURGE SOLENOID
LDP SWITCH
Diagnostic Test
1. ACTIVE DTC

Yes >> Go To 2

- Holes or cracks
- Loose seal points

No >> Go To 3
system.
ative terminal.

Yes >> Go To 4
fuel cap.
UV light.
the leak.
Was a leak found?

No >> Go To 5

as necessary.

P0460-FUEL LEVEL SENDING UNIT NO CHANGE OVER MILES

• When Monitored:
Engine running and fuel level either below 15% or above 85% of capacity.
• Set Condition:
The PCM sees low fuel, less than 15%, for more than 120 miles or fuel level does not change by at least 4%
for more than 250 miles.
Possible Causes
PHYSICALLY DAMAGED/DEFORMED/OBSTRUCTED FUEL TANK

FUEL LEVEL SENSOR
1. CHECKING FOR A DAMAGED/DEFORMED/OBSTRUCTED FUEL TANK

WARNING: WARNING: The fuel system is under a constant pressure, even with the engine off. Before test-
ing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released.
Inspect the outside of the fuel tank for defects.
Remove the fuel tank.
Remove the fuel pump module from the fuel tank.
Inspect the inside of the fuel tank for any obstructions or deformities.
Is the fuel tank free from defects?

Yes >> Go To 2
No >> Repair or replace the fuel tank as necessary.

Repair
Replace the Fuel Level Sensor.
P0462-FUEL LEVEL SENDING UNIT VOLTS TOO LOW

P0462-FUEL LEVEL SENDING UNIT VOLTS TOO LOW (CONTINUED)
• When Monitored:
• Set Condition:
The fuel level sensor signal voltage goes below 0.4 of a volt for more than 90 seconds. One Trip Fault. Three
Possible Causes

(N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
FUEL LEVEL SENSOR
INSTRUMENT CLUSTER
Diagnostic Test
1. FUEL LEVEL SENSOR VOLTAGE BELOW 0.4 OF A VOLT

Is the Fuel Level Sensor voltage below 0.4 of a volt?

Yes >> Go To 2

Did the Fuel Level Sensor voltage change from below 0.4 of a volt to above 4.0 volts?
No >> Go To 3
P0462-FUEL LEVEL SENDING UNIT VOLTS TOO LOW (CONTINUED)

circuit.
No >> Go To 4
4. (N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (N4) Fuel Level Signal circuit and
connector.

cuit and the (N4) Fuel Level Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.

P0463-FUEL LEVEL SENSOR 1 CIRCUIT HIGH

• When Monitored:
• Set Condition:
The fuel level sensor signal voltage at the PCM goes above 4.9 volts for more than 90 seconds. One Trip
Possible Causes
(N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

FUEL LEVEL SENSOR
PCM
Diagnostic Test
1. FUEL LEVEL SENSOR VOLTS ABOVE 4.9 VOLTS

With a scan tool, read the Fuel Level Sensor voltage.
Is the Fuel Level Sensor voltage above 4.9 volts?

Yes >> Go To 2
Disconnect the Fuel Pump Module electrical harness connector.
Connect a jumper wire between the (N4) Fuel Level Signal circuit and
connector.
Did the Fuel Level Sensor voltage change from above 4.8 volts
to below 0.4 of a volt with the jumper wire installed?
No >> Go To 3
3. (N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (N4) Fuel Level Signal circuit in the Fuel
Pump Module harness connector.

Yes >> Repair the short to battery voltage in the (N4) Fuel Level
Signal circuit.
No >> Go To 4
Fuel Pump Module harness connector to the PCM harness connector.

Yes >> Go To 5

Fuel Pump Module harness connector to the PCM harness connector.

Yes >> Go To 6
6. PCM
Ground circuits.

P0500-NO VEHICLE SPEED SIGNAL

P0500-NO VEHICLE SPEED SIGNAL (CONTINUED)
• When Monitored:
Engine Temperature greater than 104 Deg F, MAP vacuum approximately 159 to 169 inches of mercury and
Engine RPM between 1400 and 3000 rpm.
• Set Condition:
No Vehicle Speed Signal for more than 15 seconds on two consecutive trips.
Possible Causes
(B22) VEHICLE SPEED SIGNAL CIRCUIT SHORTED TO VOLTAGE

(B22) VEHICLE SPEED SIGNAL CIRCUIT OPEN BETWEEN CAB AND PCM
(B22) VEHICLE SPEED SIGNAL CIRCUIT SHORTED TO GROUND
PCM

NOTE: With the scan tool check for any related DTCs that may be present in the ABS/RWAL Module or TCM,
diagnose any ABS/RWAL Module DTC’s before continuing.

Yes >> Go To 2
2. (B22) VEHICLE SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Disconnect the CAB Module harness connector.
Measure the voltage of the (B22) Vehicle Speed Signal circuit in the
CAB Module or PCM harness connector.

Yes >> Repair the short to voltage in the (B22) Vehicle Speed Sig-
nal circuit between the CAB and PCM.
No >> Go To 3
P0500-NO VEHICLE SPEED SIGNAL (CONTINUED)
3. (B22) VEHICLE SPEED SENSOR SIGNAL CIRCUIT OPEN BETWEEN CAB AND PCM
Measure the resistance of the (B22) Vehicle Speed Signal circuit
between the PCM harness connector and the CAB Module harness
connector.

Yes >> Repair the open in the (B22) Vehicle Speed Signal circuit
between the CAB and PCM.
No >> Go To 4
4. (B22) VEHICLE SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND


Yes >> Repair the short to ground in the (B22) Vehicle Speed Sig-
nal circuit between the CAB and PCM.
No >> Go To 5
5. PCM
Ground circuits.

Repair
P0505-IDLE AIR CONTROL MOTOR CIRCUITS

P0505-IDLE AIR CONTROL MOTOR CIRCUITS (CONTINUED)
• When Monitored:
At power-up and battery voltage greater than 11.5 volts.
• Set Condition:
The PCM senses a short to ground or battery voltage on any of the four Idle Air Control (IAC) driver circuits
for 100 ms while the IAC motor is active.
Possible Causes
(K40) IAC #1 DRIVER CIRCUIT SHORTED TO (K60) #2, (K39) #3, OR (K59) #4 IAC DRIVER CIRCUITS
(K60) IAC #2 DRIVER CIRCUIT SHORTED TO (K39) IAC #3 OR (K59) IAC #4
(K39) IAC #3 DRIVER CIRCUIT SHORTED TO (K59) IAC #4 DRIVER CIRCUIT
IAC DRIVER CIRCUIT SHORTED TO VOLTAGE
IAC DRIVER CIRCUIT SHORTED TO GROUND
IAC MOTOR
PCM


Yes >> Go To 2
2. IAC #1 DRIVER CIRCUIT SHORTED TO #2, #3, OR #4
NOTE: The following steps are checking for a short between the
IAC Driver circuits.
Measure the resistance between the (K40) IAC #1 Driver circuit and
#2, #3, #4 Driver circuits.
Is the resistance below 100 ohms on any of the Drivers?

Yes >> Repair the short between the IAC Driver circuits.
No >> Go To 3
3. (K60) IAC #2 DRIVER CIRCUIT SHORTED TO (K39) IAC #3 OR (K59) IAC #4 DRIVER CIRCUITS
IAC Driver circuits.
(K39) IAC #3, (K59) IAC #4 Driver circuits.
Is the resistance below 100 ohms on any of the Drivers?

Yes >> Repair the shorted between the IAC Driver circuits.
No >> Go To 4
4. (K39) IAC #3 DRIVER CIRCUIT SHORTED TO THE (K59) IAC #4 DRIVER CIRCUIT
Driver Circuits.
the (K59) IAC #4 Driver circuit.

Yes >> Repair the short between the IAC Driver circuits.
No >> Go To 5
5. IAC DRIVER CIRCUITS SHORTED TO VOLTAGE

Remove the ASD Relay.
Using a jumper wire, jumper between the (A14) Fused B+ circuit and
(K342) ASD Relay Output circuit in the PDC.
Ignition on, engine not running with the PCM and IAC harness con-
nectors disconnected.
Measure the voltage on each of the IAC Driver circuits.
Is the voltage above 1.0 volt at any IAC Driver circuit?

Yes >> Repair the short to voltage on the appropriate IAC Driver
circuit.
No >> Go To 6
NOTE: Remove the jumper wire and install the ASD Relay before
continuing.
6. IAC DRIVER CIRCUITS SHORTED TO GROUND
Repeat each measurement for each IAC Driver circuit.
Measure the resistance between ground and each IAC Driver circuit.
Is the resistance below 100 ohms at any IAC Driver circuit?

Yes >> Repair the short to ground in the appropriate IAC Driver
circuit.
No >> Go To 7

Connect the C1 PCM harness connectors.
Start and idle the engine.
Using a test light connected to ground, probe the IAC Driver #1 circuit
for 10 seconds.
Repeat the above test for the remaining IAC Motor Driver circuits.
Does the test light turn on and off while probing each IAC
Motor Driver circuits?
Yes >> Replace the Idle Air Control Motor.
No >> Replace and program the Powertrain Control Module per
P0522-OIL PRESSURE CIRCUIT LOW

P0522-OIL PRESSURE CIRCUIT LOW (CONTINUED)
• When Monitored:
Ignition on.
• Set Condition:
When the PCM recognizes the Oil Pressure signal voltage lower than 0.3 of a volt.
Possible Causes

OIL PRESSURE SENSOR
(G6) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND
(G6) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND
PCM
1. OIL PRESSURE SENSOR VOLTAGE BELOW 0.1 VOLT

Start the engine.
With the scan tool in Sensors, read the Oil Pressure Sensor voltage.
Is the Oil Pressure Sensor voltage below 0.1 of a volt?

Yes >> Go To 2

Disconnect the Oil Pressure Sensor harness connector.
Measure the voltage on the (F855) 5-volt Supply circuit in the Oil Pres-
sure Sensor harness connector.

Yes >> Go To 3
No >> Go To 6
3. OIL PRESSURE SENSOR
With the scan tool in Sensors, read the Oil Pressure Sensor voltage with the Sensor harness connector still dis-
connected.

Yes >> Replace the Oil Pressure Sensor.
No >> Go To 4
4. (G6) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between (G6) Oil Pressure Signal circuit and
ground at the Sensor connector.

Yes >> Repair the short to ground in the (G6) Oil Pressure Signal
circuit.
No >> Go To 5
5. (G6) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (G6) Oil Pressure Signal circuit
and the (K900) Sensor ground circuit at the Sensor connector.

the (G6) Oil Pressure Signal circuit.
No >> Go To 8

Yes >> Go To 7

circuit in the Oil Pressure Sensor harness connector.

cuit.
No >> Go To 8
8. PCM
NOTE: Before continuing, check the PCM harness connector terminals for corrosion,damage, or terminal
Ground circuits.

Repair
P0523-OIL PRESSURE CIRCUIT HIGH

P0523-OIL PRESSURE CIRCUIT HIGH (CONTINUED)
• When Monitored:
With the ignition on and battery voltage above 10.4 volts.
• Set Condition:
The oil pressure sensor signal at PCM goes above 4.9 volts. One Trip Fault.
Possible Causes
OIL PRESSURE SENSOR

(G6) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
(G6) OIL PRESSURE SIGNAL CIRCUIT OPEN
PCM
1. OIL PRESSURE SENSOR VOLTAGE ABOVE 4.8 VOLTS

Is the Oil Pressure Sensor voltage above 4.8 volts?

Yes >> Go To 2
2. OIL PRESSURE SENSOR

Disconnect the Oil Pressure Sensor harness connector.
Connect a jumper wire between the (G60) Oil Pressure Signal circuit and (K900) Sensor ground circuit at the Sen-

Yes >> Replace the Oil Pressure Sensor.
No >> Go To 3
P0523-OIL PRESSURE CIRCUIT HIGH (CONTINUED)
3. (G6) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Using a 12-volt test light connected to ground, probe the (G6) Oil Pressure Signal circuit.
Is the test light brightly illuminated?

Yes >> Repair the short to voltage in the (G6) Oil Pressure Signal circuit.
No >> Go To 4
4. (G6) OIL PRESSURE SIGNAL CIRCUIT OPEN

Measure the resistance of the (G6) Oil Pressure Signal circuit from the Oil Pressure Sensor harness connector to
the PCM harness connector.

Yes >> Go To 5
No >> Repair the open in the (G6) Oil Pressure Signal circuit.
Perform POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE) Per-
form POWERTRAIN VERIFICATION TEST.

Measure the resistance of the (K900) Sensor ground circuit from the Oil Pressure Sensor harness connector to the

Yes >> Go To 6
6. PCM
Ground circuits.

Repair
P0601-PCM INTERNAL CONTROLLER FAILURE

• When Monitored:
• Set Condition:
Internal checksum for software failed, does not match calculated value. One Trip Fault, Three Good Trips to
clear.
Possible Causes
PCM
Diagnostic Test
1. PCM
connections.
Repair
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY

• When Monitored:
With the ignition key on and the engine running.
• Set Condition:
When the PCM tries to regulate the generator field with no result during monitoring.
Possible Causes
(K125) GEN FIELD SOURCE CIRCUIT OPEN

GENERATOR
PCM
1. GENERATOR FIELD PERFORMANCE

Record all DTCs and the related Freeze Frame data.
Disconnect the Generator harness connector.
Using a 12-volt test light connected to 12-volts, probe the (K20) Gen
Field Control circuit at the Generator harness connector.
Does the test light blink?

Yes >> Refer to the INTERMITTENT CONDITION Diagnostic Pro-
cedure.
No >> Go To 2
2. (K125) GEN FIELD SOURCE CIRCUIT OPEN
Carefully inspect all connectors for corrosion or spread terminals
before continuing.
Measure the resistance of the (K125) Generator Field Source circuit
from the Generator harness connector to the C3 PCM harness con-
nector.

Yes >> Go To 3
No >> Repair the open in the (K125) Gen Field Source circuit.
3. (K20) GEN FIELD CONTROL CIRCUIT OPEN

Measure the resistance of the (K20) Generator Field Control circuit
from the Generator Field harness connector to the C2 PCM harness
connector.

Yes >> Go To 4
Measure the resistance between ground and the (K20) Generator
Field Control circuit in the Generator harness connector.

circuit.
No >> Go To 5
5. GENERATOR
Measure resistance across the Generator Field Terminals at the Generator.
Is the resistance between 0.5 of and ohm and 15 ohms?

Yes >> Go To 6
No >> Repair the Generator as necessary.
6. PCM
Ground circuits.

Repair
P0645-A/C CLUTCH RELAY CIRCUIT

• 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
Possible Causes

INTERNAL 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
Diagnostic Test
1. A/C CLUTCH RELAY OPERATION

With a scan tool, actuate the A/C Clutch Relay.
Is the A/C Clutch Relay operating?

No >> Go To 2
2. A/C CLUTCH RELAY RESISTANCE

Remove the A/C Clutch Relay from the IPM.
Measure the resistance of the A/C Clutch Relay Coil.

Yes >> Go To 3
No >> Replace the A/C Clutch Relay.
3. INTERNAL FUSED IGNITION SWITCH OUTPUT CIRCUIT AND FUSED B+ CIRCUIT
Fused Ignition Switch Output circuit and the Fused B+ circuit in the
connection.

Yes >> Go To 4
No >> Repair the open or short to ground in the Fused Ignition
Switch Output circuit or the Fused B+ circuit. Check and
replace any open fuses.
4. (C13) A/C CLUTCH RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (C13) A/C Clutch Relay Control circuit from the relay connection to the PCM harness
connector.

Yes >> Go To 5
No >> Repair the open in the (C13) A/C Clutch Relay Control circuit.
5. (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.

Yes >> Repair the short to ground in the (C13) A/C Relay Clutch
Control circuit.
No >> Go To 6
6. PCM
Ground circuits.

P0801-REVERSE GEAR LOCKOUT CIRCUIT OPEN OR SHORTED

P0801-REVERSE GEAR LOCKOUT CIRCUIT OPEN OR SHORTED (CONTINUED)
• When Monitored:
Engine at operating temperature, Engine RPM above 608 rpm’s, and Vehicle Speed above 5 MPH.
• Set Condition:
Reverse Gear Lockout Solenoid Control circuit is not in the expected state when requested to operate by the
PCM. Note: When Vehicle Speed is less then 5 MPH the PCM provides a ground for the solenoid which ener-
gizes the solenoid. (Allowing Reverse).
Possible Causes
(A917) FUSED IGNITION SWITCH OUTPUT CIRCUIT

(K333) REVERSE LOCKOUT SOLENOID CONTROL CIRCUIT OPEN
(K333) REVERSE LOCKOUT SOLENOID CONTROL CIRCUIT SHORT TO GROUND
REVERSE LOCKOUT SOLENOID
PCM


Yes >> Go To 2
2. (A917) FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN OR SHORT TO GROUND

Disconnect the Reverse Lockout Solenoid harness connector.
NOTE: The test light must be brightly lit. If the test light does not
light or is Dim repair the circuit for a open or high resistance cir-
cuit.

Yes >> Go To 3
3. (K333) REVERSE LOCKOUT SOLENOID CONTROL CIRCUIT OPEN
Measure the resistance of the (K333) Reverse Lockout Solenoid Con-
trol circuit from the PCM connector to the Reverse Lockout Solenoid
connector.

Yes >> Go To 4
No >> Repair the open in the (K333) Reverse Lockout Solenoid
Control circuit.
4. (K333) REVERSE LOCKOUT SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (K333) Reverse
Lockout Solenoid Control circuit in the Solenoid harness connector.

Yes >> Repair the short to ground in the (K333) Reverse Lockout
No >> Go To 5
5. REVERSE LOCKOUT SOLENOID
Measure the resistance across both terminals of the Reverse Lockout
solenoid.
NOTE: The resistance should be about 13.5 ohms at 25°C. (77°F).
Is the resistance between 12.0 ohms and 14.0 ohms?

Yes >> Go To 6
No >> Replace the Reverse Lockout Solenoid.
6. PCM
Ground circuits.
If there are no possible causes remaining, view repair..

Repair
P1195-O2 SENSOR 1/1 SLOW DURING CATALYST MONITOR

P1195-O2 SENSOR 1/1 SLOW DURING CATALYST MONITOR (CONTINUED)
For the engine circuit diagram. (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS)
• When Monitored:
With the engine running, coolant greater than 170°F, open throttle, steady to slightly increasing vehicle speed
greater than 18 mph but less than 55 mph, with a light load on the engine, for a period no less than 5 minutes.
• Set Condition:
Possible Causes
EXHAUST LEAK
RESISTANCE IN THE (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT
O2 SENSOR
Diagnostic Test


Yes >> Go To 2
2. EXHAUST LEAK
Start the engine.
Inspect the exhaust for leaks between the engine and the appropriate O2 Sensor.

No >> Go To 3
3. (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT VOLTAGE DROP
Backprobe the (K41) O2 Sensor 1/1 Signal circuit at the 1/1 O2 Sensor harness connector and PCM harness con-
nector.
NOTE: Make sure the voltmeter leads are connected for positive polarity, meet the terminals in the connec-
tor, and that there is good terminal to wire connection.
Start the engine.

Yes >> Go To 4
No >> Repair the excessive resistance on the (K41) O2 Sensor 1/1 Signal circuit.

Backprobe the (K900) Sensor ground circuit at the O2 Sensor harness connector and PCM harness connector.
Start the engine.

Yes >> Go To 5
5. O2 SENSOR

Repair
P1196-O2 SENSOR 2/1 SLOW DURING CATALYST MONITOR

For the engine circuit diagram. (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS)
• When Monitored:
With the engine running, coolant greater than 170°F, open throttle, steady to slightly increasing vehicle speed
greater than 18 mph but less than 55 mph, with a light load on the engine, for a period no less than 5 minutes.
• Set Condition:
Possible Causes
EXHAUST LEAK
RESISTANCE IN THE (K43) O2 SENSOR 2/1 SIGNAL CIRCUIT
O2 SENSOR
Diagnostic Test


Yes >> Go To 2
2. EXHAUST LEAK
Start the engine.
Inspect the exhaust for leaks between the engine and the appropriate O2 Sensor.

No >> Go To 3
3. (K43) O2 SENSOR 2/1 SIGNAL CIRCUIT VOLTAGE DROP
Backprobe the (K43) O2 Sensor 2/1 Signal circuit at the 2/1 O2 Sensor harness connector and PCM harness con-
nector.
Start the engine.

Yes >> Go To 4
No >> Repair the excessive resistance on the (K43) O2 Sensor 2/1 Signal circuit.

Backprobe the (K900) Sensor ground circuit at the 2/1 O2 Sensor harness connector and PCM harness connector.
Start the engine.

Yes >> Go To 5
5. O2 SENSOR

Repair
P1281-ENGINE IS COLD TOO LONG

• When Monitored:
The ignition key on, engine running.
• Set Condition:
The engine does not warm to 176 Deg. F while driving for 20 minutes after start.
Possible Causes
ENGINE COLD TOO LONG

1. CHECK COOLING SYSTEM PERFORMANCE

NOTE: The best way to diagnose this DTC is to allow the vehicle to remain outside overnight in order to
have a completely cold soaked engine.
NOTE: Extremely cold outside ambient temperatures may cause this DTC to set.
Verify that the coolant level is not low and correct as necessary.
Start the engine.
With the scan tool, set the engine RPM to 1500 and allow the engine to warm up for 10-15 minutes.
With the scan tool, monitor the ENG COOLANT TMP DEG value during the warm up cycle. Make sure the transition
of temperature change is smooth.
Did the engine temperature reach a minimum of 80° C (176° F)?

Yes >> Go To 2
No >> Refer to the Service Information for cooling system performance diagnosis. The most probable cause is
a Thermostat problem. Also, refer to any related TSBs.

WARNING: WARNING: MAKE SURE THE ENGINE COOLING SYSTEM IS COOL BEFORE REMOVING THE
PRESSURE CAP OR ANY HOSE. SEVERE PERSONAL INJURY MAY RESULT FROM ESCAPING HOT COOL-
ANT. THE COOLING SYSTEM IS PRESSURIZED WHEN HOT.
With the scan tool, read and record the ECT Sensor Temperature value.
Using the DRB Temperature Probe #CH7050, measure the engine coolant temperature.
NOTE: The t-stat housing area should be around 192-195 at start to open.
Is the ECT Sensor value with -15°C (5°F) of the temperature probe reading?
No >> Replace the ECT Sensor.
P1282-FUEL PUMP/SYSTEM RELAY CONTROL CIRCUIT

P1282-FUEL PUMP/SYSTEM RELAY CONTROL CIRCUIT (CONTINUED)
• When Monitored:
With the ignition on and battery voltage above 10.4 volts.
• Set Condition:
An open or shorted condition is detected in the Fuel Pump Relay Control circuit.
Possible Causes
FUEL PUMP RELAY OPERATION

FUEL PUMP RELAY
FUSED IGNITION SWITCH OUTPUT CIRCUIT
(K31) FUEL PUMP RELAY CONTROL CIRCUIT OPEN
(K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO GROUND
PCM
1. FUEL PUMP RELAY OPERATION

With the scan tool, actuate the Fuel Pump Relay.
Is the Fuel Pump Relay clicking?

No >> Go To 2
2. FUEL PUMP RELAY

Measure the resistance between the coil terminals of the Fuel Pump Relay.

Yes >> Go To 3
No >> Replace the Fuel Pump Relay.
P1282-FUEL PUMP/SYSTEM RELAY CONTROL CIRCUIT (CONTINUED)
3. FUSED IGNITION SWITCH CIRCUIT OPEN
Using a 12-volt test light connected to ground, probe the Fused Ignition Switch Output circuit in the Fuel Pump
Relay connector.

Yes >> Go To 4
No >> Repair the open or short to ground in the Fused Ignition Switch Output circuit. Inspect the related fuse
and repair as necessary.
4. (K31) FUEL PUMP RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (K31) Fuel Pump Relay Control circuit from the Fuel Pump Relay connector to the

Yes >> Go To 5
No >> Repair the open in the (K31) Fuel Pump Relay Control circuit.
5. (K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (K31) Fuel Pump Relay Control circuit at the PDC.

Yes >> Repair the short to ground in the (K31) Fuel Pump Relay Control circuit.
No >> Go To 6
6. PCM
Ground circuits.

Repair
P1294-TARGET IDLE NOT REACHED

P1294-TARGET IDLE NOT REACHED (CONTINUED)
• When Monitored:
With the engine idling and in drive, if automatic. There must not be a MAP sensor trouble code or a throttle
position sensor trouble code.
• Set Condition:
Engine idle is not within 200 rpm above or 100 rpm below target idle for 14 seconds. Three separate failures
are required to set a bad trip. Two bad trips are required to set the code.
Possible Causes

VACUUM LEAK
THROTTLE BODY AND THROTTLE LINKAGE
IAC DRIVER CIRCUIT OPEN
PCM

NOTE: All MAP Sensor, IAC, and/or TPS codes present must be diagnosed first before proceeding.

Yes >> Go To 2
2. VACUUM LEAK
Inspect the Intake Manifold for vacuum leaks.

Yes >> Repair vacuum leak as necessary.
No >> Go To 3
Restrictions: Dirty Air Cleaner, Foreign material in the air intake tube, etc.

No >> Go To 4
4. THROTTLE BODY AND THROTTLE LINKAGE

Inspect the throttle body plate for carbon build up or other restrictions.
Inspect the throttle linkage for binding and smooth operation.
Ensure the throttle plate is resting on the stop at idle.
Remove IAC, inspect the pintle and its seating surface inside the throttle body.

Yes >> Clean and/or replace the throttle body as needed.
No >> Go To 5
5. IAC DRIVER CIRCUITS OPEN

Disconnect IAC Motor harness connector.
Measure the resistance of each of the IAC Driver circuit from the IAC
Motor harness connector to the PCM harness connector.

Yes >> Go To 6
No >> Repair the open in the appropriate IAC Driver circuit.
6. PCM
Ground circuits.

Repair
P1296-NO 5-VOLTS TO MAP SENSOR

P1296-NO 5-VOLTS TO MAP SENSOR (CONTINUED)
• When Monitored:
During power-down and battery voltage greater than 10.4 volts.
• Set Condition:
The MAP sensor signal voltage goes below 2.35 volts with the key off for 5 seconds.
Possible Causes
MAP SENSOR VOLTS BELOW 2.3 VOLTS

MAP SENSOR
SHORTED SENSOR
PCM
1. MAP SENSOR VOLTS BELOW 2.3 VOLTS

NOTE: If the P0107 - MAP Sensor Voltage Too Low is also set, diagnose it first before continuing with P1296
- No 5-volts To MAP Sensor.
With the scan tool in Sensors, read the MAP Sensor voltage.

Yes >> Go To 2

Measure the voltage on the (F855) 5-volt Supply circuit at the MAP

Yes >> Go To 3
No >> Go To 4
3. MAP SENSOR
With the scan tool in Sensors, read the MAP Sensor voltage with the Sensor harness connector disconnected.

No >> Go To 7
4. SHORTED SENSOR
Measure the voltage on the (K7) 5-volt Supply circuit in the MAP Sen-
sor harness connector while disconnecting the remaining Sensors that
share the (K7) 5-volt Supply circuit.
Does the voltage return to approximately 5.0 volts with any

Sensor disconnected?
Yes >> Replace the Sensor that pulled the (K7) 5-volt Supply cir-
cuit low.
No >> Go To 5

Yes >> Go To 6
ply circuit.


cuit.
No >> Go To 7
7. PCM
Ground circuits.

Repair
P1297-NO CHANGE IN MAP FROM START TO RUN

P1297-NO CHANGE IN MAP FROM START TO RUN (CONTINUED)
• When Monitored:
With engine RPM +/- 64 of target idle and the throttle blade at closed throttle.
• Set Condition:
Too small of a difference is seen between barometric pressure with ignition on (engine running) and manifold
vacuum for 8.80 seconds.
Possible Causes

MAP SENSOR VACUUM PORT
MAP SENSOR VOLTAGE BELOW 3.19 VOLTS
MAP SENSOR
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO (K900) SENSOR GROUND CIRCUIT
PCM

NOTE: If a MAP high or Low DTC set along with P1297, diagnose the High or Low DTC first before con-
tinuing.

Yes >> Go To 2
2. MAP SENSOR VACUUM PORT

Remove the MAP Sensor.
Inspect the vacuum port, check for restrictions or any foreign materials.
Were any restriction found?

No >> Go To 3
3. MAP SENSOR VOLTAGE BELOW 3.19 VOLTS
Install the MAP Sensor.
With the scan tool, read the MAP Sensor voltage.

Yes >> Go To 4

Measure the voltage on the (F855) 5-volt Supply circuit at the MAP

Yes >> Go To 5
No >> Go To 8
5. MAP SENSOR
With the scan tool, monitor the MAP Sensor voltage with Sensor harness connector disconnected.

No >> Go To 6
6. (K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K1) MAP Sensor
Signal circuit at the MAP Sensor harness connector.

Yes >> Repair the short to ground in the (K1) MAP Sensor Signal
circuit.
No >> Go To 7
7. (K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K1) MAP Sensor Signal circuit
and the (K900) Sensor ground circuit at the MAP Sensor harness con-
nector.

the (K1) MAP Sensor Signal circuit.
No >> Go To 10

Yes >> Go To 9

circuit at the MAP Sensor harness connector.

cuit.
No >> Go To 10
10. PCM
Ground circuits.

Repair
P1388-AUTO SHUTDOWN RELAY CONTROL CIRCUIT

• When Monitored:
With ignition key on and battery voltage above 10.4 volts.
• Set Condition:
An open or shorted condition is detected in the ASD Relay control circuit.
Possible Causes

ASD RELAY
(A14) FUSED B+ OUTPUT CIRCUITS
(K51) ASD RELAY CONTROL CIRCUIT OPEN
(K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND
PCM


Yes >> Go To 2
2. ASD RELAY
Remove the ASD Relay from the PDC.
Measure the resistance between the coil terminals of the ASD Relay.

Yes >> Go To 3
3. (A14) FUSED B+ OUTPUT CIRCUIT
Using a 12-volt test light connected to ground, probe the (A14) Fused B+ Output circuits in the ASD Relay con-
nector.

Yes >> Go To 4
No >> Repair the open or short to ground in the (A14) Fused B+ Output circuits. Inspect the related fuse and
4. (K51) ASD RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (K51) ASD Relay Control circuit from the ASD Relay cavity in the PDC to the PCM
harness connector.

Yes >> Go To 5
No >> Repair the open in the (K51) ASD Relay Control circuit.
5. (K51) ASD RELAY CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (K51) ASD Relay Control circuit.

Yes >> Repair the short to ground in the (K51) ASD Relay Control circuit.
No >> Go To 6
6. PCM
Ground circuits.
If there are no more possible causes remaining, view repair.

Repair
P1389-NO ASD RELAY OUTPUT VOLTAGE AT PCM

P1389-NO ASD RELAY OUTPUT VOLTAGE AT PCM (CONTINUED)
• When Monitored:
With ignition key on, battery voltage above 10.4 volts, and engine RPM greater than 400.
• Set Condition:
No voltage sensed at the PCM when the ASD Relay is energized.
Possible Causes

ASD RELAY
(A14) FUSED B+ CIRCUITS
(K342) ASD OUTPUT CIRCUIT OPEN
PCM


Yes >> Go To 2
2. ENGINE STARTING STATUS

Did the engine start?

Yes >> Go To 3
No >> Go To 4
3. (K342) ASD OUTPUT CIRCUIT OPEN
Measure the resistance of the (K342) ASD Relay Output circuit from the ASD Relay cavity in the PDC to the PCM
harness connector.

Yes >> Go To 7
4. ASD RELAY
Install a substitute relay for the ASD Relay.
Attempt to start the vehicle.
Did the engine start?

Yes >> Replace the ASD Relay.
No >> Go To 5
5. (A14) FUSED B+ CIRCUITS

Using a 12-volt test light, probe the (A14) Fused B+ circuits at the ASD Relay connector in the PDC.

Yes >> Go To 6
No >> Repair the open or short to ground in the (A14) Fused B+ circuits. Inspect the related fuse and repair
as necessary.

Measure the resistance of the (K342) ASD Relay Output circuit from the ASD Relay cavity in the PDC to the PCM
harness connector.

Yes >> Go To 7
7. PCM
Ground circuits.

Repair
P1391-INTERMITTENT LOSS OF CMP OR CKP

P1391-INTERMITTENT LOSS OF CMP OR CKP (CONTINUED)
• When Monitored:
Engine running or cranking.
• Set Condition:
When the failure counter reaches 20 for 2 consecutive trips.
Possible Causes

CMP WIRE HARNESS INSPECTION
TONE WHEEL/PULSE RING INSPECTION
CKP WIRE HARNESS INSPECTION
TONE WHEEL/PULSE RING INSPECTION
CHECKING INTERMITTENT CKP SIGNAL WITH LAB SCOPE

WARNING: When the engine is operating, do not stand in a direct line with the fan. Do not put your hand
Start the engine and run until operating temp is reached. (Closed Loop)
If the DTC does not return right away it may be necessary to test drive the vehicle to duplicate the DTC.

Yes >> Go To 2
2. INTERMITTENT CAM POSITION SENSOR SIGNAL

With the scan tool as a Dual Channel Lab Scope and Miller special tool #6801, backprobe the (K44) CMP Signal
circuit in the CMP harness connector and PCM harness connector.
Start the engine.

Yes >> Go To 3
No >> Go To 6
3. CMP WIRE HARNESS INSPECTION
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 mount-
ing bolt(s) are torqued to specification.
Refer to any TSB that may apply.

No >> Go To 4


No >> Go To 5

Repair
6. CHECKING CKP SIGNAL WITH THE SCAN TOOL LAB

With the scan tool as a Dual Channel Lab Scope and the Miller special tool #6801, backprobe the (K24) CKP Signal
circuit in the CKP harness connector and PCM harness connector.
Start the engine.

Yes >> Go To 7
No >> Go To 10
7. CKP WIRE HARNESS INSPECTION
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.
Ensure the Crankshaft Position Sensor and the Camshaft Position Sensor are properly installed and the mounting
bolt(s) are torqued to specification.
Refer to any TSB that may apply.

No >> Go To 8


No >> Go To 9

Repair
10. CHECKING CKP SIGNAL WITH LAB SCOPE

NOTE: The conditions that set this DTC are not present at this time. The following test may help in identi-
With the scan tool as a Dual Channel Lab Scope and the Miller special tool #6801, backprobe the (K24) CKP Signal
circuit in the PCM harness connector and CKP harness connector.
Start the engine.
Carefully wiggle the related wire harness and gently tap on the CKP sensor.
Compare the Channel 1 reading to the Channel 2 reading on the lab scope screen.
Both of the readings should be the same.

Yes >> Repair the wiring or connector concern.
P1398-MIS-FIRE ADAPTIVE NUMERATOR AT LIMIT

• When Monitored:
Under closed throttle decel and Fuel Pulse Width equal to zero for 30 seconds.
• Set Condition:
One of the CKP sensor target windows has more than 2.86% variance from the reference window.
Possible Causes
ADAPTIVE NUMERATOR RELEARN

CMP SENSOR CONNECTOR/WIRING
CKP SENSOR CONNECTOR/WIRING
DAMAGED TONE WHEEL/FLEX PLATE (CRANKSHAFT)
PCM
1. ADAPTIVE NUMERATOR RELEARN

NOTE: Check for any TSB’s that may apply to this symptom.
Read and record the Freeze Frame Data. Use this information to help you duplicate the conditions that set the DTC.
Pay particular attention to the DTC set conditions, such as, VSS, MAP, ECT, and Load.
With the scan tool in the miscellaneous menu, choose Clear PCM (battery disconnect) to reset the PCM.
With the scan tool, choose the Misfire Pretest screen.
Road test the vehicle and re-learn the adaptive numerator.
The adaptive numerator is learned when the Adaptive Numerator Done Learning line on the Misfire screen changes
to Yes.
Did the adaptive numerator re-learn?

No >> Go To 2
P1398-MIS-FIRE ADAPTIVE NUMERATOR AT LIMIT (CONTINUED)
2. CMP CONNECTOR/HARNESS INSPECTION
Turn ignition off.
NOTE: Visually inspect the related wire harness connectors. Look for broken, bent, pushed out, or corroded
terminals.
NOTE: Visually inspect the related wire harness. Look for any chafed, pierced, pinched, or partially broken
wires.
NOTE: Make sure the Camshaft Position Sensor is tight.
NOTE: Refer to any technical service bulletins that may apply.

No >> Go To 3
3. CKP CONNECTOR/HARNESS INSPECTION

NOTE: Visually inspect the Crankshaft Position Sensor and related wire harness connectors. Look for bro-
ken, bent, pushed out, or corroded terminals.
NOTE: Visually inspect the related wire harness. Look for any chafed, pierced, pinched, or partially broken
wires.
NOTE: Verify the Crank Position Sensor is properly installed.

No >> Go To 4

Disconnect and remove the Crankshaft Position Sensor.
Inspect the tone wheel/flexplate slots for damage, foreign material, or excessive movement.
Is the tone wheel/flexplate free from defects?

Yes >> Go To 5
No >> Repair/replace tone wheel/flex plate as necessary.
P1398-MIS-FIRE ADAPTIVE NUMERATOR AT LIMIT (CONTINUED)
5. CRANKSHAFT POSITION SENSOR l
With the scan tool lab scope probe and the Miller special tool #6801, back probe the (K24) CKP Signal circuit in the
WARNING: WARNING: 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 FAN. DO NOT WEAR LOOSE CLOTHING..
Start the engine and observe the lab scope screen for any erratic CKP Sensor pulses.
Were any erratic Crank Position signals detected.

Yes. >> Replace the Crankshaft Position Sensor.
No. >> Go To 6
6. PCM
Ground circuits.

Repair
P1486-EVAP LEAK MONITOR PINCHED HOSE FOUND

P1486-EVAP LEAK MONITOR PINCHED HOSE FOUND (CONTINUED)
• When Monitored:
Immediately after a cold start, with battery/ambient temperature between 40 deg. F and 90 Deg. F and coolant
temperature within 10 Deg. F of battery/ambient.
• Set Condition:
LDP test must pass first. If the PCM suspects a pinched hose it will not set a fault until it runs the EVAP purge
flow monitor. If the purge monitor does not pass then the pinched hose fault will be set.
Possible Causes

EVAP CANISTER OBSTRUCTED
OBSTRUCTION IN HOSE/TUBE BETWEEN EVAP CANISTER AND PURGE SOLENOID
LDP PRESSURE HOSE OBSTRUCTED
LEAK DETECTION PUMP

Check for any related TSB’s.

Yes >> Go To 2
2. CHECKING FOR OBSTRUCTED EVAP CANISTER

Pressurize the EVAP System. On Miller Tool #8404, hold down the remote smoke/air start button and monitor the
gauge.
When the flow meter gauge on the EELD reads 0 LPM, the EVAP system is completely pressurized.
Disconnect the LDP Pressure hose at the EVAP Canister. The LDP Pressure hose is the hose that connects the
Evap Canister to the Leak Detection Pump.
Did the pressure drop when the hose was disconnected?

Yes >> Go To 3
No >> Replace the EVAP Canister.
P1486-EVAP LEAK MONITOR PINCHED HOSE FOUND (CONTINUED)
3. CHECKING FOR OBSTRUCTION - EVAP CANISTER TO PURGE SOLENOID
NOTE: Connect all previously disconnected hose(s).
Re-pressurize the EVAP System. On Miller Tool #8404, hold down the smoke/air start button and monitor the gauge.
When the flow meter gauge on the EELD reads 0 LPM, the EVAP system is completely pressurized.
Disconnect the EVAP hoses at the Purge Solenoid.
Did the pressure drop when the hose was disconnected?

Yes >> Go To 4
No >> Repair or replace hose/tube as necessary.
4. LDP PRESSURE HOSE INSPECTION

Disconnect and remove the LDP pressure hose. The LDP pressure hose is the hose that connects the EVAP Can-
ister to the Leak Detection Pump.
Inspect the LDP pressure hose for any obstructions or physical damage.
Is the LDP pressure hose free from defects?

Yes >> Replace the Leak Detection Pump.
No >> Repair/replace hose as necessary.
P1492-AMBIENT/BATTERY TEMPERATURE SENSOR VOLTAGE TOO HIGH

P1492-AMBIENT/BATTERY TEMPERATURE SENSOR VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
• Set Condition:
The PCM senses the voltage from the Battery Temperature Sensor above 4.9 volts for 3 seconds.
Possible Causes
BATTERY TEMP SENSOR VOLTAGE ABOVE 4.8 VOLTS

(K25) BATTERY TEMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K25) BATTERY TEMP SIGNAL CIRCUIT OPEN
PCM
1. BATTERY TEMP SENSOR VOLTAGE ABOVE 4.8 VOLTS

With the scan tool, monitor the Battery Temperature Sensor voltage.

Yes >> Go To 2

With the scan tool in sensors, read the Batt Temp Sensor voltage
value.
Connect a jumper wire between the (K25) Batt Temp Signal circuit and
the (K900) Sensor ground circuit at the Battery Temp Sensor connec-
tor.
Did the Battery Temp Sensor voltage change from greater than
4.5 volts to less than 1.0 volt?
No >> Go To 3
3. (K25) BATT TEMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
Measure the voltage on the (K25) Battery Temp Signal circuit at the

Yes >> Repair the short to voltage in the (K25) Batt Temp Signal
circuit.
No >> Go To 4
4. (K25) BATT TEMP SIGNAL CIRCUIT OPEN

Measure the resistance of the (K25) Battery Temp Signal circuit from
the Battery Temp Sensor harness connector to the PCM harness con-
nector.

Yes >> Go To 5
No >> Repair the open in the (K25) Batt Temp Signal circuit.
Measure the resistance in the (K900) Sensor ground circuit from the
PCM harness connector to the Sensor connector.

Yes >> Go To 6
6. PCM
Ground circuits.

Repair
P1493-AMBIENT/BATTERY TEMPERATURE SENSOR VOLTAGE TOO LOW

P1493-AMBIENT/BATTERY TEMPERATURE SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
• Set Condition:
The PCM senses the voltage from the Battery Temperature Sensor below 0.5 of a volt for 3 seconds.
Possible Causes
BATTERY TEMP SENSOR VOLTAGE BELOW 0.5 OF A VOLT

(K25) BATTERY TEMP SIGNAL CIRCUIT SHORTED TO GROUND
(K25) BATTERY TEMP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND
PCM
1. BATTERY TEMP SENSOR VOLTAGE BELOW 0.5 OF A VOLT

With scan tool, monitor the Ambient/Battery Temperature Sensor voltage.

Yes >> Go To 2

With the scan tool in sensors, read the Battery Temp Sensor voltage.
Did the Battery Temperature Sensor voltage change from below 1.0 volt to above 4.5 volts?
No >> Go To 3
P1493-AMBIENT/BATTERY TEMPERATURE SENSOR VOLTAGE TOO LOW (CONTINUED)
3. (K25) BATTERY TEMP SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K25) Battery Temp
Signal circuit at the Battery Temp Sensor harness connector.

Yes >> Repair the short to ground in the (K25) Batt Temp Signal
circuit.
No >> Go To 4
4. (K25) BATTERY TEMP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND
Measure the resistance between the (K25) Battery Temp Signal circuit
and the (K900) Sensor ground circuit at the Battery Temp Sensor har-
ness connector.

and the (K25) Batt Temp Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.

Repair
P1494-LEAK DETECTION PUMP SWITCH OR MECHANICAL FAULT

P1494-LEAK DETECTION PUMP SWITCH OR MECHANICAL FAULT (CONTINUED)
• When Monitored:
Immediately after a cold start, with battery/ambient temperature between 40 Deg. F and 90 Deg. F and coolant
temperature within 10 Deg. F of battery/ambient.
• Set Condition:
The state of the switch does not change when the solenoid is energized.
Possible Causes

LDP VACUUM SUPPLY
LEAK DETECTION PUMP
(K107) LDP SWITCH SENSE CIRCUIT OPEN
(K107) LDP SWITCH SENSE CIRCUIT SHORTED TO GROUND
PCM


Yes >> Go To 2
2. LDP VACUUM SUPPLY

Disconnect the vacuum supply hose at the Leak Detection Pump.
Connect a vacuum gauge to the disconnected vacuum supply hose at the Leak Detection Pump.
Start the engine and read the vacuum gauge.
Does the vacuum gauge read at least 13( Hg?

Yes >> Go To 3
No >> Repair leak or obstruction in vacuum hose as necessary.
3. LEAK DETECTION PUMP
Connect the vacuum supply hose at the LDP.
Disconnect the Leak Detection Pump electrical harness connector.
Start the engine.
With the scan tool in Inputs/Outputs, read the Leak Detect Pump
Switch state.
Connect a jumper wire between 12-volts and the (K107) LDP Switch
Signal circuit.
Did the Leak Detect Pump Sw state change when the jumper
was connected?
Yes >> Replace the Leak Detection Pump.
No >> Go To 4
4. (K107) LDP SWITCH SENSE CIRCUIT OPEN

Measure the resistance of the (K107) LDP Switch Sense circuit from
the PCM harness connector to LDP harness connector.

Yes >> Go To 5
No >> Repair the open in the (K107) Leak Detection Pump
Switch Sense circuit.
5. (K107) LDP SWITCH SENSE CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (K107) LDP Switch
Sense circuit.

Yes >> Repair the short to ground in the (K107) LDP Switch
Sense circuit.
No >> Go To 6
6. PCM
Ground circuits.

Repair
P1495-LEAK DETECTION PUMP SOLENOID CIRCUIT

P1495-LEAK DETECTION PUMP SOLENOID CIRCUIT (CONTINUED)
• When Monitored:
Continuously when the ignition is on and battery voltage is greater than 10.4 volts.
• Set Condition:
The state of the solenoid circuit does not match the PCM’s desired state.
Possible Causes

(K125) GENERATOR SOURCE CIRCUIT OPEN
(K107) LDP SWITCH SIGNAL CIRCUIT OPEN
(K107) LDP SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
(K106) LEAK DETECTION PUMP SOLENOID CONTROL CIRCUIT OPEN
(K106) LDP SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
LEAK DETECTION PUMP
PCM


Yes >> Go To 2
2. (K125) GENERATOR SOURCE CIRCUIT OPEN

Disconnect the Leak Detection Pump electrical harness connector.
With the scan tool, actuate the Leak Detection Pump.
Using a 12-volt test light connected to ground, check the (K125) Gen-
erator Source circuit at the LDP connector.

Yes >> Go To 3
No >> Repair the open in the (K125) Generator Source circuit.
3. LDP SOLENOID CONTROL OPERATION
Connect a 12-volt test light to a good 12-volt source.
With the scan tool, actuate the Leak Detection Pump.
Probe the (K106) LDP Solenoid Control circuit with the test light while
the Pump is actuating.
Does the test light blink?

Yes >> Go To 4
No >> Go To 7
4. (K107) LDP SWITCH SIGNAL CIRCUIT OPEN

Measure the resistance of the (K107) LDP Switch Signal circuit from
the PCM harness connector to LDP harness connector.

Yes >> Go To 5
No >> Repair the open in the (K107) Leak Detection Pump
5. (K107) LDP SWITCH SIGNAL CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (K107) LDP Switch
Signal circuit at the LDP harness connector.

Yes >> Repair the short to ground in the (K107) LDP Switch Sig-
nal circuit.
No >> Go To 6
6. LEAK DETECTION PUMP

Repair
Replace the Leak Detection Pump.
7. (K106) LEAK DETECTION PUMP SOLENOID CONTROL CIRCUIT OPEN

Measure the resistance of the (K106) LDP Solenoid Control circuit
from the PCM harness connector to the LDP harness connector.

Yes >> Go To 8
No >> Repair the open in the (K106) Leak Detection Pump Sole-
8. (K106) LDP SOLENOID CONTROL CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (K106) LDP Solenoid
Control circuit.

Yes >> Repair the short to ground in the (K106) LDP Solenoid
Control circuit.
No >> Go To 9
9. PCM
Ground circuits.

Repair
P1499-HYDRAULIC FAN SOLENOID CIRCUIT

P1499-HYDRAULIC FAN SOLENOID CIRCUIT (CONTINUED)
• 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 Powertrain Control
Module.
Possible Causes
RADIATOR FAN INOP

(C240) COOLING FAN CONTROL CIRCUIT OPEN
(C240) COOLING FAN CONTROL CIRCUIT SHORTED TO GROUND
HYDRAULIC FAN
PCM
1. RADIATOR FAN INOP

With the scan tool, perform the Hydraulic Fan Solenoid Test found under Engine Test and Systems Test.
Does the Radiator Fan operate properly?

No >> Go To 2
2. (K342) FUSED ASD RELAY OUTPUT CIRCUIT

Disconnect the Fan Solenoid harness connector.
Using a 12-volt test light connect to ground, probe the (K342) Fused
ASD Relay Output circuit at the fan solenoid.
Does the test light illuminate brightly when the ASD Relay is
actuated?
Yes >> Go To 3
3. (C240) COOLING FAN SOLENOID CIRCUIT OPEN
Measure the resistance of the (C240) Cooling Fan Solenoid Control
circuit from the fan harness connector to the PCM harness connector.

Yes >> Go To 4
No >> Repair the open in the (C240) Cooling Fan Control circuit.
4. (C240) COOLING FAN CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (C240) Cooling Fan
Control circuit.

Yes >> Repair the short to ground in the (C240) Cooling Fan Con-
trol circuit.
No >> Go To 5
5. HYDRAULIC FAN SOLENOID
Remove the ASD Relay and connect a jumper wire between the (K342) ASD Relay Output terminal and the (A14)
Fused B+ circuit to keep the ASD Output circuit powered up for this step.
Connect another jumper wire to the (C240) Hydraulic Fan Solenoid Control circuit in the PCM harness connector.
Momentarily connect the other end of the jumper wire to ground.
NOTE: Remove the jumper wires before continuing.
Did the solenoid actuate?

Yes >> Go To 6
No >> Replace the Hydraulid Radiator Fan.
6. PCM
Ground circuits.

Repair
P1594-CHARGING SYSTEM VOLTAGE TOO HIGH

P1594-CHARGING SYSTEM VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
With the ignition key on and the engine speed greater than 0 RPM.
• Set Condition:
When the PCM regulates the generator field and there are no detected field problems, but the voltage output
does not decrease.
Possible Causes
(K20) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO GROUND

GENERATOR FIELD COIL SHORTED TO GROUND
PCM
Diagnostic Test
1. CHARGING SYSTEM OPERATION

NOTE: Battery must be fully charged and be capable of passing a load test.
NOTE: Generator Belt tension and condition must be checked before continuing.
With the scan tool, read DTCs and the related Freeze Frame data then clear the DTCs.
With scan tool, actuate the Generator Field Driver.
With a 12-volt test light connected to ground, backprobe the (K20) Gen Field Control circuit in the back of Generator
Field harness connector.
Does the test light illuminate brightly and flash?

Yes >> Go To 2
P1594-CHARGING SYSTEM VOLTAGE TOO HIGH (CONTINUED)
Disconnect the Generator Field Harness connector.
Carefully inspect the related connectors for corrosion or spread termi-
nals before continuing.
Field Driver circuit at the Generator Field harness connector.

Yes >> Repair the short to ground in the (K20) Generator Field
Control circuit.
No >> Go To 3
3. GENERATOR FIELD COIL SHORTED TO GROUND

Measure the resistance between ground and the Generator Field terminals on the Generator.

Yes >> Replace or repair the Generator Field Coil for a short to ground.
No >> Go To 4

Connect the PCM harness connectors and the Generator harness connector.
With the scan tool in Inputs/Outputs, read the Batt Temp Sensor value.
Using a thermometer measure under hood temperature near Battery tray.
Is the temperature within 10 deg of Battery temperature?

Yes >> Go To 5
No >> Replace the Battery Temperature Sensor.
5. PCM
Ground circuits.

Repair
P1598-A/C PRESSURE SENSOR VOLTAGE TOO HIGH

P1598-A/C PRESSURE SENSOR VOLTAGE TOO HIGH (CONTINUED)
• When Monitored:
With the engine running and the A/C Relay energized.
• Set Condition:
The A/C Pressure Sensor Signal at the PCM goes above 4.92 volts.
Possible Causes
(C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO VOLTAGE

(C18) A/C PRESSURE SIGNAL CIRCUIT OPEN
(C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
A/C PRESSURE SENSOR
PCM
Diagnostic Test
1. A/C PRESSURE SENSOR VOLTAGE ABOVE 4.9 VOLTS

NOTE: Make sure the A/C refrigerant System is properly charged per the Service Information.
Start the engine.
With the scan tool, read the A/C Pressure Sensor voltage.

Yes >> Go To 2
Disconnect the A/C Pressure Sensor harness connector.
Connect a jumper wire between the (C918) A/C Pressure Signal circuit
and the (K900) Sensor ground circuit in the Sensor harness connector.
With the scan tool, monitor the A/C Pressure Sensor voltage.

Yes >> Replace the A/C Pressure Sensor.
No >> Go To 3
3. (C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (C918) A/C Pressure Signal circuit in the
A/C Pressure Sensor harness connector.

Yes >> Repair the short to voltage in the (C918) A/C Pressure
Signal circuit.
No >> Go To 4
4. (C918) A/C PRESSURE SIGNAL CIRCUIT OPEN
Measure the resistance of the (C918) A/C Pressure Signal circuit
between the A/C Pressure Sensor harness connector and the PCM
harness connector.

Yes >> Go To 5
No >> Repair the open in the (C918) A/C Pressure Signal circuit.
5. (C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
cuit and the (F855) 5-volt Supply circuit in the A/C Pressure Sensor
harness connector.

and the (C918) A/C Pressure Signal circuit.
No >> Go To 6
A/C Pressure Sensor harness connector to the PCM harness connec-
tor.

Yes >> Go To 7
7. PCM
Ground circuits.

Repair
P1599-A/C PRESSURE SENSOR VOLTAGE TOO LOW

P1599-A/C PRESSURE SENSOR VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
With the engine running and the A/C Relay energized.
• Set Condition:
The A/C Pressure Transducer Signal voltage at the PCM goes below 0.58 volts for 2.6 seconds.
Possible Causes

A/C PRESSURE SENSOR
(C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND
(C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
PCM
Diagnostic Test
1. A/C PRESSURE SENSORr VOLTAGE BELOW 0.6 VOLTS

NOTE: Make sure the A/C refrigerant System is properly charged per the Service Information.
Start the engine.
With the scan tool, read the A/C Pressure Transducer voltage.

Yes >> Go To 2
Measure the voltage on the (F855) 5-volt Supply circuit in the A/C
Pressure Transducer harness connector.

Yes >> Go To 3
No >> Go To 6

With the scan tool, monitor the A/C Pressure Transducer voltage with the Transducer disconnected.

No >> Go To 4
4. (C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (C918) A/C Pressure
Signal circuit in the A/C Pressure Transducer harness connector.

Yes >> Repair the short to ground in the (C918) A/C Pressure Sig-
nal circuit.
No >> Go To 5
5. (C918) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
cuit and the (K900) Sensor ground circuit in the A/C Pressure Trans-

the (C918) A/C Pressure Signal circuit.
No >> Go To 8

A/C Pressure Transducer harness connector and the PCM harness
connector.

Yes >> Go To 7
ground in the A/C Pressure Transducer harness connector.

cuit.
No >> Go To 8
8. PCM
Ground circuits.

Repair
P1682-CHARGING SYSTEM VOLTAGE TOO LOW

P1682-CHARGING SYSTEM VOLTAGE TOO LOW (CONTINUED)
• When Monitored:
With the ignition key on and the engine running over 1500 RPM after 25 seconds.
• Set Condition:
When the PCM regulates the generator field and there are no detected field problems, but the voltage output
does not increase.
Possible Causes

RESISTANCE IN THE BATTERY POSITIVE CIRCUIT
(K125) GENERATOR FIELD SOURCE CIRCUIT OPEN
RESISTANCE IN THE GENERATOR GROUND
(K125) GENERATOR FIELD SOURCE CIRCUIT SHORTED TO GROUND
(K20) GENERATOR FIELD CONTROL CIRCUIT OPEN
RESISTANCE IN THE GENERATOR FIELD COIL
PCM
Diagnostic Test
1. CHARGING VOLTAGE BELOW 15.1 VOLTS

NOTE: Battery must be fully charged and capable of passing a battery load test.
NOTE: Inspect the vehicle for any aftermarket accessories that may exceed the maximum Generator output.
WARNING: When the engine is operating, do not stand in direct line of the fan. Do not put your hands near
the pulley, belts, or fan. Do no wear loose clothing.
Start the engine.
With the scan tool, read the target charging voltage.
Is the target charging voltage above 15.1 volts?

No >> Go To 2
Start the engine.
With the scan tool in sensors, read the Battery Temp Sensor value.
Using a Thermometer, measure under hood temperature.
Is the temperature within 10° F of Battery temperature?

Yes >> Go To 3
No >> Replace the Battery Temperature Sensor.
3. HIGH RESISTANCE IN THE BATTERY POSITIVE CIRCUIT

Measure the voltage between the Generator B+ Terminal and the Battery Positive Post.
CAUTION: Make sure all wires are clear of the engine’s moving parts.
Start the engine.

Yes >> Repair the excessive resistance in the Battery Positive circuit between the Generator and Battery.
No >> Go To 4
4. RESISTANCE IN THE GENERATOR GROUND

Start the engine.
Measure the voltage between the Generator case and Battery Negative Post.

Yes >> Repair the excessive resistance in the Generator Ground circuit between the Generator Case and Bat-
tery Negative side.
No >> Go To 5
Carefully inspect all connectors for corrosion or spread terminals before continuing.
With the scan tool actuate the Generator Field Driver.
While backprobing, measure the voltage on the (K125) Generator Field Source circuit at back of Generator.

Yes >> Go To 6
No >> Repair the open in the (K125) Generator Field Source circuit.
6. (K125) GEN FIELD SOURCE CIRCUIT SHORTED TO GROUND

Field Source circuit in the PCM harness connector.

Yes >> Repair the short to ground in the (K125) Generator Field
Source circuit and replace the PCM.
No >> Go To 7

Measure the resistance of the (K20) Generator Field Driver circuit from
the Generator harness connector to the PCM harness connector.

Yes >> Go To 8
No >> Repair the open in the (K20) Generator Field Control cir-
cuit.
8. GENERATOR FIELD COIL HIGH RESISTANCE

Yes >> Replace or repair the Generator as necessary.
No >> Go To 9
9. PCM
Ground circuits.

Repair
P1687-NO CLUSTER BUS MESSAGE

P1687-NO CLUSTER BUS MESSAGE (CONTINUED)
• When Monitored:
• Set Condition:
The PCM has not received an expected Cluster Status Bus message from the instrument cluster within the last
20 seconds.
Possible Causes
(D25) OPEN BETWEEN PCM AND CLUSTER

(D25) SHORTED BETWEEN PCM AND CLUSTER
CLUSTER
PCM
Diagnostic Test
1. NO CLUSTER BUS MESSAGE

Cycle the ignition key on and off several times.
Does the DTC reset?

Yes >> Go To 2
2. COMMUNICATE WITH CLUSTER

With the scan tool, attempt to communicate with the Instrument cluster.
Can communication be established with the Instrument Cluster?

Yes >> Go To 3
No >> Refer to the Communication Category of the Body Diagnostic Manual and perform the appropriate
symptom related to no communication with cluster.
P1687-NO CLUSTER BUS MESSAGE (CONTINUED)
3. INSTRUMENT CLUSTER OPERATION
Start the engine
Is the correct engine speed display in the instrument cluster (Tach)?

No >> Refer to the Instrument Category in the Body Diagnostic Manual and perform the appropriate symptom.
P1695-BUS MESSAGE FROM BODY CONTROL MODULE

P1695-BUS MESSAGE FROM BODY CONTROL MODULE (CONTINUED)
• When Monitored:
• Set Condition:
No BUS messages recieved from the BCM for 20 seconds.
Possible Causes
(D25) PCI BUS CIRCUIT OPEN
PCM
Diagnostic Test
1. DTC RESET
Cycle the ignition key on and off several times. Leaving the ignition on for at least 20 seconds.
Does the DTC reset?

Yes >> Go To 2
2. COMMUNICATE WITH FCM

With the scan tool, attempt to communicate with the FCM.
Can communication be established with the BCM?

Yes >> Go To 3
No >> Refer to the Communication Category and perform the appropriate symptom related to no communica-
tion with FCM.
P1695-BUS MESSAGE FROM BODY CONTROL MODULE (CONTINUED)
3. (D25) PCI BUS CIRCUIT OPEN
Disconnect the FCM harness connector.
NOTE: Inspect the PCI Bus terminal at both the PCM connectors
and the FCM connectors. Check for corrosion, damage or termi-
nal push out.
Measure the resistance of the (D25) PCI BUS circuit between the C3
PCM harness connector and the FCM harness connector.

Yes >> Replace and program the Powertrain Control Module per
No >> Repair the open in the (D25) PCI BUS circuit.
P1696-PCM FAILURE EEPROM WRITE DENIED

For the Engine circuit diagram. (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
• When Monitored:
• Set Condition:
An attempt to program/write to the internal EEPROM failed, also checks at powerdown.
Possible Causes
SRI MILEAGE INVALID
PCM
Diagnostic Test
1. SCAN TOOL DISPLAYS WRITE FAILURE

With the scan tool, perform the SRI Memory Test.
Does the scan tool display Write Failure?

No >> Go To 2
2. SCAN TOOL DISPLAYS WRITE REFUSED


Yes >> Go To 3
No >> Go To 4

With the scan tool, perform the SRI Memory Test a second time.

P1696-PCM FAILURE EEPROM WRITE DENIED (CONTINUED)

No >> Go To 5

*BRAKE SWITCH SENSE STATUS DOES NOT CHANGE ON THE SCAN TOOL
*BRAKE SWITCH SENSE STATUS DOES NOT CHANGE ON THE SCAN TOOL (CONTINUED)
Possible Causes
(A103) FUSED B+ CIRCUIT

(Z429) BRAKE LAMP SWITCH GROUND CIRCUIT OPEN
BRAKE LAMP SWITCH
(B29) BRAKE SWITCH NO.1 SIGNAL CIRCUIT SHORT TO GROUND
PCM
Diagnostic Test
1. SCAN TOOL DOES NOT SHOW BRAKE SW PRESSED OR RELEASED

With the scan tool in Inputs/Outputs, read the Brake Switch state.
While observing the scan tool display, press and release the brake pedal several times.
Does the scan tool display Brake Switch PRESSED and RELEASED?
Yes >> The Brake Lamp Switch is operating properly at this time.
No >> Go To 2
2. (A103) FUSED B+ CIRCUIT OPEN

Disconnect the Brake Lamp Switch harness connector.
B+ circuit at the Brake Lamp Switch harness connector.

Yes >> Go To 3
B+ circuit. Check and replace fuses as necessary.
3. (Z429) BRAKE LAMP SWITCH GROUND CIRCUIT OPEN
Using a 12-volt test light connect to 12-volts, probe the (Z429) Brake
Lamp Switch ground circuit.

Yes >> Go To 4
No >> Repair the open in the (Z429) Brake Lamp Switch Ground
circuit.
4. BRAKE LAMP SWITCH

Measure the resistance across the (B29) Brake Lamp Switch Signal terminal and the (Z429) Ground terminal (mea-
surement taken across the switch).
Apply and release the Brake Pedal while monitoring the ohmmeter.
Does the resistance change from below 5.0 ohms to open circuit?
Yes >> Go To 5
No >> Replace the Brake Lamp Switch.
5. (B29) BRAKE LAMP SWITCH SIGNAL CIRCUIT OPEN

Measure the resistance of the (B29) Brake Lamp Switch Signal circuit
from the Stop Lamp Switch harness connector to the C3 PCM harness
connector.

Yes >> Go To 6
No >> Repair the open in the (B29) Brake Lamp Switch Signal
circuit.
6. (B29) BRAKE LAMP SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (B29) Brake Lamp
Switch Signal circuit at the Stop Lamp Switch harness connector.

Yes >> Repair the short to ground in the (B29) Brake Lamp
No >> Go To 7
7. (B29) BRAKE LAMP SWITCH SIGNAL LESS THAN 10.0 VOLTS

Connect the Brake Lamp Switch harness connector.
Brake pedal must be depressed in the next step.
Using a 12-volt test light connected to ground, probe the (B29) Brake Lamp Switch Signal circuit at the Brake Lamp
Switch harness connector.
Is the test light illuminated and bright?

Yes >> Go To 8
No >> Replace or adjust the brake switch.
8. PCM
Ground circuits.

Repair
*CANNOT SHIFT INTO REVERSE

*CANNOT SHIFT INTO REVERSE (CONTINUED)
Possible Causes
REVERSE LOCKOUT SOLENOID STUCK
Diagnostic Test
1. REVERSE LOCKOUT SOLENOID STUCK

Check for a mechanically stuck Reverse Lockout Solenoid. This will not set a DTC in the PCM, but will prevent
reverse gear engagement.
Is the solenoid stuck?

Yes >> Replace the Reverse Lockout Solenoid.
No >> Test Complete
*CHECKING A/C SYSTEM OPERATION WITH NO DTCS

*CHECKING A/C SYSTEM OPERATION WITH NO DTCS (CONTINUED)
For the XXXX circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
Possible Causes
A/C SELECT CIRCUIT OPEN

A/C SELECT IN HVAC
PCM
A/C REQUEST CIRCUIT OPEN
REFRIGERATION SYSTEM NOT PROPERLY CHARGED
HIGH PRESS CUT-OFF SWITCH
LOW PRESSURE SWITCH
A/C CLUTCH COIL
A/C COMPRESSOR CLUTCH GROUND CIRCUIT OPEN
(C3) A/C CLUTCH RELAY OUTPUT CIRCUIT OPEN
A/C CLUTCH RELAY
Diagnostic Test
1. DTC AND COMMUNICATION PRESENT

Verify that communication with the HVAC and PCM is available over the BUS.
With the scan tool, check for DTCs in the PCM and HVAC module.
Are any A/C DTC’s or communication failures present?

Yes >> Diagnose the related DTC(s) or BUS failure before continuing.
Perform BODY VERIFICATION TEST - VER 1.
No >> Go To 2
2. A/C SELECT CIRCUIT OPEN

Engine running.
With the scan tool, read the A/C Select status in the PCM.
Turn the A/C Switch on and off a few times.
Does the A/C Select state change?

Yes >> Go To 3
No >> Go To 12
3. A/C REQUEST CIRCUIT OPEN
Engine Running.
Turn the A/C system on and the fan on high.
With the scan tool in Inputs/Outputs, read the A/C request state.
Does the A/C request state change?

Yes >> Go To 4
No >> Repair the open in the A/C Request circuit.
4. REFRIGERATION SYSTEM NOT PROPERLY CHARGED

Verify that the Refrigerant System is properly charged per Service Procedure.
Is the Refrigerant System properly charged?

Yes >> Go To 5
No >> Properly charge the Refrigerant System per Service Information.
5. HIGH PRESSURE CUT-OFF SWITCH

Verify the High Pressure Cut-Off Switch operation per Service Information.
Is the High Pressure Cut-Off Switch OK?

Yes >> Go To 6
No >> Replace the High Pressure Cut-Off Switch.
6. LOW PRESSURE SWITCH

Verify the Low Pressure Switch operation per Service Information.
Is the Low Pressure Switch OK?

Yes >> Go To 7
No >> Replace the Low Pressure Switch.
7. A/C CLUTCH COIL

Disconnect the A/C Compressor Clutch harness connector.
Connect a test light between the ground circuit and the A/C Clutch Relay Output circuit.
With the scan tool, actuate the A/C Clutch Relay.
Does the test light illuminate brightly on and off with the relay actuation?
Yes >> Replace the A/C Clutch Coil.
No >> Go To 8
8. A/C COMPRESSOR CLUTCH GROUND CIRCUIT OPEN
Disconnect the A/C Clutch harness connector.
Measure the resistance between ground and the A/C Compressor Clutch ground circuit in the A/C Clutch harness
connector.

Yes >> Go To 9
No >> Repair the open in the A/C Compressor Clutch ground circuit.
9. (C3) A/C CLUTCH RELAY OUTPUT CIRCUIT OPEN

Disconnect the A/C Clutch harness connector.
Remove the A/C Clutch Relay.
Measure the resistance of the (C3) A/C Clutch Relay Output circuit between the IPM and the A/C Clutch Coil.

Yes >> Go To 10
No >> Repair the open in the (C3) A/C Clutch Relay Output circuit.
10. (A17) FUSED B+ CIRCUIT OPEN

Remove the A/C Clutch Relay.
Measure the voltage of the Fused B+ circuit at the A/C Clutch Relay connector.

Yes >> Go To 11
No >> Repair the open in the Fused B+ circuit. The open may be in the IMP.
11. A/C CLUTCH RELAY

Repair
Replace the A/C Clutch Relay.
12. A/C SELECT SWITCH STATUS IN HVAC
With the scan tool in the HVAC, under the Monitors screen, read the A/C Select Switch state.
While monitoring the scan tool screen, turn the A/C switch on and off a few times.
Does the A/C Select State change on the HVAC Monitors screen.
Yes >> Check for any related TSBs. Replace and program the PCM in accordance with the Service Information
as long as no BUS problems exist.
No >> Replace the A/C-Heater Control module.
*CHECKING CHARGING SYSTEM OPERATION WITH NO DTCS

*CHECKING CHARGING SYSTEM OPERATION WITH NO DTCS (CONTINUED)
Possible Causes
GENERATOR BELT CONDITION

RESISTANCE IN THE BATTERY POSITIVE CIRCUIT
(K125) GENERATOR FIELD SOURCE CIRCUIT OPEN
GENERATOR FIELD COIL HIGH RESISTANCE
RESISTANCE IN THE GENERATOR GROUND
PCM
Diagnostic Test
1. TARGET CHARGING DIFFERS FROM ACTUAL CHARGING BY 1 VOLT

NOTE: Verify that the Battery is able to pass a load test before continuing.
With the scan tool, read the Battery voltage and record the results.
Measure Battery voltage between the Battery Positive and Negative Terminals and record the results.
Compare the two voltage readings.
Is the voltage difference less than one volt?

Yes >> Go To 2
No >> Go To 8
2. RESISTANCE IN THE BATTERY POSITIVE CIRCUIT

Measure the voltage between the Generator B+ Terminal and the Battery+ Post.
Start the engine.

Yes >> Repair the excessive resistance in the Battery Positive circuit between the Generator and Battery.
No >> Go To 3
Record all DTCs and freeze frame data, now erase Codes.
Carefully inspect all connectors for corrosion or spread terminals before continuing.
Measure the voltage of the (K125) Generator Field Source circuit by backprobing the back of Generator Field har-
ness connector.

Yes >> Go To 4
No >> Repair the (K125) Generator Field Source circuit for an open or short to ground.
4. RESISTANCE IN THE GENERATOR GROUND

Start the engine.
Measure the voltage between the Generator case and Battery Negative Post.

Yes >> Repair the excessive resistance in the Generator Ground circuit between the Generator Case and Bat-
tery Ground side.
No >> Go To 5
5. GENERATOR FIELD COIL HIGH RESISTANCE

Disconnect the Generator Field harness connector at back of the Generator.

Yes >> Replace or repair the Generator as necessary.
No >> Go To 6
Measure the resistance of the (K20) Generator Field Driver circuit
between the C3 PCM harness connector and the Generator harness
connector.

Yes >> Go To 7
7. PCM
Ground circuits.

Repair
8. GENERATOR BELT CONDITION

NOTE: Battery condition must be verified prior to this test.
Inspect the Generator Belt tension and condition.
Is the Generator Belt OK?

Yes >> Go To 9
No >> Repair as necessary.
9. ACTIVE DTC SET
Start the engine.
Turn on all accessories.
Raise engine speed to 2000 RPM for 30 seconds then return to idle.
Are there any (Charging System( Trouble Codes?

Yes >> Refer to DTC list for the related Charging DTCs.
No >> Go To 10

Using a 12-volt test light, backprobe the Generator Field Driver Terminal at the back of the Generator.
NOTE: The test light should blink On and Off every 1.4 seconds.
While monitoring the 12-volt test light, wiggle the Field Terminals back to the PCM and ASD Relay.
Was there any interruption in the normal cycle of the test light?
Yes >> Repair the wire or connector where the wiggling interrupted the voltage cycle.
*CHECKING RADIATOR FAN OPERATION

*CHECKING RADIATOR FAN OPERATION (CONTINUED)
Possible Causes
HARNESS INSPECTION
HYDRAULIC FAN
Diagnostic Test
1. FAN OPERATION
With the scan tool select Engine Test, Systems Test, and Hydraulic Fan Solenoid Test.
Actuate the Hydraulic Fan Solenoid Test.
Does the fan operate properly?

No >> Go To 2
2. HARNESS INSPECTION
Check to see if the fan wire harness is properly connected at the upper right corner of the fan shroud.
Check to see if the fan wire harness is properly connected at the fan solenoid on the fan motor.
Check the harness for continuity from the Hydraulic Fan Relay to the solenoid.
Inspect connector terminals for proper pin fit and corrosion.
Inspect the related fuse and relay.

Yes >> Repair any defective wire harness concerns.
No >> Go To 3
3. HYDRAULIC FAN
Inspect the hydraulic circuit for leaks and repair as necessary.

Yes >> Repair the Hydraulic leaks and/or replace the Hydraulic Fan assembly.
*CHECKING THE PCM POWER AND GROUNDS

*CHECKING THE PCM POWER AND GROUNDS (CONTINUED)
Possible Causes
(A919) PCM FUSED B+ CIRCUIT

(F202) PCM FUSED IGNITION SWITCH OUTPUT CIRCUIT
(Z130) AND (Z131) PCM GROUND CIRCUITS
Diagnostic Test
1. (A919) PCM FUSED B+ CIRCUIT

Using a 12-volt test light connected to ground, probe the (A919) PCM
Fused B+ circuit in the C1 PCM harness connector.

Yes >> Go To 2
No >> Repair the open in the (A1919) Fused B+ circuit. Inspect
the related fuse and repair as necessary.
2. (F202) PCM FUSED IGNITION SWITCH OUTPUT CIRCUIT

Using a 12-volt test light connected to ground, probe the (F202) PCM
Fused Ignition Switch Output circuit in the C1 PCM harness connector.

Yes >> Go To 3
No >> Repair the open in the (F202) Fused Ignition Switch Out-
put circuit.
*CHECKING THE PCM POWER AND GROUNDS (CONTINUED)
3. (Z130) AND (Z131) PCM GROUND CIRCUITS
(Z130) and (Z131) PCM ground circuits in the C1 PCM harness con-
nector.

No >> Repair the open in the (Z130) and (Z131) PCM ground cir-
cuits.
STANDARD PROCEDURE
POWERTRAIN VERIFICATION TEST
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
formed.
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.
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.
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.
18. Turn the Speed Control Off. (Cruise light will be off). The speed control should disengage.
NOTE: OVERSHOOT/UNDERSHOOT FOLLOWING SPEED CONTROL SET.
26. Then turn the cruise control switch to the OFF position (or press the CANCEL button if equipped) after waiting
10 seconds.
condition.

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.
formed.
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 >> Check for any Technical Service Bulletins and/or refer to the appropriate Diagnostic Procedure.

1. Install the Miller Tool #8404 Evaporative Emission Leak Detector (EELD) according to the instructions in the pre-
vious DTC table.
2. Set the smoke/air control switch to AIR.
3. Insert the tester’s AIR supply tip (clear hose) into the appropriate calibration orifice on the tester’s control panel
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 vehicle’s 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
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.
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 >> Repeat the DTC test to identify the leak and repair.
formed.
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.
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 9Catalyst Replaced9 and
press enter.
11. If a Comprehensive Component DTC was repaired, perform steps 12 - 14. If a Major OBDII Monitor DTC was
running).
complete. Check for any related technical service bulletins or flash updates and return to Engine Electrical Diag-
nostic 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?
DR/DH ENGINE - 3.7L - SERVICE INFORMATION 9 - 2037
ENGINE - 3.7L - SERVICE INFORMATION
TABLE OF CONTENTS
page page
ENGINE - 3.7L - SERVICE INFORMATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2079

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2039 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2080
DIAGNOSIS AND TESTING SEALS - VALVE GUIDE
DIAGNOSIS AND TESTING - ENGINE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2080
DIAGNOSIS - INTRODUCTION . . . . . . . . . . 2040 SPRINGS VALVE
DIAGNOSIS AND TESTING - ENGINE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2080
DIAGNOSIS - PERFORMANCE . . . . . . . . . 2040 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2080
DIAGNOSIS AND TESTING - ENGINE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2081
DIAGNOSIS - MECHANICAL . . . . . . . . . . . 2042 CYLINDER HEAD - RIGHT
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS AND TESTING - HYDRAULIC
DIAGNOSIS - LUBRICATION . . . . . . . . . . . 2043 LASH ADJUSTER . . . . . . . . . . . . . . . . . . . . 2081
DIAGNOSIS AND TESTING - CYLINDER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2082
COMPRESSION PRESSURE . . . . . . . . . . . 2044 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2084
DIAGNOSIS AND TESTING - CYLINDER CAMSHAFT
COMBUSTION PRESSURE LEAKAGE . . . . 2044 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2087
STANDARD PROCEDURE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2088
STANDARD PROCEDURE - REPAIR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2091
DAMAGED OR WORN THREADS . . . . . . . 2045 COVER - CYLINDER HEAD
STANDARD PROCEDURE - FORM-IN- REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2092
PLACE GASKETS AND SEALERS . . . . . . . 2045 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2093
STANDARD PROCEDURE - ENGINE ROCKER ARM - VALVE
GASKET SURFACE PREPARATION . . . . . . 2046 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2093
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2047 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2094
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2051 SEALS - VALVE GUIDE
SPECIFICATIONS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2094
SPECIFICATIONS - 3.7L ENGINE . . . . . . . . 2055 SPRINGS - VALVE
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . 2060 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2094
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . 2061 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2094
ELEMENT - AIR CLEANER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2095
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2066 ENGINE BLOCK
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2067 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2095
CYLINDER HEAD - LEFT STANDARD PROCEDURE - CYLINDER BORE
DIAGNOSIS AND TESTING - CYLINDER HEAD HONING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2096
GASKET . . . . . . . . . . . . . . . . . . . . . . . . . . . 2067 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2096
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2068 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2097
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2070 CRANKSHAFT
CAMSHAFT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2098
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2072 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2099
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2074 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2100
COVER - CYLINDER HEAD BEARINGS - CRANKSHAFT MAIN
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2075 STANDARD PROCEDURE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2075 MAIN BEARING FITTING . . . . . . . . . . . . . . 2102
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2076 SEAL - CRANKSHAFT OIL - FRONT
VALVES & SEATS - INTAKE/EXHAUST REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2104
STANDARD PROCEDURE - REFACING . . . . 2077 SEAL - CRANKSHAFT OIL - REAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2077 DIAGNOSIS AND TESTING - REAR SEAL
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2078 AREA LEAKS . . . . . . . . . . . . . . . . . . . . . . . 2105
ROCKER ARM - VALVE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2106
9 - 2038 ENGINE - 3.7L - SERVICE INFORMATION DR/DH
FLEX PLATE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2132

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2107 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2133
PISTON & CONNECTING ROD PUMP - ENGINE OIL
STANDARD PROCEDURE DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 2133
CONNECTING ROD BEARING FITTING . . . 2109 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2134
STANDARD PROCEDURE - PISTON ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 2136
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2112 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2136
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2112 FILTER - ENGINE OIL
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2113 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2137
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2113 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2137
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2114 OIL
RINGS - PISTON STANDARD PROCEDURE - ENGINE OIL
STANDARD PROCEDURE - PISTON RING SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 2138
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2115 MANIFOLD - INTAKE
DAMPER - CRANKSHAFT DESCRIPTION ................... . . . . 2139
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2118 DIAGNOSIS AND TESTING - INTAKE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2119 MANIFOLD LEAKS . . . . . . . . . . . . . . . . . . . 2139
COVER - STRUCTURAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2140
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 2119 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2140
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2119 MANIFOLD - EXHAUST
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2120 DESCRIPTION ................... . . . . 2141
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2120 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2142
MOUNT - FRONT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2143
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2120 VALVE TIMING
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2122 DESCRIPTION ................... . . . . 2144
MOUNT - REAR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2144
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2124 STANDARD PROCEDURE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2124 MEASURING TIMING CHAIN WEAR . . . . . 2145
LUBRICATION SERVICE PROCEDURE - TIMING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2125 VERIFICATION . . . . . . . . . . . . . . . . . . . . . . 2146
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2125 SHAFT - BALANCE
DIAGNOSIS AND TESTING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2149
DIAGNOSIS AND TESTING - ENGINE OIL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2150
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2127 SHAFT - IDLER
DIAGNOSIS AND TESTING - CHECKING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2150
ENGINE OIL PRESSURE . . . . . . . . . . . . . . 2128 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2151
DIAGNOSIS AND TESTING - REAR SEAL COVER - TIMING
AREA LEAKS . . . . . . . . . . . . . . . . . . . . . . . 2128 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2151
PAN -ENGINE OIL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2152
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2129 TIMING CHAIN & SPROCKETS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2130 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2153
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2131 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2156
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2131
SWITCH - OIL PRESSURE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2132

DESCRIPTION
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 com-
ponent is the bedplate that comprises the lower portion of the cylinder block and houses the lower half of the crank-
shaft 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 1–6–5–4–3–2. 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 main-
tenance.
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 - DIAGNO-
SIS AND TESTING) for the fuel system diagnosis.
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be iso-
lated 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 POSSIBLE CAUSE CORRECTION
ENGINE WILL NOT START 1. Weak battery 1. Charge or replace as necessary.
2. Corroded or loose battery 2. Clean and tighten battery

connections. connections. Apply a coat of light
mineral grease to the terminals.
3. Faulty starter. 3. (Refer to 8 - ELECTRICAL/
STARTING - DIAGNOSIS AND
TESTING).
4. Faulty coil or control unit. 4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/IGNITION
COIL - REMOVAL).
5. Incorrect spark plug gap. 5. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).
6. Incorrect right bank cam timing. 6. Refer to engine timing in this
section.
7. Dirt or water in fuel system. 7. Clean system and replace fuel
filter.
8.Faulty fuel pump, relay or wiring. 8.Repair or replace as necessary.
9. Faulty cam or crank sensor 9. Refer to Ignition system.
ENGINE STALLS OR ROUGH IDLE 1. Vacuum leak. 1. Inspect intake manifold and
vacuum hoses, repair or replace as
necessary.
2. Faulty crank position sensor 2. Replace crank position sensor.
3. Faulty coil. 3. (Refer to 8 - ELECTRICAL/
COIL - REMOVAL).
4. Incorrect cam timing. 4. (Refer to 9 - ENGINE/VALVE

TIMING - STANDARD
PROCEDURE).
1. ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped spark 1. (Refer to 8 - ELECTRICAL/

plugs. IGNITION CONTROL/SPARK PLUG
- CLEANING).
filter.
3. Faulty fuel pump. 3. (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/FUEL PUMP -
4. Blown cylinder head gasket. 4. Replace cylinder head gasket.
5. Low compression. 5. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING), repair
as necessary.
6. Burned, warped or pitted valves. 6. Replace as necessary.
7. Plugged or restricted exhaust 7. Inspect and replace as
system. necessary.
COIL - REMOVAL).
9. Incorrect cam timing. 9. Refer to Engine TIming in this
section.
1. ENGINE MISSES ON 1. Spark plugs dirty or incorrectly 1. (Refer to 8 - ELECTRICAL/

ACCELERATION gapped. IGNITION CONTROL/SPARK PLUG
- CLEANING).
2. Dirt in fuel system. 2. Clean fuel system.
3. Burned, warped or pitted valves. 3. Replcae as necessary.
COIL - REMOVAL).
1. ENGINE MISSES AT HIGH 1. Spark plugs dirty or incorrectly 1. (Refer to 8 - ELECTRICAL/

SPEED gapped. IGNITION CONTROL/SPARK PLUG
- CLEANING).
COIL - REMOVAL).
filter.
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL
CONDITION POSSIBLE CAUSES CORRECTIONS
NOISY VALVES 1. High or low oil level in 1. (Refer to LUBRICATION &

crankcase. MAINTENANCE -
SPECIFICATIONS)
2. Thin or diluted oil. 2. Change oil and filter.

3. Low oil pressure. 3. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.
4. Dirt in lash adjusters. 4. Replace as necessary.
5. Worn rocker arms. 5. Replace as necessary.
6. Worn lash adjusters 6. Replace as necessary.
7. Worn valve guides. 7. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
8. Excessive runout of valve seats 8. (Refer to 9 - ENGINE/CYLINDER
on valve faces. HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

MAINTENANCE -
SPECIFICATIONS)

wear.
4. Excessive bearing clearance. 4. Replace as necessary.
5. Connecting rod journal 5. Service or replace crankshaft.
out-of-round.
6. Misaligned connecting rods. 6. Replace bent connecting rods.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

MAINTENANCE -
SPECIFICATIONS)
wear.
5. Excessive end play. 5. Check thrust washers for wear.
6. Crankshaft journal out-of round. 6. Service or replace crankshaft.
7. Loose flywheel or torque 7. Tighten to correct torque
converter.
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION
CONDITION POSSIBLE CAUSES CORRECTION
OIL LEAKS 1. Gaskets and O-Rings. 1.
(a) Misaligned or damaged. (a) Replace as necessary.

(b) Loose fasteners, broken or (b) Tighten fasteners, Repair or
porous metal parts. replace metal parts.
2. Crankshaft rear seal 2. Replace as necessary (Refer to 9
- ENGINE/ENGINE BLOCK/
CRANKSHAFT OIL SEAL - REAR -
REMOVAL).
3. Crankshaft seal flange. 3. Polish or replace crankshaft.
Scratched, nicked or grooved.
4. Oil pan flange cracked. 4. Replace oil pan (Refer to 9 -
ENGINE/LUBRICATION/OIL PAN -
REMOVAL).
5. Timing chain cover seal, 5. Replace seal (Refer to 9 -
damaged or misaligned. ENGINE/ENGINE BLOCK/
CRANKSHAFT OIL SEAL - FRONT
- REMOVAL).
6. Scratched or damaged vibration 6. Polish or replace damper.
damper hub.
OIL PRESSURE DROP 1. Low oil level. 1. Check and correct oil level.
2. Faulty oil pressure sending unit. 2. Replace sending unit (Refer to 9

- ENGINE/LUBRICATION/OIL
PRESSURE SENSOR/SWITCH -
REMOVAL).
3. Low oil pressure. 3. Check oil pump and bearing
clearance.
4. Clogged oil filter. 4. Replace oil filter (Refer to 9 -
ENGINE/LUBRICATION/OIL FILTER
- REMOVAL).
5. Worn oil pump. 5. Replace oil pump (Refer to 9 -
ENGINE/LUBRICATION/OIL PUMP
- REMOVAL).
8. Oil pump relief valve stuck. 8. Replace oil pump (Refer to 9 -
ENGINE/LUBRICATION/OIL PUMP
- REMOVAL).
9. Oil pick up tube loose, damaged 9. Replace as necessary.
or clogged.
OIL PUMPING AT RINGS; SPARK 1. Worn or damaged rings. 1. Hone cylinder bores and replace
PLUGS FOULING rings.
2. Carbon in oil ring slots. 2. Replace rings (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON
RINGS - STANDARD
PROCEDURE).
3. Incorrect ring size installed. 3. Replace rings (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON
RINGS - STANDARD
PROCEDURE).
4. Worn valve guides. 4. Ream guides and replace valves
(Refer to 9 - ENGINE/CYLINDER
& SEATS - STANDARD
PROCEDURE).
5. Leaking valve guide seals. 5. Replace 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. 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.
4. Remove the oil filler cap.
5. Remove the air cleaner hose.
6. Calibrate the tester according to the manufacturer’s 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 manufacturer’s 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

AIR ESCAPES THROUGH Intake valve bent, burnt, or not Inspect valve and valve seat.
THROTTLE BODY seated properly Reface or replace, as necessary.
Inspect valve springs. Replace as
necessary.
AIR ESCAPES THROUGH Exhaust valve bent, burnt, or not Inspect valve and valve seat.
TAILPIPE seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and inspect.
RADIATOR cylinder head or block Replace defective part
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and inspect.
FROM ADJACENT CYLINDERS cylinder head or block between Replace gasket, head, or block as
adjacent cylinders necessary
MORE THAN 25% LEAKAGE AND Stuck or broken piston rings; Inspect for broken rings or piston.
AIR ESCAPES THROUGH OIL cracked piston; worn rings and/or Measure ring gap and cylinder
FILLER CAP OPENING ONLY cylinder wall 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.
• 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 apply-
ing 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. MoparT Engine RTV
GEN II, MoparT ATF-RTV, and MoparT Gasket Maker gasket materials, each have different properties and can not
be used in place of the other.
MOPART ENGINE RTV GEN II
MoparT 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.
MOPART ATF RTV
MoparT 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 avail-
able 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.
MOPART GASKET MAKER

MoparT 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.
MOPART GASKET SEALANT
MoparT 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. MoparT 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 it’s easier than using precut gaskets.
MoparT 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.
MoparT 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. Com-
ponents 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.
MoparT 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 multi-
layer steel gaskets.
STANDARD PROCEDURE - ENGINE GASKET SURFACE PREPARATION
To ensure engine gasket sealing, proper surface prep-

aration 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 (3).
• Abrasive pad (1) or paper to clean cylinder block
and head.
• High speed power tool (1) 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 sur-
faces. The mild (white, 120 grit) bristle disc is recommended. If necessary, the medium (yellow, 80 grit) bris-
tle disc may be used on cast iron surfaces with care.
REMOVAL
1. Disconnect the battery negative cable.
2. Remove air cleaner assembly.
3. Remove radiator core support bracket.
4. Remove fan shroud with viscous fan assembly.
5. Remove drive belt.
6. Remove A/C compressor (2) and secure away from
engine.
7. 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.
8. Remove power steering pump with lines attached

and secure away from engine.
9. Drain cooling system.
10. Disconnect the heater hoses from the engine.
11. Disconnect heater hoses from heater core and
remove hose assembly.
12. Disconnect throttle and speed control cables.
13. Remove upper radiator hose from engine.
14. Remove lower radiator hose from engine.
15. Remove radiator/cooling module assembly.
16. Disconnect the engine to body ground straps at
the left side of cowl.
17. Disconnect the engine wiring harness at the fol-

lowing 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
18. Remove coil over plugs.
19. Release fuel rail pressure.

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. Disconnect knock sensors.
25. Remove engine oil dipstick tube.
26. Remove intake manifold.
27. Install engine lifting fixture,special tool#8247, using original fasteners from the removed intake manifold, and
fuel rail. Torque to factory specifications.
NOTE: Recheck bolt torque for engine lift plate before removing engine.
28. Secure the left and right engine wiring harnesses away from engine.
29. Raise vehicle.

30. Disconnect oxygen sensor wiring.
31. Disconnect crankshaft postion sensor.
32. Disconnect the engine block heater power cable, if equipped.
33. Disconnect the front propshaft at the front differ-

ential and secure out of way.
NOTE: It is necessary to disconnect the front

propshaft for access to the starter and left side
exhaust flange.
34. Remove the starter (4).

35. Remove the ground straps from the left (2) and
right (3) side of the block.
36. 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 can-

not be reused. New clamps must be used or leaks
may occur.
37. Remove the structural cover.

38. Remove torque convertor bolts, and mark location
for reassembly.
39. Remove transmission bellhousing to engine bolts.
40. Remove left and right engine mount thru bolts.
41. Lower the vehicle.
42. Support the transmission with a suitable jack.
43. Connect a suitable engine hoist to the engine lift
plate.
44. Remove engine from vehicle.
INSTALLATION
1. Position the engine in the vehicle.

2. Install both left and right side engine mounts onto
engine.
3. Raise the vehicle.
4. Install the transmission bellhousing to engine
mounting bolts. Tighten the bolts to 41 N·m (30ft.
lbs.).
5. Tighten the engine mount thru bolts.
6. Install the torque convertor bolts.
7. Connect the ground straps on the left (2) and right
(3)side of the engine.
8. Install the starter(4).

9. Connect the crankshaft position sensor.
10. 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.
11. Install the structural cover.
NOTE: New clamps must be used on exhaust man-

ifold flanges. Failure to use new clamps may
result in exhaust leaks.
12. Install the left and right exhaust pipes.

13. Connect the left and right oxygen sensors.
14. Lower vehicle.
15. Remove the engine lift plate.
16. Connect the knock sensors.
17. Connect the engine to body ground straps at the
left side of the cowl.
18. Install the intake manifold.

19. Install the engine oil dipstick tube.
20. Install the power brake booster vacuum hose.
21. Install the breather hoses.
22. Install the PCV hose.
23. Install the fuel rail.
24. Install the coil over plugs.
25. Connect the engine wiring harness at the follow-

ing points:
• Fuel Injectors
• Manifold Absolute Pressure MAP) Sensor
• Coil Over Plugs
• Crankshaft Position Sensor
26. Reinstall the radiator/cooling module assembly.

27. Connect lower radiator hose.
28. Connect upper radiator hose.
29. Connect throttle and speed control cables.
30. Install the heater hose assembly.
31. Install coolant recovery bottle.
32. Install the power steering pump.
33. Install the generator (3).
34. Install the A/C compressor (2).

35. Install the drive belt.
36. Install the fan shroud with the viscous fan assem-
bly.
37. Install the radiator core support bracket.
38. Install the air cleaner assembly.
39. Refill the engine cooling system.
40. Recharge the air conditioning.
41. Check and fill engine oil.
42. Connect the battery negative cable.
43. Start the engine and check for leaks.
SPECIFICATIONS
SPECIFICATIONS - 3.7L ENGINE
GENERAL SPECIFICATIONS
DESCRIPTION SPECIFICATION
Type 90° SOHC V6 12 Valve
Number of Cylinders 6
Firing Order 1-6-5-4-3-2
Lead Cylinder No. 1 Left Bank
Compression Ratio 9.6:1
Max. Variation Between Cylinders 25%
Metric Standard
Displacement 3.7 Liters 226 Cubic Inches
Bore 93.0 mm 3.66 in.
Stroke 90.8 mm 3.40 in.
Horsepower 211 @ 5200 RPM
Torque 236ft. lbs.@4000 PRM
Compression Pressure 1172-1551 kPa 170-225 psi
CYLINDER BLOCK
Metric Standard
Bore Diameter 93.013 ± .0075 mm 3.6619 ± 0.0003 in.
Out of Round (MAX) 0.076 mm 0.003 in.
Taper (MAX) 0.051 mm 0.002 in.
PISTONS
Metric Standard
Diameter 92.975 mm 3.6605 in.
Weight 365.0 grams 12.87 oz
Ring Groove Diameter
No. 1 85.37 - 83.13 mm 3.282 - 3.273 in
No. 2 82.833 - 83.033 mm 3.261 - 3.310 in.
No. 3 83.88 - 84.08 mm 3.302 - 3.310 in.
PISTON PINS
Metric Standard
Clearance In Piston 0.006 - 0.015 mm 0.0002 - 0.0005 in.
Diameter 24.017 - 24.020 mm 0.9455 - 0.9456 in.
PISTON RINGS
Metric Standard
Ring Gap
Top Compression Ring 0.20 - 0.36 mm 0.0079 - 0.0142 in.
Second Compression Ring 0.37 - 0.63 mm 0.0146 - 0.0249 in.
Oil Control (Steel Rails) 0.25 - 0.76 mm 0.0099 - 0.30 in.
Side Clearance
Top Compression Ring .051 - .094 mm 0.0020 - 0.0037 in.
Oil Ring (Steel Ring) .019 - .229 mm .0007 - .0091 in.
Ring Width
Oil Ring (Steel Rails) 0.445 - 0.470 mm 0.017 - 0.018 in.
CONNECTING RODS
Metric Standard
Bearing Clearance 0.006 - 0.044 mm 0.0002 - 0.0017 in.
Side Clearance 0.10 - 0.35 mm 0.004 - 0.0138 in.
Piston Pin Clearance .015 - .028 mm 0.0006 - 0.0011 in.
Bearing Bore Out of Round (MAX) 0.004 mm 0.0002 in.
Total Weight (Less Bearing) 612 grams 21.588 ounces
CRANKSHAFT
Metric Standard
Main Bearing Journal Diameter 63.488 - 63.512 mm 2.4996 - 2.5005 in.
Taper (MAX) 0.006 mm 0.0004 in.
End Play 0.052 - 0.282 mm 0.0021 - 0.0112 in.
End Play (MAX) 0.282 mm 0.0112 in.
Connecting Rod Journal Diameter 57.908 - 57.892 mm 2.2798 - 2.2792 in.
Bearing Clearance 0.006 - 0.044 0.0002 - 0.0011 in.
Taper (MAX) 0.006 mm 0.0002 in.
CAMSHAFT
Metric Standard
Bore Diameter 26.02 - 26.04 mm 1.0245 - 1.0252 in.
Bearing Journal Diameter 25.975 - 25.995 mm 1.0227 - 1.0235 in.
Bearing Clearance (MAX) 0.065 mm 0.0026 in.
End Play .075 - .200 mm 0.003 - 0.0079 in.
End Play (MAX) .200 mm 0.0079 in.
VALVE TIMING
Intake
Opens (BTDC) 5.6°
Closes (ATDC) 240.1°
Duration 245.7°
Exhaust
Opens (BTDC) 241.5°
Duration 261.6°
Valve Overlap 25.7°
VALVES
Metric Standard
Face Angle 45° - 45.5°
Head Diameter
Intake 48.52 - 48.78 mm 1.9103 - 1.9205 in.
Exhaust 36.87 - 37.13 mm 1.4516 - 1.4618 in.
Length (Overall)
Intake 113.45 - 114.21 mm 4.4666 - 4.4965 in.
Exhaust 114.92 - 115.68 mm 4.5244 - 4.5543 in.
Stem Diameter
Intake 6.931 - 6.957 mm 0.2729 - 0.2739 in.
Exhaust 6.902 - 6.928 mm 0.2717 - 0.2728 in.
Stem-to-Guide Clearance
Intake 0.018 - 0.069 mm 0.0008 - 0.0028 in.
Exhaust 0.047 - 0.098 mm 0.0019 - 0.0039 in.
Metric Standard
Max. Allowable Stem-to-Guide

Clearance (Rocking Method)
Intake 0.069 mm 0.0028 in.
Exhaust 0.098 mm 0.0039 in.
Valve Lift (Zero Lash)

Intake 12.00 mm 0.472 in.
Exhaust 12.00 mm 0.472 in.
VALVE SPRING
Metric Standard
Free Length (Approx)

Exhaust - w/damper 48.2 mm 1.897 in.
Spring Force (Valve Closed)

Intake 332.0 - 368.0 N @ 40.12 mm 74.63 - 82.72 lbs. @ 1.5795 in.
Exhaust - (without damper) 356 - 394 N @ 39.12 mm 80.031 - 88.57 lbs. @ 1.54 in.
Spring Force (Valve Open)
Intake 948.0 - 1038.0 N @ 28.12 mm 213.2 - 233.8 lbs. @ 1.107 in.
Exhaust - without damper 974 - 956 N @ 27.12 mm 218.8 - 215.1 lbs. @ 1.067 in.
Number of Coils
Intake 7.30
Exhaust 7.15
Wire Diameter
Intake 4.77 × 3.80mm 0.1878 × 0.1496 in.
Exhaust 4.66 × 3.72mm 0.1843 × .1464 in.
Installed Height (Spring Seat to

Bottom of Retainer)
Nominal
Exhaust - w/damper 40.12 mm 1.579 in.
CYLINDER HEAD
Metric Standard
Gasket Thickness (Compressed) 0.7 mm (0.0276 in.)
Valve Seat Angle 44.5° - 45.0°
Valve Seat Runout (MAX) 0.051 mm 0.002 in.
Valve Seat Width
Intake 1.75 - 2.36 mm 0.0698 - 0.0928 in.
Exhaust 1.71 - 2.32 mm 0.0673 - 0.0911 in.
Guide Bore Diameter (Std.) 6.975 - 7.00 mm 0.2747 - 0.2756 in.
Cylinder Head Warpage (Flatness) 0.0508 mm 0.002 in.
OIL PUMP
Metric Standard
Clearance Over Rotors/End Face 0.095 mm 0.0038 in.
(MAX)
Cover Out - of -Flat (MAX) 0.025 mm 0.001 in.
Inner and Outer Rotor Thickness 12.02 mm 0.4731 in.
Outer Rotor to pocket (Diametral) .235 mm .0093 in.
clearance (MAX)
Outer Rotor Diameter (MIN) 85.925 mm 0.400 in.
Tip Clearance Between Rotors 0.150 mm 0.006 in.
(MAX)
OIL PRESSURE
SPECIFICATION SPECIFICATION
Metric Standard
At Curb Idle Speed (MIN)* 25 kPa 4 psi
@ 3000 rpm 170 - 758 kPa 25 - 110 psi
* CAUTION: If pressure is zero at curb idle, DO NOT run engine at 3000 rpm.
TORQUE
DESCRIPTION N·m Ft. Lbs. In. Lbs.

Bolt - Camshaft
Non - Oiled Sprocket Bolt 122 90 -
Bearing Cap Bolts 11 - 100
Bolt - Counterbalance shaft retaining 28 - 250
Bolts - Timing Chain Cover 58 43 -
Bolts - Connecting Rod Cap 27 20 -
PLUS 90° TURN
Bolts - Bed Plate Refer to Procedure
Bolt - Crankshaft Damper 175 130 -
Bolts - Cylinder Head
M11 Bolts Refer To Procedure
M8 Bolts Refer To Procedure
Bolts - Cylinder Head Cover 12 - 105
Bolts - Exhaust Manifold 25 18 -
Nuts - Exhaust Manifold Heat Shield 8 - 72
Then loosen 45°
Bolts - Flexplate 95 70 -
Bolts - Engine Mount Bracket to Block 61 45 -
Bolts - Rear Mount to Transmission 46 34 -
Bolts - Generator Mounting
M10 Bolts 54 40 -
M8 Bolts 28 - 250
Bolts - Intake Manifold 12 - 105
Refer to Procedure for Tightening Sequence
Bolts - Oil Pan 15 - 130
Plug - Oil Pan-Drain 34 25 -
Bolts - Oil Pump 28 - 250
Bolts - Oil Pump Cover 12 - 105
Bolt and Nut - Oil Pickup Tube 28 - 250
Bolt - Oil Dipstick Tube to Engine Block 15 - 130
Bolts - Oil Fill Tube 12 - 105
Bolts - Timing Chain Guide 28 - 250
Timing Chain Tensioner Arm 28 - 250
Bolts - Hydraulic Tensioner 28 - 250
Bolts - Timing Chain Primary Tensioner 28 - 250
Bolt - Timing Drive Idler Sprocket 34 25 -
Bolts - Thermostat Housing 12 - 105
Bolts - Water Pump 58 43 -
SPECIAL TOOLS
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

Connecting Rod Guides 8507 Chain Tensioner Wedge 8379
Crankshaft Damper Installer 8512

Chain Tensioner Pins 8514
Puller 1026
VALVE SPRING COMPRESSOR 8426
Crankshaft Damper Removal Insert 8513
ENGINE LIFTING FIXTURE 8427

Idler Shaft Remover 8517
CAMSHAFT HOLDER 8428
Valve Spring Compressor Adapters 8519
HOLDER SECONDARY CAMSHAFT CHAIN 8429
INSTALLER - REMOVER - COUNTER BALANCE

SHAFT 8641
Remover, Rocker Arm 8516

Bore Size Indicator C-119
Valve Spring Tester C-647 Oil Pressure Gauge C-3292
Dial Indicator C-3339
Piston Ring Compressor C-385
Valve Spring Compressor C-3422-B

Pressure Tester Kit 7700
Bloc–Chek–Kit C-3685–A
ENGINE SUPPORT FIXTURE 8534

ELEMENT - AIR CLEANER

REMOVAL
Filter Element Only
1. Housing removal is not necessary for element (fil-
ter) replacement.
2. Loosen clamp and disconnect air duct at air
cleaner cover.
3. Pry over 4 spring clips (5) from housing cover (3)
(spring clips retain cover to housing).
4. Release housing cover (3) from locating tabs on
housing and remove cover.
5. Remove air cleaner element (filter) from housing.
6. Clean inside of housing before replacing element.
Housing Assembly
cleaner cover.
2. Lift entire housing (1) assembly from 4 locating
pins (2).
INSTALLATION
1. Install filter element into housing.
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 N·m (30 in. lbs.) torque.
5. If any other hose clamps were removed from air intake system, tighten them to 3.4 N·m (30 in. lbs.) torque.
6. If any bolts were removed from air resonator housing or air intake tubing, tighten them to 4.5 N·m (40 in. lbs.)
torque.
CYLINDER HEAD - LEFT

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
CYLINDER-TO-CYLINDER LEAKAGE TEST

To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in Cyl-
inder 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 pres-
sure.
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 tester’s
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.
REMOVAL
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 7 - COOLING - STANDARD PROCEDURE).
6. Remove the intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
7. 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 - COOL-
ING/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).
13. Verify the V6 mark on the camshaft sprocket is at the 12 o’clock 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 8429 Timing Chain
Holding Fixture.
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 V6 mark on the camshaft drive
gear.
18. Remove the left side secondary chain tensioner.
Refer to Timing Chain and Sprockets.
19. Remove the cylinder head access plug.

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.
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 (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.
CAUTION: When cleaning cylinder head and cylin-

der block surfaces, DO NOT use a metal scraper
(1) because the surfaces could be cut or ground.
Use only a wooden or plastic scraper.
1. Clean the cylinder head and cylinder block mating

surfaces.
2. Position the new cylinder head gasket on the locat-

ing 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 eight M11 bolts.
5. Coat the four M8 cylinder head bolts with MoparT
Lock and Seal Adhesive then install the bolts.

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 N·m (20 ft. lbs.).
• Step 2: Verify that bolts 1-8, all reached 27 N·m (20 ft. lbs.), by repeating step 1 without loosening the bolts.
• Tighten bolts 9 thru 12 to 14 N·m (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 N·m (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 N·m (130 Ft. Lbs.).
16. Install the fan blade assembly and fan shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLA-
TION).
17. Install the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTAL-
LATION).
18. Install the master cylinder and booster assembly (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/POWER
BRAKE BOOSTER - INSTALLATION).
19. Install the intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
20. Refill the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
22. Install the exhaust pipe onto the left exhaust manifold.
24. Connect the negative cable to the battery.
CAMSHAFT
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.
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 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 #1, camshaft sprocket

V6 marks at the 12 o’clock position.
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 tar-

get 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 tension-
ers 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 tension-
ers may occur.
5. Position Special Tool 8379 timing chain wedge between the timing chain strands, tap the tool to securely wedge
the timing chain against the tensioner arm and guide.
6. Hold the camshaft with Special Tool 8428 Camshaft

Wrench , while removing the camshaft sprocket
bolt and sprocket.
7. Using Special Tool 8428 Camshaft Wrench, 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 CAM-

SHAFT 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.
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 o’clock
position, This will place the camshaft at the neu-
tral 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 N·m (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 Special 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 N·m (90 ft. lbs.).
11. Install the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) -
INSTALLATION).
COVER - CYLINDER HEAD

DESCRIPTION
The cylinder head covers (1,2) are made of glass re-

enforced 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.
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 (1) and gasket.
NOTE: The gasket may be used again, providing no cuts, tears, or deformation has occurred.
INSTALLATION
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 sur-

faces. Inspect and replace gasket as necessary.
2. Install cylinder head cover (2).
3. Tighten cylinder head cover bolts (1) and double
ended studs to 12 N·m (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.
VALVES & SEATS - INTAKE/EXHAUST

DESCRIPTION
The valves are made of heat resistant steel and have chrome plated stems to prevent scuffing. Each valve is actu-
ated 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 (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 bot-
tom 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 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 cam-
shaft.
NOTE: All six valve springs and valves are

removed in the same manner; this procedure only
covers one valve and valve spring.
3. Using Special Tool C-3422–B or C-3422–C 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.
NOTE: Check for sharp edges on the keeper grooves. Remove any burrs from the valve stem before remov-
ing 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
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. 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 o’clock and the right
camshaft at 12 o’clock), then position the camshaft
bearing caps.
7. Install the camshaft bearing cap retaining bolts.
Tighten the bolts 9-13 N·m (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).
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 cylinder No. 4, Rotate
the crankshaft until cylinder No. 1 is at BDC intake
stroke.
the crankshaft until cylinder No. 1 is at BDC com-
bustion 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.
TDC ignition stroke.
6. Using special tool 8516 Rocker Arm Remover (2) ,
press downward on the valve spring, remove
rocker arm.
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 No. 4,

Rotate the crankshaft until cylinder No. 1 is at BDC
intake stroke.
2. For rocker arm installation on cylinder No. 1,
Rotate the crankshaft until cylinder No. 1 is at BDC
combustion stroke.
3. For rocker arm installation on cylinders No. 3 and
No. 5, Rotate the crankshaft until cylinder No. 1 is
at TDC exhaust stroke.
4. For rocker arm installation on cylinders No. 2 and
No. 6, Rotate the crankshaft until cylinder No. 1 is
at TDC ignition stroke.
5. Using special tool 8516 (2) press downward on the
valve spring, install rocker arm.
INSTALLATION).
SEALS - VALVE GUIDE

DESCRIPTION
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.
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 exhaust spring has an external damper. The valve spring seat is integral with the valve
stem seal, which is a positive type seal to control lubrication.
REMOVAL
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.
NOTE: The valve springs are NOT common between intake and exhaust.

9. Remove the valve stem seal.
INSTALLATION
1. Apply shop air to the cylinder to hold the valves in place while the spring is installed.
2. Install the valve stem seal.
3. Install the spring retainer, and the spring.

5. Install the two spring retainer lock halves.

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.
INSTALLATION).
CYLINDER HEAD - RIGHT

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.
REMOVAL
1. Disconnect battery negative cable.
3. Disconnect the exhaust pipe at the right side
exhaust manifold.
4. Drain the engine coolant (Refer to 7 - COOLING -
STANDARD PROCEDURE).
6. Remove the intake manifold (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
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.
REMOVAL).
necessary.
REMOVAL).

sprocket using Special Tool 8429 Timing Chain
Holding Fixture (1).


gear.
17. Remove the right side secondary chain tensioner
18. Remove the cylinder head access plug (1,2).

19. Remove the right side secondary chain guide
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 N·m (44 in. lbs.).

gear.

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 cylin-

der 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 gas-

ket sealing surface, do to the design of the cylin-
der head gasket any distortion to the cylinder
head sealing surface may prevent the gasket from
properly sealing resulting in leaks.
INSTALLATION



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.

ing dowels.


locating dowels.
NOTE: The four M8 cylinder head mounting bolts

(1) require sealant to be added to them before

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.

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 N·m (20 ft. lbs.).
• Step 2: Verify that bolts 1-8, all reached 27 N·m (20 ft. lbs.), by repeating step 1 without loosening the bolts.
Tighten bolts 9 thru 12 to 14 N·m (10 ft. lbs.).
• Step 3: Tighten bolts 1-8, 90 °.
• Step 4: Tighten bolts 1-8, 90 °, again. Tighten bolts 9-12, 26 N·m (19 ft. lbs.)
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.
may cause over-torquing of bolt resulting in bolt failure.

9. Install the right side secondary chain guide (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND
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).
12. Remove Special Tool 8429 (1).

13. Install the timing chain cover (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT / CHAIN
14. Install the crankshaft damper (Refer to 9 -
ENGINE/ENGINE BLOCK/VIBRATION DAMPER -
INSTALLATION). Tighten damper bolt 175 N·m
(130 Ft. Lbs.).
15. Install accessory drive belt (Refer to 7 - COOL-
INSTALLATION).
16. Install the fan shroud (Refer to 7 - COOLING/EN-
GINE/RADIATOR FAN - INSTALLATION).
17. Install the cylinder head cover (Refer to 9 -
COVER(S) - INSTALLATION).
18. Install the intake manifold (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - INSTALLA-
TION).
19. Install oil fill housing onto cylinder head.
22. Install the exhaust pipe onto the right exhaust manifold.
24. Reconnect battery negative cable.
CAMSHAFT
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.
REMOVAL
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 ten-
sioner ratchet.
REMOVAL).
2. Set engine to TDC cylinder No. 1, camshaft sprocket V6 marks at the 12 o’clock 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.

get wheel for any reason, Severe damage will
occur to the target wheel. A damaged target wheel
could cause a vehicle no start condition.

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 tension-
ers 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-
sioner arm and guide.
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.




camshaft.
INSTALLATION
NOTE: Position the right side camshaft so that the

bearing caps.

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.

working outward.
11 N·m (100 in. lbs.).
(Two links marked during removal).
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.
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 N·m (90 ft. lbs.).
11. Install the camshaft position sensor.

REMOVAL
2. Remove air cleaner assembly, resonator assembly and air inlet hose.
3. Drain cooling system, below the level of the heater hoses (Refer to 7 - COOLING - STANDARD PROCEDURE).
4. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL).
5. Remove air conditioning compressor retaining bolts and move compressor to the left.
6. Remove heater hoses.
7. Disconnect injector and ignition coil connectors.
8. Disconnect and remove positive crankcase ventilation (PCV) hose.
9. Remove oil fill tube.

10. Un-clip injector and ignition coil harness and move away from cylinder head cover.
11. Remove right rear breather tube and filter assembly.
12. Remove cylinder head cover retaining bolts.
13. Remove cylinder head cover.
INSTALLATION
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 N·m (105 in. lbs).
3. Install right rear breather tube and filter assembly.
4. Connect injector, ignition coil electrical connectors and harness retaining clips.
5. Install the oil fill tube.
6. Install PCV hose.
7. Install heater hoses.
8. Install air conditioning compressor retaining bolts.
9. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
10. Fill Cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
11. Install air cleaner assembly, resonator assembly and air inlet hose.
12. Connect battery negative cable.
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


the crankshaft until cylinder No. 1 is at BDC intake
stroke.
the crankshaft until cylinder No. 1 is at BDC com-
bustion stroke.
TDC exhaust stroke.
TDC ignition stroke.
6. Using special tool 8516 Rocker Arm Remover (2) ,
rocker arm.
SEALS - VALVE GUIDE

DESCRIPTION
SPRINGS - VALVE
DESCRIPTION
The valve springs are made from high strength chrome silicon steel. There are different springs for intake and
exhaust applications. The exhaust spring has an external damper. The valve spring seat is integral with the valve
stem seal, which is a positive type seal to control lubrication.
REMOVAL
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: It may be necessary to tap the top of the valve spring to loosen the spring retainers locks enough to
be removed.

INSTALLATION
1. Apply shop air to the cylinder to hold the valves in place while the spring is installed.
2. Install the valve stem seal.
3. Install the spring retainer, and the spring.

5. Install the two spring retainer lock halves.

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.
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.
STANDARD PROCEDURE - CYLINDER BORE HONING
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, avail-
able from major oil distributors.
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
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 N·m (177 in. lbs.) torque. Tighten the 3/8 inch
NPT plugs to 27 N·m (240 in. lbs.) torque.
INSPECTION
1. It is mandatory to use a dial bore gauge to mea-
sure 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 crank-
shaft 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 diame-
ter from the larger diameter.
5. Rotate measuring device 90° and repeat steps
above.
6. Determine out-of-roundness by comparing the dif-
ference 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.
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 crank-
shaft 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 counter-
weight has provisions for crankshaft position sensor
target wheel (2) 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.
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 dam-
age 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 dam-
age to the crankshaft.
NOTE: The bedplate has pry points cast into it. Use these points only. The pry points are shown below.
5. 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.
6. Remove the crankshaft.

7. Remove the crankshaft tone 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.
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 N·m (11 ft. lbs.).
3. Position crankshaft in cylinder block.
4. Install the thrust washers (1).
CAUTION: The bedplate to cylinder block mating

surface must be coated with MoparT 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 MoparT

Engine RTV sealant to the cylinder block-to-bed-
plate mating surface (2,3) 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.
• Hand tighten bolts 1D,1G and 1F until the bedplate contacts the block.
• Tighten bolts 1A - 1J to 54 N·m (40 ft. lbs.)

• Tighten bolts 1 - 8 to 7 N·m (5 ft. lbs.)
• Turn bolts 1 - 8 an additional 90°.
• Tighten bolts A - E 27 N·m ( 20 ft. lbs.).
8. Measure crankshaft end play.
9. Install the connecting rods and measure side clearance (Refer to 9 - ENGINE/ENGINE BLOCK/PISTON & CON-
NECTING 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 identifica-
tion marks 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 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). Com-
pare the measured diameter with the journal diameter specification (Main Bearing Fitting Chart). Select inserts
required to obtain the specified bearing-to-journal clearance.
Install the crankshaft into the cylinder block (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT - INSPECTION).
Check crankshaft end play.
CRANKSHAFT MAIN BEARING SELECTION
Crankshaft Marking JOURNAL SIZE

SIZE mm (in.)
9R9 Size 63.488 - 63.496 mm
(2.4995 - 2.4998 in.)
9S9 Size 63.496 - 63.500 mm (2.4998 - 2.4999 in.)
9T9 Size 63.500 - 63.504 mm (2.4999 - 2.501 in.)
9U9 Size 63.504 - 63.512 mm (2.5001 - 2.5004 in.)
Bearing size
Bearing Code Size Application
Upper Bearing
A .2.443 - 2.447 mm Use with crankshaft size 9R9
(.0961 - .0963 in.)
B 2.439 - 2.443 mm Use with crankshaft 9S, T9
(0.960 - .0961 in.)
C 2.435 - 2.439 mm Use with crankshaft 9U9
(.0958 - .0960 in.)
Lower Bearing Main 919 and 949
919 2.441 - 2.447 mm Use with crankshaft 9R, S9
(.0961 -.0963 in.)
929 2.435 - 2.441 mm Use with crankshaft 9T, U9
(.0958 - .0962 in.)
Lower Main Bearing 929 and 939
939 2.429 - 2.435 mm Use with crankshaft 9R, S9
(.0956 - .0958 in.)
949 2.423 - 2.429 mm Use with crankshaft 9T, U9
(.0953 - .0956 in.)
Bearing Clearances
Main 91, 49
Crankshaft 9R9 .004 - .034 mm ( .00015 - .0013 in.)
Crankshaft 9S9 .004 - .030 mm ( .00015 - .0011 in.)
Crankshaft 9T9 .006 - .032 mm (.0002 - .0012 in.)
Crankshaft 9U9 .002 - .032 mm (.00007 -. 0012 in.)
Main 92, 39
Crankshaft 9R9 .016 - .046 mm (.0006 - .0018 in.)
Crankshaft 9S9 .016 - .042 mm (.00062 - .016 in.)
Crankshaft 9T9 .018 - .044 mm (.0007 - .0017 in.)
Crankshaft 9U9 .014 - .044 mm (.0005 - .0017 in.)
1. Service main bearings are available in four grades. The chart below identifies the four service grades available.
SEAL - CRANKSHAFT OIL - FRONT

REMOVAL
REMOVAL).
3. Remove A/C compressor mouning fasteners and
set aside.
4. Drain cooling system (Refer to 7 - COOLING -
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).
11. Using Special Tool 8511 (1), remove crankshaft

front seal.
INSTALLATION
CAUTION: To prevent severe damage to the Crank-

shaft, 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/EN-
GINE BLOCK/VIBRATION DAMPER - INSTALLA-
TION).
3. Install radiator cooling fan and shroud (Refer to 7 -
COOLING/ENGINE/RADIATOR FAN - INSTALLA-
TION).
4. Install upper radiator hose.
5. Install A/C compressor and tighten fasteners to 54
N·m (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 -
SEAL - CRANKSHAFT OIL - 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.
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 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/EN-
GINE BLOCK/CRANKSHAFT OIL SEAL - REAR - REMOVAL).
REMOVAL
NOTE: This procedure can be performed in vehi-

cle.
1. If being performed in vehicle, remove the transmis-

sion.
2. Remove the flexplate (Refer to 9 - ENGINE/EN-
GINE BLOCK/FLEX PLATE - REMOVAL).
NOTE: The crankshaft oil seal CAN NOT be reused

after removal.
NOTE: The crankshaft rear oil seal remover Spe-

cial 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. Fail-
ure 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 onto the crankshaft rear face. Then position
the crankshaft rear oil seal (1) onto the guide (2).
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.
FLEX PLATE
REMOVAL
1. Remove the transmission. (Refer to 21 - TRANS-
MISSION/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 (1) retaining bolts to 95 N·m
(70 ft. lbs.) in the sequence shown.
PISTON & CONNECTING ROD

DESCRIPTION
CAUTION: Do not use a metal stamp to mark con-

necting 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 (1) are made of forged
powdered metal, with a “fractured cap” design. A full
floating piston pin is used to attach the piston to the
connecting rod.
STANDARD PROCEDURE
CONNECTING ROD BEARING FITTING
Inspect the connecting rod bearings for scoring. Check

the bearings for normal wear patterns, scoring, groov-
ing, fatigue and pitting. Replace any bearing that
shows abnormal wear.
Inspect the connecting rod journals for signs of scor-
ing, nicks and burrs.
Misaligned or bent connecting rods can cause abnor-
mal wear on pistons, piston rings, cylinder walls, con-
necting 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 and position in
connecting rod. Center bearing insert (2) in con-
necting rod (1)
3. Use piston ring compressor (3) and Guide Pins

Special Tool 8507 to install the rod and piston
assemblies. The oil slinger slots in the rods must
face front of the engine. The “F”’s near the piston
wrist pin bore (1) should point to the front of the
engine.
4. 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
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 jour-
nal and tighten bolts to 27 N·m (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 from crankshaft journal and bearing insert. Proceed with installation.
Bearing Mark SIZE USED WITH JOURNAL SIZE

.025 US .025 mm 57.883-57.867 mm
(.001 in.) (2.2788-2.2783 in.)
Std. STANDARD 57.908-57.892 mm
(2.2798-2.2792 in.)
.250 US .250 mm 57.658-57.646 mm
(.010 in.) (2.2700-2.2695 in.)
8. If bearing-to-journal clearance exceeds the specification, determin which services bearing set to use the bearing
sizes are as follows:
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 N·m
(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.
STANDARD PROCEDURE - 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
(3) 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 (1,2) 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 (1,2) 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 non-
coated pistons. The bonded coating on the piston
will give the appearance of a line-to-line fit with the
cylinder bore.
REMOVAL
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 cyl-
inder 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 con-
necting 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 dam-
age 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/
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 assem-
blies 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 posi-
tion of rings do not change during this opera-
tion.
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.
5. The pistons are marked on the piston pin bore sur-

face with an raised “F” indicating installation posi-
tion (1). This mark must be pointing toward the
front of engine on both cylinder banks. The con-
necting 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 N·m (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) - INSTAL-
LATION).
• Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
• Oil pan and gasket/windage tray. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
11. Fill crankcase with proper engine oil to correct level.
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.
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.
PISTON RING SPECIFICATION CHART
Ring Position Groove Clearance Maximum Clearance

Upper Ring .051-.094 mm 0.11 mm
(0.0020-.0037 in.) (0.004 in.)
Intermediate Ring 0.04-0.08 mm 0.10 mm
(0.0016-0.0031 in.) (0.004 in.)
Oil Control Ring .019-.229 mm .25 mm
(Steel Rails) (.0007-.0090 in.) (0.010 in.)
Ring Position Ring Gap Wear Limit
Upper Ring 0.20-0.36 mm 0.43 mm
(0.0079-0.0142 in.) (0.0017 in.)
(0.0146-0.0249 in.) (0.029 in.)
Oil Control Ring 0.025-0.76 mm 1.55 mm
(Steel Rail) (0.0099- 0.03 in.) (0.061 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 pis-

ton 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 (5) is at least
45° from the side rail gaps, but not on the piston
pin center or on the thrust direction.
DAMPER - CRANKSHAFT
REMOVAL
REMOVAL).
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.


INSTALLATION

shaft, Damper or Special Tool 8512–A, thoroughly
1. Align crankshaft damper slot with key in crankshaft.

Slide damper onto crankshaft slightly.
CAUTION: Special Tool 8512–A, 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 8512–A 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 rod’s threads with MoparT Nickel Anti-Seize or equivalent.
3. Using Special Tool 8512–A, press damper onto

crankshaft (1).
4. Install then tighten crankshaft damper bolt to 175
N·m (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 N·m (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 - INSTALLA-
TION).
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.
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-en-
gine. 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 transmis-
sion bell housing during tightening sequence. Fail-
ure to do so may cause damage to the cover.
4. Starting with the two rear cover-to-engine bolts,

tighten bolts (1) to 54 N·m (40 ft. lbs.), then tighten bolts (2) and (3) to 54 N·m ( 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 N·m (15–20 ft. lbs.).
MOUNT - FRONT
REMOVAL
2WD
CAUTION: Remove the viscous fan before raising engine. Failure to do so may cause damage to the fan
blade, fan clutch and fan shroud.
2. Remove the viscous fan (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - REMOVAL).
4. Remove the engine oil filter.

5. Remove the oil drain trough.
6. Support the engine with a suitable jack and a block of wood across the full width of the engine oil pan.
7. Support the front axle with a suitable jack.
8. Remove the (4) bolts that attach the engine mounts to the front axle.
9. Remove the (3) bolts that attach the front axle to the left engine bracket.
10. Lower the front axle.
11. Remove the through bolts
12. Raise the engine far enough to be able to remove the left and right engine mounts.
13. Remove the (8) mount to engine attaching bolts
14. Remove the engine mounts.
4WD
4. Remove the skid plate.
5. Remove the front crossmember.
10. Remove the 4 bolts that attach the engine mounts to the front axle.
11. Remove the 3 bolts that attach the front axle to the left engine bracket.

13. Remove the 6 through bolts
14. Raise the engine far enough to be able to remove the left (4) and right (8) engine mounts.
15. Remove the mounts.
16. Remove the engine mount brackets (2).
INSTALLATION
2WD
NOTE: For mount to engine block and left engine
bracket to front axle bolts, apply MoparT Lock and
Seal Adhesive, Medium Strength Threadlocker.
1. Install the right and left side engine mounts to the

engine block with (8) bolts. Torque bolts to 54 N·m
(40 ft. lbs.).
2. Insert the (2) through bolts into the right and left
side engine mounts and loose assemble the two
nuts onto the through bolts.
3. Lower the engine until the through bolts rest onto
the slots in the frame brackets.
4. Tighten the through bolt nuts to 94 N·m (70 ft. lbs.).
5. Install the oil drain trough.
6. Install the engine oil filter.
8. Install the viscous fan (Refer to 7 - COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - REMOVAL).
9. Reconnect the negative battery cable.
4WD
NOTE: For mount to engine block and left engine bracket to front axle bolts, apply MoparT Lock and Seal
Adhesive, Medium Strength Threadlocker.
1. Install the right and left side engine mounts (4,8)to the front axle. Torque nuts to 94 N·m (70 ft. lbs.).
2. Raise the front axle into the frame and install the left and right side through bolts. Torque nuts to 94 N·m (70 ft.
lbs.).
3. Insert the two upper through bolts into the right and left side engine mounts and loose assemble the two nuts
onto the through bolts.
4. Lower the engine until the left and right side engine brackets rest on the through bolts, and the lower engine
bracket through holes align with the engine mounts, and the left engine bracket holes align with the front axle
slots.
5. Loose assemble the 3 bolts that attach the front axle to the left engine bracket.
6. Loose assemble the lower through bolts.
7. Torque the nuts for the 4 through bolts to 101 N·m (75 ft. lbs.).
8. Torque the 3 bolts that attach the front axle to the left engine bracket to 101 N·m (75 ft. lbs.).
11. Install the front crossmember.
12. Install the skid plate.
MOUNT - REAR
REMOVAL
2. Using a suitable jack, support transmission.
3. Remove the nuts from the transmission mount (1).
4. Remove the two bolts that attach the transmission
mount to the engine bracket.
5. Raise the transmission enough to remove the
mount from the crossmember (2).
6. Remove the mount (1).
INSTALLATION
NOTE: Threadlocking compound must be applied to the bolts before installation.
1. Install the two bolts that attach the transmission mount to the transmission bracket.
2. Torque the bolts to 61N·m (45 ft.lbs.) torque.
3. Lower the transmission so the transmission mount rests on the crossmember, and the studs of the transmission
mount are aligned in the slots in the crossmember.
4. Install the nuts onto the transmission mount studs through the crossmember access slot.
5. Torque the nuts to 54N·m (40 ft. lbs.).
LUBRICATION
DESCRIPTION
The lubrication system is a full flow filtration pressure feed type.
OPERATION
Engine Lubrication Flow Chart - Block: Table 1
FROM TO
Oil Pickup Tube Oil Pump
Oil Pump Oil Filter
Oil Filter Block Main Oil Gallery
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 Rod Journals
Crankshaft Number One Main Journal 1. Front Timing Chain Idler Shaft
2. Counterbalance Shaft - Front Journal
3. Both Secondary Chain Tensioners
Left Cylinder Head Refer to Engine Lubrication Flow Chart - Cylinder
Heads: Table 2
Right Cylinder Head Refer to Engine Lubrication Flow Chart - Cylinder
Heads: Table 2
* 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 TO
Cylinder Head Oil Port (in bolt hole) Diagonal Cross Drilling to Main Oil Gallery
Main Oil Gallery (drilled through head from rear to front) 1. Base of Camshaft Towers
2. Lash Adjuster Towers
Base of Camshaft Towers Vertical Drilling Through Tower to Camshaft Bearings**
Lash Adjuster Towers 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.
Oil from the oil pan is pumped by a gerotor type oil pump (9) 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 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.

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 inspec-
tion.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 approx-
imately 24 km (15 miles). Inspect the engine for signs of an oil leak by using a black light.
INSPECTION FOR REAR SEAL AREA LEAKS

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: 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.
DIAGNOSIS AND TESTING - 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.

general)
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.
REMOVAL
1. Disconnect the negative battery cable.

2. Install engine support fixture special tool # 8534.
Do not raise engine at this time.
3. Loosen both left and right side engine mount
through bolts. Do not remove bolts.
4. Remove the structural dust cover, if equipped.
5. Drain engine oil.
6. Remove the front crossmember (Refer to 13 -
FRAME & BUMPERS/FRAME/FRONT CROSS-
MEMBER - REMOVAL).
CAUTION: Only raise the engine enough to pro-

vide clearance for oil pan removal. Check for
proper clearance at fan shroud to fan and cowl to
intake manifold.
7. Raise engine using special tool 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.
8. Remove the oil pan mounting bolts and oil pan (1).
9. Unbolt oil pump pickup tube and remove tube.
10. Inspect the integral windage tray and gasket (2)
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.
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 bed-

plate and oil pan.
2. Inspect integrated oil pan gasket (2), and replace
as necessary.
3. Position the integrated oil pan gasket/windage tray
assembly (2).
4. Install the oil pickup tube.
5. Install the mounting bolt and nuts. Tighten nuts to
28 N·m (20 ft. lbs.).
1. If removed, install stud at position No. 9.

2. Position the oil pan and install the mounting bolts
and nut. Tighten the mounting bolts and nut to 15
N·m (11 ft. lbs.) in the sequence shown.
3. Lower the engine into mounts using special tool
8534.
4. Install both the left and right side engine mount
through bolts. Tighten the nuts to 68 N·m (50 ft.
lbs.).
5. Remove special tool 8534.
6. Install structural dust cover, if equipped.
7. Install the front crossmember (Refer to 13 -
MEMBER - INSTALLATION).
8. Fill engine oil.
10. Start engine and check for leaks.

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 PCM’s 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) sen-
sor. 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.
REMOVAL
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).
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.
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.
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.
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
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.
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. Wash all parts in a suitable solvent and inspect carefully for damage or wear.
2. Install inner and outer rotors
3. Install oil pump cover plate and install cover bolts and tighten them to 12 N·m (105 in. lbs.).
4. Prime oil pump before installation by filling rotor cavity with engine oil.
5. 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 ten-
sioner retaining bolts to 28 N·m (250 in. lbs.) in the
sequence shown.
4. Install the secondary timing chain tensioners and
timing chains (Refer to 9 - ENGINE/VALVE TIM-
ING/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 -
INSTALLATION).
FILTER - ENGINE OIL

REMOVAL
All engines are equipped with a high quality full-flow,

disposable type oil filter (1). DaimlerChrysler Corpora-
tion recommends a MoparT 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 sur-

face 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.
OIL
STANDARD PROCEDURE - ENGINE OIL SERVICE
The engine oil level indicator (1) is located at the right

rear of the engine on the 3.7L/4.7L 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. 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.
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.
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.
MANIFOLD - INTAKE
DESCRIPTION
The intake manifold (2) is made of a composite mate-

rial and features 300 mm (11.811 in.) long runners
which maximizes low end torque. The intake manifold
uses single plane sealing which consist of six individ-
ual press in place port gaskets to prevent leaks. The
throttle body attaches directly to the intake manifold.
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.
1. Start the engine.

2. Spray a small stream of water (spray bottle) at the suspected leak area.
3. If engine RPM’S change, the area of the suspected leak has been found.
4. Repair as required.
REMOVAL
2. Remove resonator assembly and air inlet hose.
4. 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
5. Disconnect vapor purge hose, brake booster hose, speed control servo hose, positive crankcase ventilation
(PCV) hose.
6. Disconnect generator electrical connections.
7. Disconnect air conditioning compressor electrical connections.
8. Disconnect left and right radio suppressor straps.
9. Disconnect and remove ignition coil towers.
10. Remove top oil dipstick tube retaining bolt and ground strap.
11. Bleed fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE).
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. Remove coolant temperature sensor (Refer to 7 - COOLING/ENGINE/ENGINE COOLANT TEMP SENSOR -
REMOVAL).
18. Remove intake manifold retaining fasteners in reverse order of tightening sequence.
INSTALLATION
1. Install intake manifold gaskets.
2. Install intake manifold.
3. Install intake manifold retaining bolts and tighten in
sequence shown in to 12 N·m (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:
• Ignition coil towers
• Fuel injectors
12. Install top oil dipstick tube retaining bolt and ground strap.
13. Connect generator electrical connections.
14. Connect Vapor purge hose, Brake booster hose, Speed control servo hose, Positive crankcase ventilation
(PCV) hose.
15. Fill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
16. Install resonator assembly and air inlet hose.
MANIFOLD - EXHAUST
DESCRIPTION
The exhaust manifolds (1,2) are log style with a pat-

ented flow enhancing design to maximize perfor-
mance. The exhaust manifolds are made of high
silicon molybdenum cast iron. A perforated core graph-
ite exhaust manifold gasket is used to improve sealing
to the cylinder head. The exhaust manifolds are cov-
ered by a three layer laminated heat shield (3) 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 expan-
sion of the exhaust manifold.
REMOVAL
RIGHT EXHAUST MANIFOLD
2. Raise and support the vehicle.
3. Remove the bolts and nuts attaching the exhaust
pipe to the engine exhaust manifold.
5. Remove the exhaust heat shield (1).
6. Remove bolts, nuts and washers attaching mani-
fold to cylinder head.
7. Remove manifold and gasket from the cylinder
head.
LEFT EXHAUST MANIFOLD

3. Remove the bolts and nuts attaching the exhaust
pipe to the engine exhaust manifold.
5. Remove the exhaust heat shields (1).
6. Remove bolts, nuts and washers attaching mani-
fold to cylinder head.
7. Remove manifold and gasket from the cylinder
head.
INSTALLATION
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 N·m (18 ft. lbs.) torque.
3. Install the exhaust heat shields.
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
N·m (25 ft. lbs.) torque.

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
3. Install the exhaust heat shields.
5. Assemble exhaust pipe to manifold and secure with bolts, nuts and retainers. Tighten the bolts and nuts to 34
VALVE TIMING
DESCRIPTION
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 (6),
two secondary timing chain drives (1,4) 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 leak-
age. 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
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 move-
ment. 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 (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 (.5906 inches).
3. If the measurement exceeds the specification the
secondary timing chains are worn and require
replacement (Refer to 9 - ENGINE/VALVE TIMING/
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 pro-
cedure in this section.
2. Using a mirror, locate the TDC arrow on the front
cover. Rotate the crankshaft until the mark on the
crankshaft damper (2) is aligned with the TDC arrow on the front cover (2). The engine is now at TDC.
3. Note the location of the V6 mark stamped into the camshaft drive gears (1,2). If the V6 mark on each camshaft
drive gear is at the twelve o’clock position, the engine is at TDC on the exhaust stroke. If the V6 mark on each
gear is at the six o’clock 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 second-
ary 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 o’clock or the six o’clock position the engine base timing
is correct. Reinstall the cylinder head covers.
COUNTER BALANCE SHAFT TIMING

1. Ensure that the engine is at TDC with both cam-
shaft sprocket V6 marks in the 12 o’clock position.
2. Look down the left cylinder head chain cavity. The
timing dot (2) on the counter balance shaft drive
gear should be in the 6 o’clock position.
TIMING - SINGLE CAMSHAFT
NOTE: to adjust the timing on one camshaft, pre-

form the following procedure.
1. Using Chain Tensioner Wedge, Special Tool 8379

(2), stabilize the secondary chain drive. For refer-
ence purposes, mark the chain-to-sprocket
position.
2. Remove the camshaft drive gear retaining bolt (3).

3. Carefully remove the camshaft drive gear 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 (1,2).
5. Using Special Tool 8428 Camshaft Wrench, rotate the camshaft until the alignment dowel on the camshaft is
aligned with the slot in the camshaft drive gear.
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, Tighten retaining bolt
to 122 N·m (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 Cylinder Head Cover in this section.
SHAFT - BALANCE
REMOVAL
1. Remove the primary and secondary timing chains.
Refer to TIMING CHAIN and SPROCKET.
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).
2. Using Special Tool 8641 Counterbalance shaft

remover/installer tool (1), remove the counterbal-
ance shaft from the engine .
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 (1), carefully install counter-
balance shaft into engine.
3. Install Counterbalance shaft thrust plate retaining

bolt (4) finger tight.Do not tighten bolt at this time.
4. Position the right side of the thrust plate with the
right chain guide bolt, install bolt finger tight.
5. Torque the thrust plate retaining bolt (4) to 28 N·m
(250 in. lbs.).
6. Remove the chain guide bolt so that guide can be
installed.
SHAFT - IDLER
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.
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
3. Remove electric cooling fan and fan shroud assem-
bly.
4. Remove fan and fan drive assembly (Refer to 7 -
COOLING/ENGINE/FAN DRIVE VISCOUS
CLUTCH - 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 COM-
PRESSOR - 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,
MoparT Grey Engine RTV sealant must be substi-
tuted.
NOTE: It is not necessary to remove the water

pump for timing cover removal.
11. Remove the bolts holding the timing cover to engine block.
12. Remove the timing cover.
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,
MoparT Engine Grey RTV must be used as a sub-
stitute.
2. Inspect the water passage o-rings for any damage,

and replace as necessary.
3. Apply MoparT Grey Engine RTV sealer (3) to front
cover (1) following the path provided using a 3 to
4mm thick bead (3).
4. Install cover. Tighten fasteners in sequence as

shown in to 58 N·m (43 ft. lbs.).
5. Install crankshaft damper (Refer to 9 - ENGINE/
ENGINE BLOCK/VIBRATION DAMPER - INSTAL-
LATION).
6. Install the A/C compressor (Refer to 24 - HEATING
PRESSOR - INSTALLATION).
7. Install the generator (Refer to 8 - ELECTRICAL/
CHARGING/GENERATOR - INSTALLATION).
8. Install accessory drive belt tensioner assembly
(Refer to 7 - COOLING/ACCESSORY DRIVE/BELT
TENSIONERS - INSTALLATION).
9. Install radiator upper and lower hoses.
10. Install both heater hoses.
11. Install electric fan shroud and viscous fan drive
assembly (Refer to 7 - COOLING/ENGINE/FAN
DRIVE VISCOUS CLUTCH - INSTALLATION).
TIMING CHAIN & SPROCKETS

REMOVAL

3. Remove right and left cylinder head covers (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - REMOVAL).
4. Remove radiator fan shroud (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - REMOVAL).
5. Rotate engine until timing mark on crankshaft
damper (2) aligns with TDC mark on timing chain
cover (2) and the camshaft sprocket “V6” marks
are at the 12 o’clock position (No. 1 TDC exhaust
stroke).
6. Remove power steering pump (Refer to 19 -

STEERING/PUMP - REMOVAL).
7. Remove access plug 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.
REMOVAL) and timing chain cover (Refer to 9 -
10. Collapse and pin primary chain tensioner.
CAUTION: Plate behind left secondary chain ten-

sioner could fall into oil pan. Therefore, cover pan
opening.
11. Remove secondary chain tensioners.

12. 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 tar-
get wheel could cause a vehicle no start condition.
CAUTION: Do not forcefully rotate the camshafts

or crankshaft independently of each other. Damag-
ing 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
Special Tool 8428 Camshaft Wrench (2), remove
the left camshaft sprocket. Slowly rotate the cam-
shaft approximately 5 degrees clockwise to a neu-
tral position.
15. While holding the right camshaft steel tube with
Special Tool 8428 Camshaft Wrench (2), remove
the right camshaft sprocket.
16. Remove idler sprocket assembly bolt.
17. Slide the idler sprocket assembly and crank sprocket forward simultaneously to remove the primary and sec-
ondary chains.
18. Remove both pivoting tensioner arms and chain guides.
19. 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 replace-
ment.
• 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 ten-
sioner 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 (5) 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 ten-
sioner body. Install Special Tool 8514 lock pin (3)
into hole on front of tensioner. Slowly open vise (1)
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 N·m (250 in. lbs.).
3. Install right side chain tensioner arm. Install TorxT

bolt. Tighten TorxT bolt to 28 N·m (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 N·m (250 in. lbs.).
5. Install left side chain tensioner arm, and TorxT bolt.
Tighten TorxT bolt to 28 N·m (250 in. lbs.).
6. Install the right side chain guide. Tighten the bolts
to 28 N·m (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 o’clock and 8 o’clock).
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 o’clock on the idler sprocket. Align the primary
chain single plated link with the timing mark at 6 o’clock 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 sec-
ondary 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 N·m (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 over-torque 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 o’clock position.
CAUTION: Ensure the plate between the left sec-

ondary chain tensioner and block is correctly
installed.
15. Install both secondary chain tensioners. Tighten

bolts to 28 N·m (250 in. lbs.).
NOTE: Left and right secondary chain tensioners

are not common.
16. Remove all 3 locking pins from tensioners.
CAUTION: After pulling locking pins out of each

tensioner, DO NOT manually extend the tension-
er(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 and right. camshaft
sprocket bolts to 122 N·m (90 ft. lbs.).
18. Rotate engine two full revolutions. Verify timing marks are at the follow locations:
• primary chain idler sprocket dot is at 12 o’clock
• primary chain crankshaft sprocket dot is at 6 o’clock
• secondary chain camshaft sprockets “V6” marks are at 12 o’clock
• counterbalancer shaft drive gear dot is aligned to the idler sprocket gear dot
19. Lubricate all three chains with engine oil.
20. 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 must be
replaced.
21. Install timing chain cover and crankshaft damper.
Refer to procedures.
22. Install cylinder head covers (Refer to 9 - ENGINE/
CYLINDER HEAD/CYLINDER HEAD COVER(S) -
INSTALLATION).
NOTE: Before installing threaded plug in right cyl-

inder head, the plug must be coated with sealant
to prevent leaks.
23. Coat the large threaded access plug with MoparT

Thread Sealant with Teflon, then install into the
right cylinder head (1) and tighten to 81 N·m (60
ft. lbs.).
24. Install the oil fill housing.
25. Install access plug in left cylinder head (2).
26. Install power steering pump (Refer to 19 -
STEERING/PUMP - INSTALLATION).
27. Fill cooling system (Refer to 7 - COOLING -
TABLE OF CONTENTS
page page
ENGINE - 4.7L - SERVICE INFORMATION REMOVAL

DIAGNOSIS AND TESTING REMOVAL - RIGHT SIDE . . . . . . . . . . . . . . 2215
DIAGNOSIS AND TESTING - ENGINE REMOVAL - LEFT SIDE . . . . . . . . . . . . . . . 2216
DIAGNOSIS - PERFORMANCE . . . . . . . . . 2163 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2216
DIAGNOSIS AND TESTING - ENGINE INSTALLATION
DIAGNOSIS - MECHANICAL . . . . . . . . . . . 2165 INSTALLATION - RIGHT SIDE . . . . . . . . . . 2216
DIAGNOSIS AND TESTING - CYLINDER INSTALLATION - LEFT SIDE . . . . . . . . . . . 2217
COMPRESSION PRESSURE . . . . . . . . . . . 2166 VALVES & SEATS - INTAKE/EXHAUST
DIAGNOSIS AND TESTING - CYLINDER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2217
COMBUSTION PRESSURE LEAKAGE . . . . 2166 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2217
DIAGNOSIS - INTRODUCTION . . . . . . . . . . 2167 ROCKER ARM - VALVE
STANDARD PROCEDURE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2219
STANDARD PROCEDURE - REPAIR DIAGNOSIS AND TESTING - HYDRAULIC
DAMAGED OR WORN THREADS . . . . . . . 2167 LASH ADJUSTER . . . . . . . . . . . . . . . . . . . . 2219
STANDARD PROCEDURE - FORM-IN- REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2220
PLACE GASKETS AND SEALERS . . . . . . . 2167 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2220
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2168 SPRINGS-VALVE
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2221
SPECIFICATIONS - 4.7L ENGINE . . . . . . . . 2179 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2221
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . 2184 SEALS-VALVE GUIDE
SPECIAL TOOLS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2222
4.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . 2186 ENGINE BLOCK
ELEMENT - AIR CLEANER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2222
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2190 STANDARD PROCEDURE - CYLINDER BORE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2191 HONING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2222
CYLINDER HEAD CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2222
DESCRIPTION INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2223
DESCRIPTION - CYLINDER HEAD .... . . 2191 BEARINGS - CONNECTING ROD
DESCRIPTION - VALVE GUIDES . . . . . . . . 2191 STANDARD PROCEDURE - CONNECTING
DIAGNOSIS AND TESTING ROD BEARING FITTING . . . . . . . . . . . . . . 2223
CYLINDER HEAD GASKET . . . . . . . . . . . . 2191 PLUGS - CORE
REMOVAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2226
REMOVAL - LEFT CYLINDER HEAD . . . . . 2192 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2226
REMOVAL - RIGHT CYLINDER HEAD . . . . 2195 CRANKSHAFT
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2198 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2227
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2198 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2227
INSTALLATION INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2227
INSTALLATION - LEFT CYLINDER HEAD . . 2198 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2228
INSTALLATION - RIGHT CYLINDER HEAD . 2201 BEARINGS - CRANKSHAFT MAIN
CAMSHAFT - LEFT STANDARD PROCEDURE - CRANKSHAFT
DESCRIPTION ..................... . . 2203 MAIN BEARING - FITTING . . . . . . . . . . . . . 2230
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2206 SEAL - CRANKSHAFT OIL - FRONT
CAMSHAFT - RIGHT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2232
DESCRIPTION ..................... . . 2209 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2233
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2209 SEAL - CRANKSHAFT OIL - REAR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2212 DIAGNOSIS AND TESTING - REAR SEAL
COVER - CYLINDER HEAD AREA LEAKS . . . . . . . . . . . . . . . . . . . . . . . 2233
DESCRIPTION ..................... . . 2215 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2234
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2234 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 2256

FLEX PLATE OPERATION
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2235 OPERATION . . . . . . . . . . . . . . . . . . . . . . . 2257
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2236 OPERATION . . . . . . . . . . . . . . . . . . . . . . . 2257
ROD - PISTON & CONNECTING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2257
DESCRIPTION ..................... . . 2236 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2257
STANDARD PROCEDURE - PUMP - ENGINE OIL
PISTON FITTING . . . . . . . . . . . . . . . . . . . . 2237 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2258
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2237 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 2258
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2238 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2258
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2238 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2258
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2239 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 2260
RINGS - PISTON INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2261
STANDARD PROCEDURE - PISTON RING MANIFOLD - INTAKE
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2240 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2261
DAMPER - CRANKSHAFT DIAGNOSIS AND TESTING - INTAKE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2243 MANIFOLD LEAKAGE . . . . . . . . . . . . . . . . 2261
COVER - STRUCTURAL CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2263
DESCRIPTION ..................... . . 2244 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2263
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2244 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2263
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2245 MANIFOLD - EXHAUST
MOUNT - FRONT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2264
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2245 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2266
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2247 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2266
MOUNT - REAR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2266
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2249 VALVE TIMING
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2249 DESCRIPTION - TIMING DRIVE SYSTEM . . . 2268
LUBRICATION OPERATION - TIMING DRIVE SYSTEM . . . . . 2268
DESCRIPTION ..................... . . 2250 STANDARD PROCEDURE
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2250 STANDARD PROCEDURE - MEASURING
DIAGNOSIS AND TESTING TIMING CHAIN WEAR . . . . . . . . . . . . . . . . 2269
DIAGNOSIS AND TESTING - CHECKING STANDARD PROCEDURE - ENGINE TIMING
ENGINE OIL PRESSURE . . . . . . . . . . . . . . 2252 - VERIFICATION . . . . . . . . . . . . . . . . . . . . . 2269
DIAGNOSIS AND TESTING - ENGINE OIL COVER - TIMING
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2252 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2274
OIL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2275
STANDARD PROCEDURE - ENGINE OIL TIMING CHAIN & SPROCKETS
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 2253 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2276
FILTER - ENGINE OIL INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2280
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2255 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2281
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2255 SHAFT - IDLER
PAN - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2284
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2256
DESCRIPTION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 2256


TESTING).
COIL - REMOVAL).
- CLEANING).
filter.
7. Faulty fuel pump, relay or wiring. 7. Repair or replace as necessary.
ENGINE STALLS OR ROUGH IDLE 1. Idle speed set to low. 1. (Refer to 14 - FUEL SYSTEM/
FUEL INJECTION/IDLE AIR
CONTROL MOTOR - REMOVAL).
2. Idle mixture too lean or too rich. 2. Refer to Powertrain Diagnosis

Information.
3. Vacuum leak. 3. Inspect intake manifold and
necessary.
COIL - REMOVAL).
5. Incorrect engine timing. 5. (Refer to 9 - ENGINE/VALVE
TIMING - STANDARD
PROCEDURE).
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped spark 1. (Refer to 8 - ELECTRICAL/

- CLEANING).

filter.
3. Faulty fuel pump. 3. Refer to the Appropriate
Diagnostic Information
system. necessary.
COIL - REMOVAL).
ENGINE MISSES ON 1. Spark plugs dirty or incorrectly 1. (Refer to 8 - ELECTRICAL/

- CLEANING).

COIL - REMOVAL).
ENGINE MISSES AT HIGH SPEED 1. Spark plugs dirty or incorrectly 1. (Refer to 8 - ELECTRICAL/
gapped. IGNITION CONTROL/SPARK PLUG
- CLEANING).
COIL - REMOVAL).
filter.

SPECIFICATIONS)

wear.
& SEATS - STANDARD
PROCEDURE)
& SEATS - STANDARD
PROCEDURE)

MAINTENANCE -
SPECIFICATIONS)

wear.
out-of-round.

MAINTENANCE -
SPECIFICATIONS)
wear.
converter.

REMOVAL).

cylinder.

AIR ESCAPES THROUGH THROTTLE Intake valve bent, burnt, or not seated Inspect valve and valve seat. Reface or
BODY properly replace, as necessary. Inspect valve
springs. Replace as necessary.
AIR ESCAPES THROUGH TAILPIPE Exhaust valve bent, burnt, or not seated Inspect valve and valve seat. Reface or
properly replace, as necessary. Inspect valve
springs. Replace as necessary.
AIR ESCAPES THROUGH RADIATOR Head gasket leaking or cracked cylinder Remove cylinder head and inspect.
head or block Replace defective part
MORE THAN 50% LEAKAGE FROM Head gasket leaking or crack in cylinder Remove cylinder head and inspect.
ADJACENT CYLINDERS head or block between adjacent Replace gasket, head, or block as
cylinders necessary
MORE THAN 25% LEAKAGE AND AIR Stuck or broken piston rings; cracked Inspect for broken rings or piston.
ESCAPES THROUGH OIL FILLER CAP piston; worn rings and/or cylinder wall Measure ring gap and cylinder diameter,
OPENING ONLY taper and out-of-round. Replace
defective part as necessary

tenance.
TESTING).
AND TESTING).
STANDARD PROCEDURE

MOPART ATF RTV
MOPART GASKET MAKER

w/applicator.

REMOVAL
NOTE: This procedure applies to both the 4X2 and 4X4 vehicles, steps that apply to the 4X4 vehicle only,
are identified.
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. Disconnect the battery negative and positive cables.
4. Remove exhaust crossover pipe from exhaust manifolds.
5. 4X4 vehicles Disconnect axle vent tube from left side engine mount.
6. Remove the through bolt retaining nut and bolt from both the left and right side engine mounts.
7. 4X4 vehicles Remove locknut from left and right side engine mount brackets.
8. Disconnect two ground straps from the lower left hand side and one ground strap from the lower right hand side
of the engine.
9. Disconnect crankshaft position sensor (1).
NOTE: The following step applies to 4X4 vehicles equipped with automatic transmission only.
10. 4X4 vehicles Remove the axle isolator bracket from the engine, transmission and the axle.
11. Remove structural cover (Refer to 9 - ENGINE/

ENGINE BLOCK/STRUCTURAL COVER -
REMOVAL).
12. Remove starter (4) (Refer to 8 - ELECTRICAL/

STARTING/STARTER MOTOR - REMOVAL).
13. Drain cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).

14. Remove torque converter bolts (Automatic Transmission Only).
15. Remove transmission to engine mounting bolts.
16. Disconnect the engine block heater power cable from the block heater, if equipped.
17. Lower vehicle.
18. Remove throttle body resonator assembly and air inlet hose.
20. Disconnect tube from both the left and right side
crankcase breathers (1). Remove breathers
21. Discharge A/C system (Refer to 24 - HEATING &

AIR CONDITIONING/PLUMBING/REFRIGERANT
- STANDARD PROCEDURE).
22. Remove A/C compressor (2) (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - REMOVAL).
23. Remove shroud, fan assembly (Refer to 7 -

CLUTCH - REMOVAL) and accessory drive belt
(Refer to 7 - COOLING/ACCESSORY DRIVE/
DRIVE BELTS - REMOVAL).
24. Disconnect transmission oil cooler lines at the
radiator.
25. Disconnect radiator upper and lower hoses.
26. Remove radiator (Refer to 7 - COOLING/ENGINE/
RADIATOR - REMOVAL), A/C condenser (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMB-
ING/A/C CONDENSER - REMOVAL) and trans-
mission oil cooler.
27. Remove generator (3) (Refer to 8 - ELECTRICAL/

CHARGING/GENERATOR - REMOVAL).
28. Disconnect the two heater hoses from the timing

chain cover and heater core.
29. Unclip (2) and remove heater hoses (1) and tubes
from the intake manifold.
30. Disconnect engine harness at the following points :

• Fuel Injectors
• Manifold absolute pressure (MAP) Sensor
• Coil Over Plugs
31. Disconnect the vacuum lines at the throttle body
and intake manifold.
32. Remove power steering pump and position out of
the way.
33. Install Special Tools 8400 Lifting Studs, into the

cylinder heads.
34. 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 por-
tion of the lifting stud.
• Position the two remaining fixture arms onto the
two Special Tools 8400 Lifting Studs, in the cyl-
inder 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 min-
imize the angle of engine during removal.
35. Disconnect body ground strap (3) at the right side

cowl.
36. Disconnect body ground strap (2) at the left side

cowl.
NOTE: It will be necessary to support the trans-

mission in order to remove the engine.
37. Position a suitable jack under the transmission.

38. Remove engine from the vehicle.
INSTALLATION
1. Position engine in the vehicle.
Position both the left and right side engine mount
brackets and install the through bolts and nuts.
Tighten nuts to 4X2 vehicles95 N·m (70 ft. lbs.).4X4
vehicles102 N·m (75 ft. lbs.).
2. 4X4 vehiclesInstall locknuts onto the engine mount
brackets. Tighten locknuts to 41 N·m (30 ft. lbs.).
3. Remove jack from under the transmission.
4. Remove Engine Lifting Fixture Special Tool 8347
(3).
5. Remove Special Tools 8400 Lifting Studs.
6. Position generator wiring behind the oil dipstick

tube, then install the oil dipstick tube upper mount-
ing bolt.
7. Connect both left (2) and right (3) side body ground
straps.
8. Install power steering pump.
9. Connect fuel supply line quick connect fitting (Refer
to 14 - FUEL SYSTEM/FUEL DELIVERY/QUICK
CONNECT FITTING - STANDARD PROCEDURE).
10. Connect the vacuum lines at the throttle body and
intake manifold.
11. Connect engine harness at the following points:

• Intake Air Temperature (IAT) Sensor (4)
• Fuel Injectors
• Coil Over Plugs
12. Position and install heater hoses (1) and tubes

onto intake manifold.
13. Install the heater hoses onto the heater core and
the engine front cover, and install clips (2).
14. Install generator (3) (Refer to 8 - ELECTRICAL/

CHARGING/GENERATOR - INSTALLATION).
15. Install A/C condenser (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C CONDENSER - INSTAL-
LATION), radiator (Refer to 7 - COOLING/ENGINE/RADIATOR - INSTALLATION) and transmission oil cooler.
16. Connect radiator upper and lower hoses.
17. Connect the transmission oil cooler lines to the radiator.
18. 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).
19. Install A/C compressor (2) (Refer to 24 - HEAT-

ING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - INSTALLATION).
20. Install both breathers (1). Connect tube to both

crankcase breathers.
21. Connect throttle and speed control cables.
22. Install throttle body resonator assembly and air
inlet hose. Tighten clamps 4 N·m (35 in. lbs.).
23. Raise vehicle.
24. Install transmission to engine mounting bolts.

Tighten the bolts to 41 N·m (30 ft. lbs.).
25. Install torque converter bolts (Automatic Transmis-
sion Only).
26. Connect crankshaft position sensor (1).
27. 4X4 vehiclesPosition and install the axle isolator
bracket onto the axle, transmission and engine
block. Tighten bolts to specification (Refer to 9 -
ENGINE - SPECIFICATIONS).
28. 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.
29. Install structural cover (Refer to 9 - ENGINE/EN-

GINE BLOCK/STRUCTURAL COVER - INSTAL-
LATION).
30. Install exhaust crossover pipe.
31. Install engine block heater power cable, If
equipped.
32. 4X4 vehiclesConnect axle vent tube to left side
engine mount.
33. Lower vehicle.
34. Check and fill engine oil.
35. Recharge the A/C system (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING/REFRIGERANT - STANDARD PROCEDURE).
36. Refill the engine cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
37. Connect the battery positive and negative cables.
SPECIFICATIONS
SPECIFICATIONS - 4.7L ENGINE
GENERAL DESCRIPTION
Engine Type 90° SOHC V-8 16-Valve
Displacement 4.7 Liters / 4701 cc
287 ( Cubic Inches)
Bore 93.0 mm (3.66 in.)
Stroke 86.5 mm (3.40 in.)
Horsepower 235 BHP @ 4800 RPM
Torque 295 LB-FT @ 3200 RPM
Lead Cylinder #1 Left Bank
Firing Order 1-8-4-3-6-5-7-2
CYLINDER BLOCK
Metric Standard
Bore Diameter 93.010 ± .0075 mm 3.6619 ± 0.0003 in.
Taper (MAX) 0.051 mm 0.002 in.
PISTONS
Metric Standard
Diameter 92.975 mm 3.6605 in.
Weight 366 grams 12.9 oz
No. 1 83.37 - 83.13 mm 3.282 - 3.273 in
No. 2 82.833 - 83.033 mm 3.261 - 3.310 in.
No. 3 83.88 - 84.08 mm 3.302 - 3.310 in.
PISTON PINS
Metric Standard
Diameter 24.013 - 24.016 mm 0.9454 - 0.9455 in.
PISTON RINGS
Metric Standard
Ring Gap
Side Clearance
Ring Width
CONNECTING RODS
Metric Standard
Piston Pin Bore Diameter .025 - .048 mm
(Interference Fit) 0.001 - 0.0019 in.
Bearing Bore Out of Round (MAX) 0.004 mm 0.0002 in.
Total Weight (Less Bearing) 555 grams 19.5771 ounces
CRANKSHAFT
Metric Standard
Taper (MAX) 0.008 mm 0.0004 in.
End Play 0.052 - 0.282 mm 0.0021 - 0.0112 in.
Bearing Clearance 0.010 - 0.048 0.0004 - 0.0019 in.
Taper (MAX) 0.008 mm 0.0004 in.
CAMSHAFT
Metric Standard
Bore Diameter 26.02 - 26.04 mm 1.0245 - 1.0252 in.
Bearing Journal Diameter 25.975 - 25.995 mm 1.0227 - 1.0235 in.
Bearing Clearance (MAX) 0.065 mm 0.0026 in.
End Play .075 - .200 mm 0.003 - 0.0079 in.
End Play (MAX) .200 mm 0.0079 in.
VALVE TIMING
Intake
Opens (BTDC) 4.4°
Duration 243.5°
Exhaust
Opens (BTDC) 240.5°
Duration 253.70°

VALVES
Face Angle 45° - 45.5°
Head Diameter
Intake 48.52 - 48.78 mm
(1.9103 - 1.9205 in.)
Exhaust 36.87 - 37.13 mm
(1.4516 - 1.4618 in.)
Length (Overall)
Intake 113.45 - 114.21 mm
(4.4666 - 4.4965)
Exhaust 114.92 - 115.68 mm
(4.5244 - 4.5543 in.)
Stem Diameter
Intake 6.931 - 6.957 mm
(0.2729 - 0.2739 in.)
Exhaust 6.902 - 6.928 mm
(0.2717 - 0.2728 in.)
Stem - to - Guide Clearance

Intake 0.018 - 0.069 mm
(0.0008 - 0.0028 in.)
Exhaust 0.047 - 0.098 mm
(0.0019 - 0.0039 in.)
Max. Allowable Stem - to - Guide Clearance (Rocking

Method)
Intake 0.069 mm (0.0028 in.)
Exhaust 0.098 mm (0.0039 in.)
Valve Lift (Zero Lash)

Intake 11.25 mm (0.443 in.)
Exhaust 10.90 mm (0.4292 in.)
VALVE SPRING
Free Length (Approx)

Intake 49.0 mm (1.9291 in.)
Exhaust 49.0 mm (1.9291 in.)

Intake and Exhaust 313.0 - 354.0 N @ 40.12 mm
(70.365 - 79.582 lbs. @ 1.5795 in.)
Spring Force (Valve Open)
Intake and Exhaust 776.0 - 870.0 N @ 28.88 mm
(174.451 - 195.583 lbs. @ 1.137 in.)
Number of Coils
Intake 7.3
Exhaust 7.3
Wire Diameter
Intake and Exhaust 4.6 × 3.67mm
(0.1811 - 0.1445 in.)
Installed Height (Spring Seat to Bottom of Retainer)

Nominal
Intake 40.12 mm (1.579 in.)
Exhaust 40.12 mm (1.579 in.)
CYLINDER HEAD
Gasket Thickness (Compressed) 0.7 mm (0.0276 in.)
Valve Seat Runout (MAX) 0.051 mm (0.002 in.)
Valve Seat Width
Intake 1.75 - 2.36 mm
(0.0698 - 0.0928 in.)
Exhaust 1.71 - 2.32 mm
(0.0673 - 0.0911 in.)
Guide Bore Diameter (Std.) 6.975 - 7.00 mm
(0.2747 - 0.2756 in.)
Cylinder Head Warpage (Flatness) 0.0508 mm (0.002 in.)
OIL PUMP
Clearance Over Rotors/End Face (MAX) 0.095 mm (0.0038 in.)
Cover Out - of -Flat (MAX) 0.025 mm (0.001 in.)
Inner and Outer Rotor Thickness 12.02 mm (0.4731 in.)
Outer Rotor to pocket (Diametral) clearance (MAX) .235 mm (.0093 in.)
Outer Rotor Diameter (MIN) 85.925 mm (0.400 in.)
Tip Clearance Between Rotors (MAX) 0.150 mm (0.006 in.)
OIL PRESSURE
At Curb Idle Speed (MIN)* 48 kPa (7 psi)
@ 3000 rpm 240 - 725 kPa (35 - 105 psi)
* CAUTION: If pressure is zero at curb idle, DO NOT run engine at 3000 rpm.
TORQUE
DESCRIPTION N·m Ft. In.

Lbs. Lbs.
Camshaft
Non - Oiled Sprocket Bolt 122 90 —
Bearing Cap Bolts 11 — 100
Timing Chain Cover—Bolts 58 43 —
Connecting Rod Cap—Bolts 27 20 —
PLUS 90° TURN
Bed Plate—Bolts Refer to Procedure
Cylinder Head—Bolts Refer to Procedure
Crankshaft Damper—Bolt 175 130 —
Cylinder Head Cover—Bolts 12 — 105
Exhaust Manifold—Bolts 25 18 —
Exhaust Manifold Heat Shield—Nuts 8 — 72
Then loosen 45°
Flexplate—Bolts 60 45 —
Engine Mount Bracket to Block—Bolts 61 45 —
Rear Mount to Transmission—Bolts 46 34 —
Generator Mounting—Bolts
M10 Bolts 54 40 —
M8 Bolts 28 — 250
Intake Manifold—Bolts 12 — 105
Refer to Procedure for
Tightening Sequence
Oil Pan—Bolts 15 — 130
Oil Pan—Drain Plug 34 25 —
Oil Pump—Bolts 28 — 250

Lbs. Lbs.
Oil Pump Cover—Bolts 12 — 105
Oil Pickup Tube—Bolt and Nut 28 — 250
Oil Dipstick Tube to Engine
Block—Bolt 15 — 130
Oil Fill Tube—Bolts 12 — 105
Timing Chain Guide—Bolts 28 — 250
Timing Chain Tensioner Arm—Special
Pin Bolt 17 — 150
Hydraulic Tensioner—Bolts 28 — 250
Timing Chain Primary Tensioner—Bolts 28 — 250
Timing Drive Idler Sprocket—Bolt 34 25 —
Thermostat Housing—Bolts 13 — 115
Water Pump—Bolts 58 43 —
SPECIAL TOOLS
4.7L ENGINE
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

Puller 1026
Crankshaft Damper Removal Insert 8513
Chain Tensioner Wedge 8379

Connecting Rod Guides 8507
Crankshaft Damper Installer 8512 Chain Tensioner Pins 8514

Secondary Chain Holder 8515 Valve Spring Compressor Adapters 8519
Remover, Rocker Arm 8516
Valve Spring Tester C-647
Valve Spring Compressor 8387
Dial Indicator C-3339
Idler Shaft Remover 8517


COMPRESSOR VALVE SPRING C-3422-C
INDICATOR CYLINDER BORE C-119
BLOC-CHEK KIT C-3685

GAUGE OIL PRESSURE - C-3292


REMOVAL
Filter Element Only
1. Housing removal is not necessary for element (fil-
ter) replacement.
cleaner cover.
4. Release housing cover (3) from locating tabs on
housing and remove cover.
Housing Assembly
cleaner cover.
pins (2).
INSTALLATION
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 N·m (30 in. lbs.) torque.
5. If any other hose clamps were removed from air intake system, tighten them to 3.4 N·m (30 in. lbs.) torque.
6. If any bolts were removed from air resonator housing or air intake tubing, tighten them to 4.5 N·m (40 in. lbs.)
torque.
CYLINDER HEAD
DESCRIPTION
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.
DESCRIPTION - VALVE GUIDES

The valve guides are made of powered metal and are pressed into the cylinder head. The guides are not replace-
able or serviceable, and valve guide reaming is not recommended. If the guides are worn beyond acceptable limits,
replace the cylinder heads.

CYLINDER HEAD GASKET
water jacket.
• Loss of coolant
• Coolant foaming

inder 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 pres-
sure.

REMOVED.
VISUAL TEST METHOD
opens.
REMOVAL
REMOVAL - LEFT CYLINDER HEAD
3. Disconnect the exhaust pipe at the left side
exhaust manifold.
4. Drain the engine coolant. Refer to COOLING SYS-
TEM.
7. Remove the master cylinder and booster assembly.
Refer to section 5 brakes.
ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
9. Remove the fan shroud and fan blade assembly

(Refer to 7 - COOLING/ENGINE/FAN DRIVE VIS-
COUS CLUTCH - REMOVAL).
REMOVAL).
mark is aligned with TDC indicator mark.
necessary.
REMOVAL).

sprocket using Special Tool 8515.
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
gear.

Severe damage to the valve train can occur.

four bolts.

der 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
resulting in leaks.
REMOVAL - RIGHT CYLINDER HEAD

1. Disconnect battery negitive cable.
3. Disconnect the exhaust pipe at the right side
exhaust manifold.
4. Drain the engine coolant (Refer to 7 - COOLING -
7. Remove the cylinder head cover (1) (Refer to 9 -
8. Remove the fan shroud (Refer to 7 - COOLING/

REMOVAL).
9. Remove oil fill housing from cylinder head.
REMOVAL).
12. Verify the V8 mark on the camshaft sprocket is at the 12 o’clock position (2). Rotate the crankshaft one turn if
necessary.
REMOVAL).

sprocket using Special Tool 8515 (6).


gear.
17. Remove the right side secondary chain tensioner
18. Remove the cylinder head access plug (1).

19. Remove the right side secondary chain guide
gear.

severe damage to the valve train can occur.

four bolts.

get wheel for any reason. A damaged target wheel
can result in a vehicle no start condition.

der 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
resulting in leaks.
CLEANING
To ensure engine gasket sealing, proper surface preparation must be performed, especially with the use of alumi-
num engine components. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
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.
INSTALLATION
INSTALLATION - LEFT CYLINDER HEAD




surfaces.

ing dowels.


locating dowels.


engine oil and install the ten M11 bolts.
5. Coat the four M8 cylinder head bolts with MoparT 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 1–10, 20 N·m (15 ft. lbs.).
• Step 2: Tighten bolts 1–10, 47 N·m (35 ft. lbs.). Tighten bolts 11–14, 25 N·m (18 ft. lbs.).
• Step 3: Tighten bolts 1–10, 90 degrees. Tighten bolts 11–14, 30 N·m (22 ft. lbs.).
of the V8 mark on the gear and position the gear onto the camshaft.
9. Install the left side secondary chain guide (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND
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/
INSTALLATION).

INSTALLATION).
16. Install the fan blade assembly and fan shroud
(Refer to 7 - COOLING/ENGINE/FAN DRIVE VIS-
COUS CLUTCH - INSTALLATION).

18. Reinstall the master cylinder and booster assem-
bly. Refer to section 5 brakes.
TION).
20. Refill the cooling system (Refer to 7 - COOLING -
22. Install the exhaust pipe onto the left exhaust man-
ifold.
INSTALLATION - RIGHT CYLINDER HEAD

Necking (2) can be checked by holding a straight

edge against the threads. If all the threads do not con-
tact the scale (2), the bolt should be replaced.


surfaces.

ing dowels.


locating dowels.


engine oil and install the ten M10 bolts.
5. Coat the four M8 cylinder head bolts with MoparT 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 1–10, 20 N·m (15 ft. lbs.).
• Step 2: Tighten bolts 1–10, 47 N·m (35 ft. lbs.). Tighten bolts 11–14, 25 N·m (18 ft. lbs.).
• Step 3: Tighten bolts 1–10, 90 degrees. Tighten bolts 11–14, 30 N·m (22 ft. lbs.).
of the V8 mark on the gear (2) and position the gear onto the camshaft.
9. Install the right side secondary chain guide (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COV-
ER(S) - INSTALLATION).
10. Install the right side cylinder head access plug (1).
11. Re-set and install the right side secondary chain
tensioner.

INSTALLATION).
15. Install accessory drive belt (Refer to 7 - COOL-
INSTALLATION).
16. Install the fan shroud.
17. Install the cylinder head cover (1) (Refer to 9 -

TION).
19. Install oil fill housing onto cylinder head.
20. Refill the cooling system (Refer to 7 - COOLING -
22. Install the exhaust pipe onto the right exhaust
manifold.
24. Reconnect battery negitive cable.
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.
REMOVAL
1. Remove cylinder head cover (1) (Refer to 9 -
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 o’clock 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.
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 tension-
ers 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 pli-

ers 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).




camshaft.
INSTALLATION
NOTE: Position the left side camshaft so that the

bearing caps.

retaining bolts.
4. Working in 1⁄2 turn increments, tighten the bearing
working outward.
11 N·m (100 in. lbs.).
(Two links marked during removal) (1).

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.

8. Remove excess oil from bolt, then install the cam-

shaft sprocket retaining bolt and hand tighten.
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 N·m (90 ft. lbs.).
11. Install the cylinder head cover (1).

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.
REMOVAL
1. Remove the cylinder head covers (1) (Refer to 9 -
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 ten-
sioner ratchet.
2. Set engine to TDC cylinder #1, camshaft sprocket V8 marks at the 12 o’clock 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.

get wheel for any reason, Severe damage will
occur to the target wheel. A damaged target wheel
could cause a vehicle no start condition.

retaining bolt (2). Leave bolt snug against sprocket
(3).
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 ten-
sioners 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.
6. Remove the camshaft position sensor (1).

ers (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).




camshaft.
INSTALLATION
NOTE: Position the right side camshaft so that the

bearing caps.

retaining bolts.
working outward.
11 N·m (100 in. lbs.).
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).

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.

8. Remove excess oil from camshaft sprocket bolt,

then install the camshaft sprocket retaining bolt and
hand tighten.
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 N·m (90 ft. lbs.).
11. Install the camshaft position sensor.
12. Install the cylinder head cover (1) (Refer to 9 -


DESCRIPTION
The cylinder head covers are made of injection molded thermo-set plastic, and are not interchangeable from side-
to-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
REMOVAL - RIGHT SIDE
5. Remove air conditioning compressor retaining bolts and move compressor to the left.
6. Remove heater hoses.
7. Disconnect injector and ignition coil connectors.
8. Disconnect and remove positive crankcase ventilation (PCV) hose.
9. Remove oil fill tube.

10. Un-clip injector and ignition coil harness and move away from cylinder head cover.
11. Remove right rear breather tube and filter assembly.
12. Remove cylinder head cover retaining bolts.
REMOVAL - LEFT SIDE

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.
CLEANING
Clean cylinder head cover gasket surface.
Clean head rail, if necessary.
INSTALLATION
INSTALLATION - RIGHT SIDE

may occur.

2. Install cylinder head cover and hand start all fas-
teners (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 N·m (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.
8. Install heater hoses.
9. Install air conditioning compressor retaining bolts.
11. Fill Cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
INSTALLATION - LEFT SIDE

may occur.

teners. Verify that all studs are in the correct loca-
tion shown in.
3. Tighten cylinder head cover bolts (1) and double
ended studs to 12 N·m (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.

DESCRIPTION
The valves are made of heat resistant steel and have chrome plated stems to prevent scuffing. Each valve is actu-
ated 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.
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 cam-
shaft.
NOTE: All six valve springs and valves are

covers one valve and valve spring.
3. Using Special Tool C-3422–B or C-3422–C Valve

Spring Compressor and Special tool 8519 Adapter,


NOTE: Check for sharp edges on the keeper grooves. Remove any burrs from the valve stem before remov-
ing the valve from the cylinder head.
7. Remove the valve from the cylinder head.
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
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 (6) and the spring retainer (2).
4. Using the valve spring compressor, compress the
spring (6) and install the two valve locks (1).
sure the two valve locks 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 o’clock and the right
camshaft at 12 o’clock), then position the camshaft
bearing caps.
7. Install the camshaft bearing cap retaining bolts.
Tighten the bolts 9–13 N·m (100 in. lbs.) in 1⁄2 turn
increments in the sequence shown.
arms.
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.
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 very firm. Spongy adjusters can be bot-
tomed 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


2. For rocker arm removal on cylinders 3 and 5
Rotate the crankshaft until cylinder #1 is at TDC
exhaust stroke.
compression stroke.
compression stroke.
compression stroke.
6. Using special tool 8516 Rocker Arm Remover (2),
rocker arm.
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 cylinders 2 and 8 Rotate the crankshaft until cylinder #1 is at TDC compression
stroke.
stroke.
stroke.
5. Using special tool 8516 press downward on the valve spring, install rocker arm.
INSTALLATION).
SPRINGS-VALVE
DESCRIPTION
The valve springs are made from high strength chrome silicon steel. The springs are 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
2. Using Special Tool 8516 Rocker Arm Remover (2),
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 eight valve springs and seals are

covers one valve seal and valve spring.
5. Using Special Tool 8387 Valve Spring Compressor,



INSTALLATION
1. Coat the valve stem with clean engine oil and
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.
2. Install the spring (6) and the spring retainer (2).
3. Using Special Tool 8387 Valve Spring Compressor,
compress the spring and install the two valve
spring retainer halves.
sure the two spring retainer halves and the spring
retainer are fully seated.
arms.
SEALS-VALVE GUIDE
DESCRIPTION
The valve stem seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter
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.

required limits.


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).
CLEANING

INSPECTION
bore.
above.
BEARINGS - CONNECTING ROD

STANDARD PROCEDURE - CONNECTING ROD BEARING FITTING
Inspect the connecting rod bearings for scoring. Check

the bearings for normal wear patterns, scoring, groov-
ing, fatigue and pitting. Replace any bearing that
shows abnormal wear.
Inspect the connecting rod journals for signs of scor-
ing, nicks and burrs.
Misaligned or bent connecting rods can cause abnor-
mal wear on pistons, piston rings, cylinder walls, con-
necting 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 install in

connecting rod (1). Center bearing insert (2) in
connecting rod.
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 “F”’s near the piston
wrist pin bore should point to the front of the
engine.
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 Plasti-
gage 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 jour-

nal and tighten bolts to 27 N·m (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 50.983-50.967 mm

(.001 in.) (2.0073-2.0066 in.)
Std. STANDARD 50.992-51.008 mm

(2.0076-2.0082 in.)
.250 US .250 mm 50.758-50.742 mm

(.010 in.) (1.9984-1.9978 in.)
8. If bearing-to-journal clearance exceeds the specification, determine which service bearing set to use, using the
following bearing sizes:

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 N·m (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.
PLUGS - CORE
REMOVAL
1. Drain the cooling system (Refer to 7 - COOLING -
2. Using a blunt tool such as a drift or a screw driver
and a hammer, strike the bottom edge of the cup
plug (5).
3. Using a suitable pair of pliers, grasp the core plug
(2) and remove.
INSTALLATION
NOTE: Thoroughly clean core plug bore, remove all of the old sealer.
1. Coat the edges of the engine core plug and the core plug bore with Mopar Gasket Maker, or equivalent.
NOTE: It is not necessary to wait for the sealant to cure on the core plugs. The cooling system can be filled
and the vehicle returned to service immediately.
2. Using proper plug driver, drive core plug into the core plug bore. The sharp edge of the core plug should be at
least 0.50 mm (0.020 in.) inside the lead in chamfer.
CRANKSHAFT
DESCRIPTION
The crankshaft is constructed of nodular cast iron. The crankshaft is a crosshaped 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.
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 bear-

ing 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 bed-

plate 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.
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 N·m (12 ft. lbs.).
3. Position crankshaft in cylinder block.
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 MoparT Gen II Silicone Rubber Adhesive sealant (2) to the cylinder block-
to-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 N·m (40 ft. lbs.)
• Tighten bolts 1–10 to 2.8 N·m (25 in. lbs.)
• Turn bolts 1–10 an additional 90°.
• Tighten bolts A1– A6 to 27 N·m (20 ft. lbs.)
8. Measure crankshaft end play. (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT - STANDARD PROCE-
DURE).
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 28N·n (20 ft. lbs.) torque the nuts to 28N·m
(20 ft. lbs.).
11. Install the oil pan. Torque the retaining bolts to 15
N·m (11 ft. lbs.) in the sequence shown.
12. Install the engine (Refer to 9 - ENGINE -
INSTALLATION).

STANDARD PROCEDURE - CRANKSHAFT MAIN BEARING - FITTING
Crankshaft removed from the cylinder block.
of the journal.
The maximum allowable taper is 0.008mm (0.0004 inch.) and maximum out of round is 0.005mm (0.002 inch). Com-
pare the measured diameter with the journal diameter specification (Main Bearing Fitting Chart). Select inserts
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.
MAIN BEARING SELECTION CHART - 4.7L
GRADE SIZE mm (in.) FOR USE WITH

MARKING JOURNAL SIZE
A 0.008 mm U/S 63.488–63.496 mm

(0.0004 in.) U/S (2.4996–2.4999 in.)
B NOMINAL 63.496–63.504 mm
(2.4999–2.5002 in.)
C 0.008 mm O/S 63.504–63.512 mm

(0.0004 in.) O/S (2.5002–2.5005 in.)
INSPECTION
Wipe the inserts clean and inspect for abnormal wear

patterns and for metal or other foreign material imbed-
ded in the lining. Normal main bearing insert wear pat-
terns 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.

REMOVAL
REMOVAL).
3. Remove A/C compressor mouning fasteners and
set aside.


REMOVAL).

front seal.
INSTALLATION

shaft, Damper or Special Tool 8512, thoroughly
1. Using Special Tool 8348 and 8512 (2,3), install

crankshaft front seal.
2. Install vibration damper (Refer to 9 - ENGINE/EN-
GINE BLOCK/VIBRATION DAMPER - INSTALLA-
TION).
3. Install radiator cooling fan and shroud (Refer to 7 -
TION).
5. Install A/C compressor and tighten fasteners to 54
N·m (40 ft. lbs.).
6. Install accessory drive belt refer (Refer to 7 -
INSTALLATION).

general)
REMOVAL

cle.

sion.

after removal.

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 onto the crankshaft rear face. Then position
the crankshaft rear oil seal (1) onto the guide (2).

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.
FLEX PLATE
REMOVAL
MISSION/TRANSAXLE/AUTOMATIC - 45RFE/
545RFE - REMOVAL).
INSTALLATION
1. Position the flexplate onto the crankshaft and install
the bolts hand tight.
2. Tighten the flexplate retaining bolts to 60 N·m (45
ft. lbs.) in the sequence shown.
3. Install the transmission. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE
- INSTALLATION).
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 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 pow-
dered metal, with a “fractured cap” design. A pressed fit piston pin is used to attach the piston and connecting rod.

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
(3) 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 (1,2) will be serviced with the

piston pin and connecting rod pre-assembled.
outside diameter of a coated piston (1,2) will not
provide accurate results. Therefore measuring the
inside diameter of the cylinder bore with a dial Bore
required.
cylinder bore.
REMOVAL
• 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 cyl-
inder 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.
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.
7. Carefully remove piston rings from piston(s), starting from the top ring down.
CLEANING
INSPECTION
deterioration.
INSTALLATION
1. Before installing piston and connecting rod assem-
blies 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 posi-
tion of rings do not change during this opera-
tion.
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.

face with an raised “F” indicating installation posi-
tion (1). This mark must be pointing toward the
front of engine on both cylinder banks. The con-
necting rod oil slinger slot faces the front of the
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.

or removed.
9. Lubricate rod bolts and bearing surfaces with

engine oil. Install connecting rod cap and bearing.
Tighten bolts to 27 N·m (20 ft. lbs.) plus 90°.

• Timing chain and cover. (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTAL-
LATION).
TION).
RINGS - PISTON
Before reinstalling used rings or installing new rings,

the ring clearances must be checked.


cylinder.
4. Using a feeler gauge (1) check the ring end gap.

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.
Ring Position Groove Clearance Maximum Clearance

Upper Ring .051-.094 mm 0.11 mm
(0.0020-.0037 in.) (0.004 in.)
(0.0016-0.0031 in.) (0.004 in.)
Oil Control Ring .019-.229 mm .25 mm
(Steel Rails) (.0007-.0090 in.) (0.010 in.)
Upper Ring 0.20-0.36 mm 0.43 mm
(0.0079-0.0142 in.) (0.0017 in.)
(0.0146-0.0249 in.) (0.029 in.)
Oil Control Ring 0.025-0.76 mm 1.55 mm
(Steel Rail) (0.0099- 0.03 in.) (0.061 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:

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.

ton ring installer.
installer.

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.
DAMPER - CRANKSHAFT
REMOVAL
REMOVAL).
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.


INSTALLATION

1. Align crankshaft damper slot with key in crankshaft.

Slide damper onto crankshaft slightly.


(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 rod’s threads with MoparT Nickel Anti-Seize or equivalent.
3. Using Special Tool 8512–A, press damper onto

crankshaft (1).
4. Install then tighten crankshaft damper bolt to 175
N·m (130 ft. lbs.).
5. Install fan blade assembly (Refer to 7 - COOLING/
INSTALLATION).
6. Install radiator upper shroud and tighten fasteners
to 11 N·m (95 in. lbs.).
7. Connect electrical connector for shroud fan.
TION).
COVER - STRUCTURAL
DESCRIPTION
the engine bedplate.
OPERATION
REMOVAL
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.
INSTALLATION


2. Install all four bolts (1,2,3)retaining the cover-to-en-
gine. 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.

tightly against both the engine and the transmis-
sion bell housing during tightening sequence. Fail-
ure to do so may cause damage to the cover.

tighten bolts (1) to 54 N·m (40 ft. lbs.), then tighten bolts (2) and (3) to 54 N·m ( 40 ft. lbs.) in the sequence
shown.
MOUNT - FRONT
REMOVAL
2WD

13. Remove the (8) mount to engine attaching bolts
14. Remove the engine mounts.
4WD

2. Remove the viscous fan.
5. Remove the front crossmember.
10. Remove the 4 bolts that attach the engine mounts to the front axle (6).
11. Remove the 3 bolts (3) that attach the front axle to the left engine bracket.
15. Remove the engine mounts (4,8).
16. Remove the engine mount brackets (2).
INSTALLATION
2WD
1. Install the right and left side engine mounts to the

engine block with (8) bolts. Torque bolts to 54 N·m
(40 ft. lbs.).
2. Insert the (2) through bolts into the right and left
side engine mounts and loose assemble the two
nuts onto the through bolts.
3. Lower the engine until the through bolts rest onto
the slots in the frame brackets.
4. Tighten the through bolt nuts to 94 N·m (70 ft. lbs.).
8. Install the viscous fan (Refer to 7 - COOLING/EN-
GINE/FAN DRIVE VISCOUS CLUTCH -
REMOVAL).
4WD
1. Install the right and left side engine mounts (4,8) to the front axle (6). Torque nuts to 94 N·m (70 ft. lbs.).
lbs.).
4. Lower the engine until the left and right side engine brackets rest on the through bolts, and the lower engine
bracket through holes align with the engine mounts, and the left engine bracket holes align with the front axle
slots.
5. Loose assemble the (3) bolts that attach the front axle to the left engine bracket.
7. Torque the nuts for the (4) through bolts to 101 N·m (75 ft. lbs.).
8. Torque the (3) bolts that attach the front axle to the left engine bracket to 101 N·m (75 ft. lbs.).
11. Install the front crossmember.
MOUNT - REAR
REMOVAL
3. Remove the nuts from the transmission mount (1).
mount from the crossmember (2).
6. Remove the mount (1).
INSTALLATION
LUBRICATION
DESCRIPTION
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.
Engine Lubrication Flow Chart—Block: Table 1
FROM TO
Oil Pickup Tube Oil Pump
Oil Pump Oil Filter
Oil Filter Block Main Oil Gallery
Block Main Oil Gallery 1. Crankshaft Main Journal
2. Left Cylinder Head*
3. Right Cylinder Head*
Crankshaft Main Journals Crankshaft Rod Journals
Crankshaft Number One Main Journal 1.Front Timing Chain Idler Shaft
2.Both Secondary Chain Tensioners
Left Cylinder Head See Table 2
Right Cylinder Head See Table 2
* 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 TO
Cylinder Head Oil Port (in bolt hole) Diagonal Cross Drilling to Main Oil Gallery
Main Oil Gallery (drilled through head from rear to front) 1. Base of Camshaft Towers
2. Lash Adjuster Towers
Base of Camshaft Towers Vertical Drilling Through Tower to Camshaft Bearings**
Lash Adjuster Towers 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.

1. Remove oil pressure sending unit (2) and install
gauge assembly C-3292.
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.

stopping the leak.
tion.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.
valve and breather cap hose.

OIL
The engine oil level indicator (2) is located at the right

rear of the engine on the 4.7L engines.

pressure, run the engine for about five minutes before checking oil level. Checking engine oil level on a cold engine
is not accurate.
2. With engine OFF, allow approximately ten minutes for oil to settle to bottom of crankcase, remove engine oil
dipstick.
ENGINE OIL CHANGE

Change engine oil at mileage and time intervals described in Maintenance Schedules.
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

disposable type oil filter. DaimlerChrysler Corporation
recommends a MoparT or equivalent oil filter be used.
2. Using a suitable oil filter wrench loosen filter.

filter.
5. With a wiping cloth, clean the gasket sealing sur-

face of oil and grime.
INSTALLATION
filter one full turn, do not over tighten.
PAN - ENGINE OIL

REMOVAL
2. Install engine support fixture special tool # 8534. Do not raise engine at this time.
3. Loosen both left and right side engine mount through bolts. Do not remove bolts.
4. Remove the structural dust cover, if equipped.
6. Remove the front crossmember (Refer to 13 - FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER -
REMOVAL).
CAUTION: Only raise the engine enough to provide clearance for oil pan removal. Check for proper clear-
ance at fan shroud to fan and cowl to intake manifold.
7. Raise engine using special tool # 8534 to provide clearance to remove oil pan.

8. Remove the oil pan mounting bolts and oil pan.

10. Inspect the integral windage tray and gasket and
replace as needed.
INSTALLATION
1. Clean the oil pan gasket mating surface of the bed-
plate 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 N·m (20 ft. lbs.).
3. Position the oil pan and install the mounting bolts.
Tighten the mounting bolts to 15 N·m (11 ft. lbs.) in
the sequence shown.
4. Lower the engine into mounts using special tool # 8534.

5. Install both the left and right side engine mount through bolts. Tighten the nuts to 68 N·m (50 ft. lbs.).
6. Remove special tool # 8534.
7. Install structural dust cover, if equipped.
8. Install the front crossmember (Refer to 13 - FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER - INSTAL-
LATION).
9. Fill engine oil.

DESCRIPTION
DESCRIPTION
The 3 wire, solid-state engine oil pressure sensor (sending unit) is located in an engine oil pressure gallery.
DESCRIPTION
The 3–wire, electrical/mechanical engine oil pressure sensor (sending unit) is located in an engine oil pressure
gallery.
OPERATION
OPERATION
The oil pressure sensor uses three circuits. They are:
• A 5 volt power supply from the Powertrain Control Module (PCM)
The oil pressure sensor has a 3 wire electrical function very much like the Manifold Absolute Pressure (MAP) sen-
sor. 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.
OPERATION
The oil pressure sensor uses two circuits. They are:
The oil pressure 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 a CCD bus circuit 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.
REMOVAL
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.
PUMP - ENGINE OIL

REMOVAL
REMOVAL).
3. Remove the timing chains and tensioners (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND
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.
INSPECTION


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.
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.
6. Slide outer rotor (2) into the body of the oil pump.
rotor and the body. If the measurement is 0.235mm
(0.009 in.) or more the oil pump assembly must be
replaced.
outer (1) rotors. If the clearance between the rotors

must be replaced.
NOTE: The 3.7L/4.7L Oil pump is released as an

assembly. There are no DaimlerChrysler part num-
bers for Sub-Assembly components. In the event
the oil pump is not functioning or out of specifica-
tion it must be replaced as an assembly.
ASSEMBLY
1. Wash all parts in a suitable solvent and inspect carefully for damage or wear.
2. Install inner and outer rotors
3. Install oil pump cover plate and install cover bolts and tighten them to 12 N·m (105 in. lbs.).
4. Prime oil pump before installation by filling rotor cavity with engine oil.
5. 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 ten-
sioner retaining bolts to 28 N·m (250 in. lbs.) in the
sequence shown.
4. Install the secondary timing chain tensioners and
timing chains (Refer to 9 - ENGINE/VALVE TIM-
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 -
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

not be functioning.
LOOSE CLOTHING.

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.
REMOVAL
4. Disconnect electrical connectors for the following components:
5. Disconnect brake booster hose and positive crankcase ventilation (PCV) hose.
6. Disconnect generator electrical connections.
7. Disconnect air conditioning compressor electrical connections.
8. Disconnect left and right radio suppressor straps.
9. Disconnect and remove ignition coil towers (Refer to 8 - ELECTRICAL/IGNITION CONTROL/IGNITION COIL -
REMOVAL).
10. Remove top oil dipstick tube retaining bolt and ground strap.
12. Remove fuel rail (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL RAIL - REMOVAL).
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 (1) from the engine

front cover and the heater core.
16. Unclip (2) and remove heater hoses and tubes
from intake manifold.
17. Remove coolant temperature sensor (Refer to 7 -
COOLING/ENGINE/ENGINE COOLANT TEM-
PERATURE SENSO - REMOVAL).
18. Remove intake manifold retaining fasteners in

reverse order of tightening sequence.
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.
3. Inspect the manifold to throttle body mating surface for cracks, nicks and distortion.
INSTALLATION
1. Install intake manifold gaskets.
2. Position intake manifold.
3. Install intake manifold retaining bolts and tighten in
sequence shown in to 12 N·m (105 in. lbs.).
4. Install left and right radio suppressor straps.
5. Install throttle body assembly.
6. Install throttle cable bracket.
7. 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 - ELECTRI-
CAL/IGNITION CONTROL/IGNITION COIL -
INSTALLATION).
10. Position and install heater hoses and tubes onto intake manifold.
11. Install the heater hoses to the heater core and engine front cover.
• Ignition coil towers
• Fuel injectors
13. Install top oil dipstick tube retaining bolt and ground strap.
14. Connect generator electrical connections.
15. Connect Brake booster hose and Positive crankcase ventilation (PCV) hose.
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 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.

4. Remove A/C compressor (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/A/C COMPRESSOR -
REMOVAL).
5. Remove A/C accumulator support bracket fastener.
6. Drain coolant below heater hose level (Refer to 7 - COOLING - STANDARD PROCEDURE).
7. Remove heater hoses at engine.
8. Remove fasteners(4,5) attaching exhaust manifold heat shield.
9. Remove heat shield.

10. Remove upper exhaust manifold attaching fasteners (1,3).
12. Disconnect exhaust pipe from manifold.
13. Remove fasteners attaching starter. Move starter aside.
14. Remove lower exhaust manifold attaching fasteners.
15. Remove exhaust manifold and gasket. Manifold is removed from below the engine compartment.
1. Disconnect negative cable for battery.

2. Hoist vehicle.
3. Disconnect exhaust pipe at manifold.
4. Lower vehicle.
5. Remove the front two exhaust heat shield retaining fasteners (4,5). Raise vehicle and remove the fasteners at
rear of heat shield.
7. Lower vehicle and remove the upper exhaust manifold retaining bolts (2).
8. Raise vehicle and remove the lower exhaust manifold retaining bolts (3).
9. Remove exhaust manifold and gasket. Manifold is removed from below the engine compartment.
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 91,2,3) starting at center
and working outward to 25 N·m (18 ft. lbs.).
4. Install exhaust manifold heat shield. Tighten fasteners (4,5) to 8 N·m (72 in. lbs.), then loosen 45 degrees.
5. Install starter and fasteners.

6. Connect exhaust pipe to manifold.
7. Connect heater hoses at engine.
8. Install fastener attaching A/C accumulator.
9. Install A/C compressor and fasteners.
12. Install battery and connect cables.
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 (2,3) starting at center and
working outward to 25 N·m (18 ft. lbs.).
4. Install exhaust manifold heat shield. Tighten fasteners (4,5) to 8 N·m (72 in. lbs.), then loosen 45 degrees.
5. Connect exhaust pipe to manifold.
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 lubri-
cation for the two bushings used in the idler sprocket assembly.
There are two secondary drive chains, both are inverted tooth type, one to drive the camshaft in each SOHC cyl-
inder 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 clog-
ging by a fine mesh screen which is located on the back of the hydraulic tensioners.
STANDARD PROCEDURE
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 -

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 TIM-
REMOVAL).
NOTE: If the secondary chains are to be replaced

the primary chain must also be replaced.
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.
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 o’clock position, the engine is at TDC (cylinder #1) on the exhaust stroke. If the V8 mark on
each gear is at the six o’clock 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 second-
ary 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 o’clock 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.
1. Using Chain Tensioner Wedge, special tool 8350 (3), stabilize the secondary chain drive. For reference purposes,
mark the chain-to-sprocket position.
2. Remove the camshaft drive gear retaining bolt.
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.

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.

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 122N·m (90 ft. Lbs.).
7. Remove special tool 8350 (3,4).
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).
COVER - TIMING
REMOVAL
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, MoparT
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.
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, MoparT 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 pas-
sage o-rings, then MoparT 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 MoparT Grey Engine RTV sealer to the front
cover following the path above, using a 3 to 4mm
thick bead.
4. Install cover. Tighten flange head fasteners in

sequence as shown in to 58 N·m (43 ft. lbs.).
5. Install the A/C compressor and generator.
LATION).
7. Install accessory drive belt tensioner assembly.
Tighten fastener to 54 N·m (40 ft. lbs.).
8. Install lower radiator hose.

REMOVAL

3. Remove right and left cylinder head covers (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
4. Remove radiator fan shroud.
5. Rotate engine until timing mark (2) on crankshaft
damper aligns with TDC mark on timing chain
cover (2) (#1 cylinder exhaust stroke) and the cam-
shaft sprocket “V8” marks are at the 12 o’clock
position (1,2).
6. Remove power steering pump (Refer to 19 -

STEERING/PUMP - REMOVAL).
7. Remove access plugs (1,2) from left and right cyl-
inder heads for access to chain guide fasteners.
8. Remove the oil fill housing to gain access to the
right side tensioner arm fastener.
REMOVAL) and timing chain cover (Refer to 9 -
10. Collapse and pin primary chain tensioner (1).
CAUTION: Plate behind left secondary chain ten-

sioner could fall into oil pan. Therefore, cover pan
opening.
11. Remove secondary chain tensioners.

12. Remove camshaft position sensor (1) 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 tar-
get wheel could cause a vehicle no start condition.
CAUTION: Do not forcefully rotate the camshafts

or crankshaft independently of each other. Damag-
ing 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 (1), remove the left camshaft
sprocket. Slowly rotate the camshaft approxi-
mately 15 degrees clockwise to a neutral position.
15. While holding the right camshaft steel tube with
adjustable pliers (1), remove the right camshaft
sprocket. Slowly rotate the camshaft approxi-
mately 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 sec-
ondary chains.
18. Remove both pivoting tensioner arms and chain guides.
19. Remove chain tensioner.
INSPECTION
Inspect the following components:

• Sprockets for excessive tooth wear. Some tooth markings are normal and not a cause for sprocket replace-
ment.
• 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 ten-
sioner 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 ten-
sioner. While continuing to hold pawl back, Push
ratchet device to approximately 2 mm from the ten-
sioner body. Install Special Tool 8514 lock pin (3)
into hole on front of tensioner (2). 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
CAUTION: Overtightening the tensioner arm torxT bolt can cause severe damage to the cylinder head.
Tighten torxT bolt to specified torque only.
3. Install right side chain tensioner arm. Apply MoparT Lock N, Seal to torxT bolt, tighten bolt to 17 N·m (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 N·m (250 in. lbs.).
CAUTION: Overtightening the tensioner arm torxT bolt can cause severe damage to the cylinder head.
Tighten torxT bolt to specified torque only.
5. Install left side chain tensioner arm. Apply MoparT Lock N, Seal to torxT bolt, tighten bolt to 17 N·m (150 in. lbs.).
6. Install the right side chain guide. Tighten the bolts to 28 N·m (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 o’clock and 8 o’clock).
Once the secondary timing chains are installed,
position special tool 8515 (6) to hold chains in
place for installation.
8. Align primary chain double plated links with the tim-
ing mark at 12 o’clock (1) on the idler sprocket.
Align the primary chain single plated link with the
timing mark at 6 o’clock on the crankshaft sprocket
(3).
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 sec-
ondary 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.
NOTE: It will be necessary to slightly rotate cam-

shafts 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 over-torque 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 o’clock 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 N·m (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 N·m (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 (3) and right (4), camshaft
sprocket bolts to 122 N·m (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 o’clock
• primary chain crankshaft sprocket dot is at 6
o’clock
• secondary chain camshaft sprockets “V8” marks
are at 12 o’clock
20. Lubricate all three chains with engine oil.
21. After installing all chains, it is recommended that

the idler gear (1) 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 must
be replaced.
22. Install timing chain cover (Refer to 9 - ENGINE/

VALVE TIMING/TIMING BELT / CHAIN COV-
ER(S) - INSTALLATION) and crankshaft damper
(Refer to 9 - ENGINE/ENGINE BLOCK/VIBRA-
TION DAMPER - INSTALLATION).
INSTALLATION).
NOTE: Before installing threaded plug in right cyl-

inder head, the plug must be coated with sealant
to prevent leaks.
24. Coat the large threaded access plug with MoparT

Thread Sealant with Teflon, then install into the
right cylinder head and tighten to 81 N·m (60 ft.
lbs.).
25. Install the oil fill housing.
26. Install access plug in left cylinder head.
27. Install power steering pump (Refer to 19 - STEERING/PUMP - INSTALLATION).

28. Install radiator fan shroud.
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.
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 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND
SPROCKETS - INSTALLATION) .
TABLE OF CONTENTS
page page
ENGINE - 5.7L - SERVICE INFORMATION ROCKER ARM

DIAGNOSIS AND TESTING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2337
DIAGNOSIS AND TESTING - ENGINE SEALS - VALVE GUIDE
DIAGNOSIS - INTRODUCTION . . . . . . . . . . 2288 DESCRIPTION ...................... . 2339
DIAGNOSIS AND TESTING - ENGINE SPRINGS - VALVE
DIAGNOSIS - PERFORMANCE . . . . . . . . . 2288 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2339
DIAGNOSIS - MECHANICAL . . . . . . . . . . . 2290 ENGINE BLOCK
DIAGNOSIS AND TESTING - CYLINDER CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2349
COMPRESSION PRESSURE . . . . . . . . . . . 2290 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2350
DIAGNOSIS AND TESTING - CYLINDER CAMSHAFT
COMBUSTION PRESSURE LEAKAGE . . . . 2291 REMOVAL
DIAGNOSIS AND TESTING - ENGINE REMOVAL - CAMSHAFT CORE
DIAGNOSIS - LUBRICATION . . . . . . . . . . . 2292 HOLE PLUG . . . . . . . . . . . . . . . . . . . . . . . . 2350
DIAGNOSIS AND TESTING - ENGINE REMOVAL - CAMSHAFT . . . . . . . . . . . . . . 2351
DIAGNOSIS - MECHANICAL . . . . . . . . . . . 2293 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2355
STANDARD PROCEDURE INSTALLATION
STANDARD PROCEDURE - REPAIR INSTALLATION - CAMSHAFT CORE HOLE
DAMAGED OR WORN THREADS . . . . . . . 2295 PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2356
STANDARD PROCEDURE—HYDROSTATIC INSTALLATION - CAMSHAFT . . . . . . . . . . . 2356
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2295 CRANKSHAFT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2296 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2363
SPECIFICATIONS BEARINGS - CRANKSHAFT MAIN
5.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . 2306 STANDARD PROCEDURE - CRANKSHAFT
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . 2312 MAIN BEARING - FITTING . . . . . . . . . . . . . 2372
SPECIAL TOOLS INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2372
5.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . 2314 SEAL - CRANKSHAFT OIL - FRONT
ELEMENT - AIR CLEANER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2373
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2319 SEAL - CRANKSHAFT OIL - REAR
CYLINDER HEAD DIAGNOSIS AND TESTING - REAR SEAL
OPERATION—CYLINDER HEAD . . . . . . . . . . 2320 AREA LEAKS . . . . . . . . . . . . . . . . . . . . . . . 2374
DIAGNOSIS AND TESTING—CYLINDER HEAD REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2375
GASKET FAILURE . . . . . . . . . . . . . . . . . . . 2320 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2376
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2321 RETAINER - CRANK REAR OIL - SEAL
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2324 FLEX PLATE
COVER - CYLINDER HEAD REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2377
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2331 TAPPETS - HYDRAULIC ROLLER
VALVES & SEATS - INTAKE/EXHAUST DIAGNOSIS AND TESTING - HYDRAULIC
DESCRIPTION TAPPETS . . . . . . . . . . . . . . . . . . . . . . . . . . 2378
DESCRIPTION - VALVE GUIDES . . . . . . . . 2333 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2379
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 2333 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2380
STANDARD PROCEDURE - REFACING . . . . 2333 PISTON & CONNECTING ROD
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2334 DESCRIPTION ...................... . 2380
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2334 STANDARD PROCEDURE -
PISTON FITTING . . . . . . . . . . . . . . . . . . . . 2381
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2381 PAN - ENGINE OIL

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2383 PUMP - ENGINE OIL
RINGS - PISTON DESCRIPTION ................ . . . . . . . 2402
STANDARD PROCEDURE - PISTON RING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2403
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2384 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2403
DAMPER - CRANKSHAFT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2404
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2388 MANIFOLD - INTAKE
COVER - STRUCTURAL DESCRIPTION ................ . . . . . . . 2406
DESCRIPTION ..................... . . 2389 DIAGNOSIS AND TESTING - INTAKE
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2389 MANIFOLD LEAKAGE ......... . . . . . . . 2406
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2389 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2406
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2389 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2406
MOUNT - FRONT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2406
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2393 MANIFOLD - EXHAUST
MOUNT - REAR DESCRIPTION ................ . . . . . . . 2407
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2394 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2407
LUBRICATION CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2408
DIAGNOSIS AND TESTING INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2408
DIAGNOSIS AND TESTING - CHECKING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2409
ENGINE OIL PRESSURE . . . . . . . . . . . . . . 2395 COVER - TIMING
DIAGNOSIS AND TESTING - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2410
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2395 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2412
OIL TIMING CHAIN & SPROCKETS
STANDARD PROCEDURE - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2413
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 2396 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2416
FILTER - ENGINE OIL TENSIONER - TIMING CHAIN
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2397 DESCRIPTION ................ . . . . . . . 2419
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2397 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2419

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.

tenance.
TESTING).
AND TESTING).

TESTING).
COIL - REMOVAL).
- CLEANING).
filter.
7. Faulty fuel pump, relay or wiring. 7. Repair or replace as necessary.
ENGINE STALLS OR ROUGH IDLE 1. Idle speed set to low. 1. (Refer to 14 - FUEL SYSTEM/
FUEL INJECTION/IDLE AIR
CONTROL MOTOR - REMOVAL).
2. Idle mixture too lean or too rich. 2. Refer to Powertrain Diagnosis

Information.
3. Vacuum leak. 3. Inspect intake manifold and
necessary.
COIL - REMOVAL).
5. Incorrect engine timing. 5. (Refer to 9 - ENGINE/VALVE
TIMING - STANDARD
PROCEDURE).
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped spark 1. (Refer to 8 - ELECTRICAL/

- CLEANING).

filter.
3. Faulty fuel pump. 3. Refer to the Appropriate
Diagnostic Information
system. necessary.
COIL - REMOVAL).
ENGINE MISSES ON 1. Spark plugs dirty or incorrectly 1. (Refer to 8 - ELECTRICAL/

- CLEANING).

COIL - REMOVAL).
ENGINE MISSES AT HIGH SPEED 1. Spark plugs dirty or incorrectly 1. (Refer to 8 - ELECTRICAL/
gapped. IGNITION CONTROL/SPARK PLUG
- CLEANING).
COIL - REMOVAL).
filter.

SPECIFICATIONS)

wear.
& SEATS - STANDARD
PROCEDURE)
& SEATS - STANDARD
PROCEDURE)

MAINTENANCE -
SPECIFICATIONS)

wear.
out-of-round.

MAINTENANCE -
SPECIFICATIONS)
wear.
converter.


REMOVAL).

cylinder.

AIR ESCAPES THROUGH Intake valve bent, burnt, or not Inspect valve and valve seat.
THROTTLE BODY seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Exhaust valve bent, burnt, or not Inspect valve and valve seat.
TAILPIPE seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and inspect.
RADIATOR cylinder head or block Replace defective part
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and inspect.
FROM ADJACENT CYLINDERS cylinder head or block between Replace gasket, head, or block as
adjacent cylinders necessary
MORE THAN 25% LEAKAGE AND Stuck or broken piston rings; Inspect for broken rings or piston.
AIR ESCAPES THROUGH OIL cracked piston; worn rings and/or Measure ring gap and cylinder
FILLER CAP OPENING ONLY cylinder wall diameter, taper and out-of-round.
Replace defective part as necessary
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION
OIL LEAKS 1. Gaskets and O-Rings. 1.

(a) Misaligned or damaged. (a) Replace as necessary.
(b) Loose fasteners, broken or (b) Tighten fasteners, Repair or
porous metal parts. replace metal parts.
2. Crankshaft rear seal 2. Replace as necessary.
3. Crankshaft seal flange. 3. Polish or replace crankshaft.
Scratched, nicked or grooved.
4. Oil pan flange cracked. 4. Replace oil pan.
5.Front cover seal, damaged or 5. Replace seal.
misaligned.
6. Scratched or damaged vibration 6. Polish or replace damper.
damper hub.
7. Crankshaft Rear Flange 7. Replace Crankshaft
Microporosity
OIL PRESSURE DROP 1. Low oil level. 1. Check and correct oil level.
2. Faulty oil pressure sending unit. 2. Replace sending unit.

3. Low oil pressure. 3. Check pump and bearing
clearance.
4. Clogged oil filter. 4. Replace oil filter.
5. Worn oil pump. 5. Replace as necessary.
8. Oil pump relief valve stuck. 8. Replace oil pump.
9. Oil pickup tube loose or 9. Replace as necessary.
damaged.
OIL PUMPING AT RINGS; SPARK 1. Worn or damaged rings. 1. Hone cylinder bores and replace
PLUGS FOULING rings.
2. Carbon in oil ring slots. 2. Replace rings.
3. Incorrect ring size installed. 3. Replace rings.
4. Worn valve guides. 4. Ream guides and replace valves.
5. Leaking intake gasket. 5. Replace intake gaskets.
6. Leaking valve guide seals. 6. Replace valve guide seals.

ENGINE MECHANICAL DIAGNOSIS CHART
NOISY VALVES/LIFTERS 1. High or low oil level in crankcase 1. Check for correct oil level. Adjust
oil level by draining or adding as
needed
2. Thin or diluted oil 2. Change oil. (Refer to 9 -

ENGINE/LUBRICATION/OIL -
STANDARD PROCEDURE)
3. Low oil pressure 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. Dirt in tappets/lash adjusters 4. Clean/replace hydraulic
tappets/lash adjusters
5. Bent push rod(s) 5. Install new push rods
6. Worn rocker arms 6. Inspect oil supply to rocker arms
and replace worn arms as needed
7. Worn tappets/lash adjusters 7. Install new hydraulic tappets/lash
adjusters
8. Worn valve guides 8. Inspect all valve guides and
replace as necessary
9. Excessive runout of valve seats 9. Grind valves and seats
or valve faces
CONNECTING ROD NOISE 1. Insufficient oil supply 1. Check engine oil level.

DIAGNOSIS AND TESTING) engine
oil pressure test/specifications
3. Thin or diluted oil 3. Change oil to correct viscosity.
(Refer to 9 - ENGINE/
LUBRICATION/OIL - STANDARD
PROCEDURE) for correct
procedure/engine oil specifications
4. Excessive connecting rod 4. Measure bearings for correct
bearing clearance clearance with plasti-gage. Repair
as necessary
5. Connecting rod journal out of 5. Replace crankshaft or grind
round journals
6. Misaligned connecting rods 6. Replace bent connecting rods
MAIN BEARING NOISE 1. Insufficient oil supply 1. Check engine oil level.

4. Excessive main bearing 4. Measure bearings for correct
clearance clearance. Repair as necessary
5. Excessive end play 5. Check crankshaft thrust bearing
for excessive wear on flanges
6. Crankshaft main journal out of 6. Grind journals or replace
round or worn crankshaft
7. Loose flywheel or torque 7. Inspect crankshaft, flexplate/
converter flywheel and bolts for damage.
Tighten to correct torque
LOW OIL PRESSURE 1. Low oil level 1. Check oil level and fill if
necessary
2. Faulty oil pressure sending unit 2. Install new sending unit

3. Clogged oil filter 3. Install new oil filter
4. Worn oil pump 4. Replace oil pump assembly.
6. Excessive bearing clearance 6. Measure bearings for correct
clearance
7. Oil pump relief valve stuck 7. Remove valve to inspect, clean
and reinstall
8. Oil pickup tube loose, broken, 8. Inspect oil pickup tube and pump,
bent or clogged and clean or replace if necessary
9. Oil pump cover warped or 9. Install new oil pump
cracked
OIL LEAKS 1. Misaligned or deteriorated 1. Replace gasket

gaskets
2. Loose fastener, broken or porous 2. Tighten, repair or replace the part

metal part
3. Front or rear crankshaft oil seal 3. Replace seal
leaking
4. Leaking oil gallery plug or cup 4. Remove and reseal threaded
plug plug. Replace cup style plug
EXCESSIVE OIL CONSUMPTION 1. CCV System malfunction 1. (Refer to 25 - EMISSIONS

OR SPARK PLUGS OIL FOULED CONTROL/EVAPORATIVE
EMISSIONS - DESCRIPTION) for
correct operation
2. Defective valve stem seal(s) 2. Repair or replace seal(s)
3. Worn or broken piston rings 3. Hone cylinder bores. Install new
rings
4. Scuffed pistons/cylinder walls 4. Hone cylinder bores and replace
pistons as required
5. Carbon in oil control ring groove 5. Remove rings and de-carbon
piston
6. Worn valve guides 6. Inspect/replace valve guides as
necessary
7. Piston rings fitted too tightly in 7. Remove rings and check ring end
grooves gap and side clearance. Replace if
necessary
STANDARD PROCEDURE
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.
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 N·m (30 ft. lbs.) torque.
11. Drain engine oil. Remove and discard the oil filter.
12. Install the drain plug. Tighten the plug to 34 N·m (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
1. Perform the Fuel System Pressure Release proce-
dure (Refer to 14 - FUEL SYSTEM/FUEL DELIV-
ERY - STANDARD PROCEDURE).
3. Remove the air cleaner resonator and duct work as
an assembly.
5. Remove the viscous fan/drive (Refer to 7 - COOL-
6. Remove the accessory drive belt (Refer to 7 -
REMOVAL).
7. Remove the fan shroud (3).

8. Remove radiator (1) (Refer to 7 - COOLING/EN-

GINE/RADIATOR - REMOVAL).
9. Remove the upper crossmember and top core
support.
NOTE: It is not necessary to drain A/C system for

engine removal.
10. Remove the A/C compressor (2) with the lines

attached. Secure compressor out of the way.
11. Remove generator assembly (2) (Refer to 8 -

ELECTRICAL/CHARGING/GENERATOR -
REMOVAL).
12. Remove the intake manifold and IAFM as an
assembly (Refer to 9 - ENGINE/MANIFOLDS/IN-
TAKE MANIFOLD - REMOVAL).
13. Disconnect the heater hoses.
NOTE: It is not necessary to disconnect P/S hoses

from pump, for P/S pump removal.

15. Disconnect the fuel supply line (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY/QUICK CON-
NECT FITTING - STANDARD PROCEDURE).
16. Raise and support the vehicle on a hoist and
drain the engine oil.
17. Remove engine front mount thru-bolt nuts.

18. Remove right side axle retaining bolts.
19. Disconnect the transmission oil cooler lines from
their retainers at the oil pan bolts.
20. Disconnect exhaust pipe at manifolds (2).
21. Disconnect the starter wires. Remove starter

motor (1) (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - REMOVAL).
22. Remove the structural dust cover (1) and trans-

mission inspection cover, (Refer to 9 - ENGINE/
ENGINE BLOCK/STRUCTURAL COVER -
REMOVAL) .
23. Remove drive plate to converter bolts (Automatic
transmission equipped vehicles).
24. Remove transmission bell housing to engine block

bolts (2).
NOTE: Do not use air tools to install engine lift fix-

ture (2) special tool # 8984.
26. Install engine lift fixture (2), special tool # 8984.

Do not use adapter (4)
27. Separate engine from transmission, remove
engine from vehicle, and install engine assembly
on a repair stand.
INSTALLATION
NOTE: Do not use air tools to install engine lift fix-

ture (2) special tool # 8984.
1. Install engine lift fixture (2), special tool # 8984. Do

not use adapter (4).
2. Position the engine in the engine compartment.
3. Lower engine into compartment and align engine
with transmission:
• Manual Transmission: Align clutch disc assembly
(if disturbed). Install transmission input shaft into
clutch disc while mating engine and transmission
surfaces. Install two transmission to engine block
mounting bolts finger tight.
• Automatic Transmission: Mate engine and trans-
mission and install two transmission to engine
block mounting bolts finger tight.
4. Position the thru-bolt into the support cushion

brackets.
5. Lower engine assembly until engine mount through
bolts rest in mount perches.
6. Install remaining transmission to engine block
mounting bolts (2) and tighten.
7. Tighten engine mount through bolts.

8. Install drive plate to torque converter bolts. (Auto-
matic transmission models)
9. Install the structural dust cover (1) and transmis-
sion dust cover, (Refer to 9 - ENGINE/ENGINE
BLOCK/STRUCTURAL COVER - INSTALLATION) .
10. Install the starter (1) and connect the starter wires
(Refer to 8 - ELECTRICAL/STARTING/STARTER
MOTOR - INSTALLATION).
11. Install exhaust pipe to exhaust manifold bolts (2).

NOTE: Do not use air tools on engine lift fixture

(2) special tool # 8984.
13. Remove engine lift fixture (2), special tool # 8984.

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.
17. Install the intake manifold.

18. Using a new gasket, install throttle body (Refer to
14 - FUEL SYSTEM/FUEL INJECTION/THROT-
TLE BODY - INSTALLATION).
19. Install the generator (2) and wire connections
(Refer to 8 - ELECTRICAL/CHARGING/GENERA-
TOR - INSTALLATION).
20. Install a/c compressor (2) (Refer to 24 - HEATING

PRESSOR - INSTALLATION).
21. Install the accessory drive belt (Refer to 7 -

INSTALLATION).
22. Install upper radiator support crossmember.
23. Install radiator (1) (Refer to 7 - COOLING/EN-

GINE/RADIATOR - INSTALLATION).
24. Connect the radiator lower hose.
25. Connect the transmission oil cooler lines to the
radiator.
26. Install the fan shroud (3).

27. Install the fan (Refer to 7 - COOLING/ENGINE/
RADIATOR FAN - INSTALLATION).
28. Connect the radiator upper hose.
29. Install the washer bottle.
30. Connect the transmission cooler lines.
31. Install the air cleaner resonator and duct work..
32. Add engine oil to crankcase (Refer to LUBRICA-
TION & MAINTENANCE/FLUID TYPES - SPECI-
FICATIONS).
36. Road test vehicle.
SPECIFICATIONS
5.7L ENGINE
GENERAL DESCRIPTION
Engine Type 90° V-8 OHV
Displacement 5.7 Liters
345 ( Cubic Inches)
Bore 99.5 mm (3.91 in.)
Stroke 90.9 mm (3.58 in.)
Firing Order 1-8-4-3-6-5-7-2
Lubrication Pressure Feed - Full Flow
Filtration
Cooling System Liquid Cooled - Forced
Circulation
Cylinder Block Cast Iron
Cylinder Head Aluminum
Crankshaft Nodular Iron
Camshaft Hollow Assembled Camshaft
Pistons Aluminum Alloy
Connecting Rods Powdered Metal
CYLINDER BLOCK
Metric Standard
Cylinder Bore Diameter 99.50 mm 3.917 in.
Out of Round (MAX) 0.0076 mm 0003 in.
Taper (MAX) 0.0127 mm 0.0005 in.
Lifter Bore Diameter 21.45 - 21.425 mm 0.8444 - 0.8435 in.
PISTONS
Metric Standard
Clearance 0.0215 - 0.0485 mm 0.0008 - 0.0019 in.
Measured at 38.0 mm ( 1.5 in.)
Below Deck
Groove #1 89.6 - 89.8 mm 3.527 - 3.535 in.
Groove #2 88.1 - 88.3 mm 3.468 - 3.476 in.
Weight 413 grams 14.56 oz
Piston Length 54.70 - 55.30 2.153 - 2.177 in.
Ring Groove Width
No. 1 1.51 - 1.54 mm 0.0594 - 0.0606 in
No. 2 1.51 - 1.53 mm 0.0594 - 0.0602 in.
No. 3 3.030 - 3.055 mm 0.1192 - 0.1202 in.
PISTON PINS
Metric Standard
Diameter 24.0 - 24.003 mm 0.9448 - 0.9449 in.
Length 70.53 - 71.03 mm 2.78 - 2.80 in.
PISTON RINGS
Metric Standard
Ring Gap
Side Clearance
Ring Width
CONNECTING RODS
Metric Standard
Piston Pin Bore Diameter 23.955 - 23.975 mm 0.9431 - 0.9438 in.
CRANKSHAFT
Metric Standard
Taper (MAX) 0.003 mm 0.0001 in.
End Play 0.052 - 0.282 mm 0.002 - 0.011 in.
Taper (MAX) 0.003 mm 0.0001 in.
CAMSHAFT
Metric Standard
Bearing Journal Diameter
No. 1 58.2 mm 2.29 in.
No. 2 57.8 mm 2.27 in.
No. 3 57.4 mm 2.26 in.
No. 4 57.0 mm 2.24 in.
No. 5 43.633 mm 1.72 in.
Bearing To Journal Clearance
Standard
No. 1 0.040 - 0.080 mm .0015 - .003 in.
No. 2 0.050 -0.090 mm 0.0019 - .0035 in.
No. 3 0.040 - 0.080 mm .0015 - .003 in.
No. 4 0.050 - 0.090 mm 0.0019 - .0035 in.
No. 5 0.040 - 0.080 mm .0015 - .003 in.
Camshaft End Play .080 - 0.290mm 0.0031 - 0.0114 in.
VALVE TIMING
Intake
Opens (BTDC) 7.0°
Exhaust
Opens (BTDC) 233°
Closes (ATDC) 27°
Duration 253.70°
Valve Overlap 34°
CYLINDER HEAD
Valve Seat Runout (MAX) 0.05 mm (0.0019 in.)
Valve Seat Width (Finish)

Intake 1.018 - 1.62 mm
(0.0464 - 0.0637 in.)
Exhaust 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
Metric Standard
Body Diameter 21.387 - 21.405 mm 0.8420 - 0.8427 in.
Clearance (To Bore) 0.020 - 0.063 mm 0.0007 - 0.0024 in.
Dry Lash 3.0 mm (at the valve) 0.1181 in.
VALVES
Face Angle 45.0° - 45.5°
Head Diameter
Intake 50.67 - 50.93 mm
(1.99 - 2.00 in.)
Exhaust 39.27 - 39.53 mm
(1.54 - 1.55 in.)
Length (Overall)
Intake 123.38 - 123.76 mm
(4.857 - 4.872 in.)
Exhaust 120.475 - 120.855 mm
(4.743 - 4.758 in.)
Stem Diameter
Intake 7.935 - 7.953 mm
(0.312 - 0.313 in.)
Exhaust 7.905 - 7.925 mm
(0.311 - 0.312 in.)
Stem - to - Guide Clearance

Intake 0.022 - 0.065 mm
(0.0008 - 0.0025 in.)
Exhaust 0.050 - 0.095 mm
(0.0019 - 0.0037 in.)
Valve Lift ( @ Zero Lash)

Intake 12.0 mm (0.472 in.)
Exhaust 11.70 mm (0.460 in.)
VALVE SPRING
Intake and Exhaust 418.0 N +/- 30.0 N @ 46 mm
(93.0 lbs +/- 7.0 lbs. @ 1.811 in.)
Spring Force (Valve Open) 1077.0 N +/- 47.0 N @ 33.6 mm.
Intake and Exhaust ( 242.0 lbs. +/- 11 lbs. @ 1.322 in. )
Free Length (approx) 57.3 mm (2.256 in.)
Number of Coils
Intake and Exhaust 7.4
Wire Diameter
Intake and Exhaust 5.39 × 4.52 mm
(0.212 - 0.177 in.)
Installed Height (Spring Seat to Bottom of Retainer)
Intake and Exhaust 46.0 mm (1.81 in.)
OIL PUMP
Clearance Over Rotors (MAX) 0.095 mm (0.0038 in.)
Outer Rotor to Pump Body Clearance (MAX) .235 mm (.009 in.)
Tip Clearance Between Rotors (MAX) 0.150 mm (0.006 in.)
OIL PRESSURE
At Curb Idle Speed (MIN)* 25 kPa (4 psi)
@ 3000 rpm 170 - 758 kPa (25 - 110 psi)
* CAUTION: If pressure is zero at curb idle, DO NOT run engine
TORQUE
TORQUE CHART 5.7L ENGINE

Lbs. Lbs.
Block Pipe Plugs 20 — 177
(1/4 NPT)
(3/8 NPT) 27 — 240
Camshaft Sprocket—Bolt 122 90 —
Camshaft Tensioner Plate—Bolts 28 — 250
Timing Chain Case Cover—Bolts 28 — 250
Lifting Stud 55 40 —
Connecting Rod Cap—Bolts 21 15 —
plus 90° Turn plus 90° Turn
Main Bearing Cap—Bolts 27 — —
M-12 plus 90° Turn
Crossbolts 28 — —
M-8
Cylinder Head—Bolts
M-12 Bolts
Step 1 34 25 —
Step 2 54 40 —
Step 3 Turn 90° Turn 90° —
M-8 Bolts —
Step 1 20 15 —
Step 2 34 25 —
Cylinder Head Cover—Bolts 8 — 70
Exhaust Manifold to Cylinder Head 25 — 220
Flexplate to crankshaft—Bolts 95 70 —
Flywheel to crankshaft—Bolts 75 55 —
Front Insulator—Through bolt/nut 95 70 —
Front Insulator to Support Bracket
—Stud Nut (4WD) 41 30 —
—Through Bolt/Nut (4WD) 102 75 —
Front Insulator to Block—Bolts (2WD) 95 70 —
Generator—Mounting Bolt 55 40 —
Intake Manifold—Bolts Refer to Procedure
Lifter Guide Holder 12 — 106
Oil Pan Bolts 12 - 105
Oil Dipstick Tube 12 — 105
Oil Pan—Drain Plug 34 25 —
Oil Pump—Attaching Bolts 28 — 250
Oil Pump Pickup Tube – Bolt and Nut 28 — 250
Rear Seal Retainer Attaching Bolts 15 — 132
Rear Insulator to Bracket— 68 50 —
Through-Bolt (2WD)

Lbs. Lbs.
Rear Insulator to Crossmember 41 30 —
Support Bracket—Nut (2WD)
Rear Insulator to Crossmember— 68 50 —
Nuts (4WD)
Rear Insulator to Transmission— 68 50 —
Bolts (4WD)
Rear Insulator Bracket—Bolts 68 50 —
(4WD Automatic)
Rear Support Bracket to 41 30 —
Crossmember Flange—Nuts
Rear Support Plate to Transfer 41 30 —
Case—Bolts
Rocker Arm—Bolts 22 — 195
Spark Plugs — — —
Thermostat Housing—Bolts 28 — 250
Throttle Body—Bolts 12 — 105
Transfer Case to Insulator 204 105 —
Mounting Plate—Nuts
Transmission Support Bracket— 68 50 —
Bolts (2WD)
Vibration Damper—Bolt 176 129 —
Water Pump to Timing Chain 28 — 250
Case Cover—Bolts
SPECIAL TOOLS
5.7L ENGINE
Puller 8454
BLOC-CHEK KIT C-3685
Crankshaft Damper Installer 8512
Bore Size Indicator C-119
CRANKSHAFT DAMPER REMOVER INSERT - 8513-A

Dial Indicator C-3339 Pressure Tester Kit 7700

Handle C-4171

Oil Pressure Gauge C-3292
Valve Spring Compressor C-3422-B

ENGINE LIFT FIXTURE 8984
VALVE SPRING COMPRESSOR - 9065
Adapter, Valve Spring Compressor Off-vehicle 8464
PUSHROD RETAINING PLATE - 9070

FRONT CRANK SEAL REMOVER - 9071
FRONT CRANK SEAL INSTALLER 9072


REMOVAL
Filter Element Only
Housing removal is not necessary for element (filter)

replacement.
cleaner cover.
3. Release housing cover (3) from locating tabs (4) on
housing and remove cover (3).
Fig. 1 AIR CLEANER COVER
1 - CLAMP
2 - AIR DUCT
3 - AIR CLEANER COVER
4 - LOCATING TABS
5 - CLIPS (4)
Housing Assembly
cleaner cover.
pins (2).
Fig. 2 AIR CLEANER HOUSING
1 - AIR CLEANER HOUSING ASSEMBLY

2 - LOCATING PINS (4)
INSTALLATION
2. Position housing cover into housing locating tabs
(4).
3. Pry up 4 spring clips(5) and lock cover to housing.
4. Install air duct to air cleaner cover and tighten hose
clamp to 3 N·m (30 in. lbs.) torque.
5. If any other hose clamps were removed from air
intake system, tighten them to 3.4 N·m (30 in. lbs.)
torque.
6. If any bolts were removed from air resonator hous-
ing or air intake tubing, tighten them to 4.5 N·m (40
in. lbs.) torque.
7. Install filter housing (1) into locating pins (2).
CYLINDER HEAD
OPERATION—CYLINDER HEAD
The cylinder head closes the combustion chamber allowing the pistons to compress the air fuel mixture to the cor-
rect ratio for ignition. The valves located in the cylinder head open and close to either allow clean air into the com-
bustion chamber or to allow the exhaust gases out, depending on the stroke of the engine.
DIAGNOSIS AND TESTING—CYLINDER HEAD GASKET FAILURE

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

inder Compression Pressure Test in this section. An engine cylinder head gasket leaking between adjacent cylinders
will result in approximately a 50–70% reduction in compression pressure.

REMOVED.
VISUAL TEST METHOD
opens.
REMOVAL
1. Perform the Fuel System Pressure Release proce-

dure (Refer to 14 - FUEL SYSTEM/FUEL DELIV-
ERY - STANDARD PROCEDURE). Disconnect the
fuel supply line (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/QUICK CONNECT FITTING -
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 -
COVER(S) - REMOVAL)
.
11. Remove intake manifold and throttle body as an

assembly. (Refer to 9 - ENGINE/MANIFOLDS/IN-
TAKE 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).
13. Remove the head bolts from each cylinder head,

using the sequence provided, and remove cylin-
der heads. Discard the cylinder head gasket.
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.
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.
3. Position new cylinder head gaskets (5) onto the

cylinder block.
4. Position cylinder heads (4) onto head gaskets (5)
and cylinder block.
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 N·m (25 ft. lbs.) and M8 bolts
to 20 N·m (15 ft. lbs.) torque.
• Step 2— Tighten M12 cylinder head bolts, in
sequence, to 54 N·m (40 ft. lbs.) and verify M8
bolts to 20 N·m (15 ft. lbs.) torque..
• Step 3— Turn M12 cylinder head bolts, in
sequence, 90 degrees and tighten M8 bolts to 34
6. Install push rods and rocker arm assemblies in

their original position, using pushrod retaining plate
(1) special tool# 9070. (Refer to 9 - ENGINE/CYL-
INDER HEAD/ROCKER ARM / ADJUSTER ASSY -
INSTALLATION).
7. Install the intake manifold and throttle body assem-
bly (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.
12. Install the drive belt (Refer to 7 - COOLING/AC-
CESSORY DRIVE/DRIVE BELTS -
INSTALLATION).
13. Install cylinder head covers (1) (Refer to 9 -

14. Connect the evaporation control system.
15. Install the air cleaner (Refer to 9 - ENGINE/AIR
INTAKE SYSTEM - INSTALLATION).
18. Start engine check for leaks.

REMOVAL
2. Disconnect coil on plug connectors (4).

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.
3. Remove cylinder head cover retaining bolts, and

ground straps.
4. Remove cylinder head cover (1).

NOTE: The gasket (2) may be used again, provided no cuts, tears, or deformation has occurred.
INSTALLATION

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 sur-

faces (1,4,). Inspect and replace gasket (2) as
necessary.

teners. 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.

ended studs to 8 N·m (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.
4. Install ignition coil on plug (5) , and torque fasten-

ers (6) to 12 N·m (105 in. lbs)
5. Connect, ignition coil electrical connectors (4).

DESCRIPTION
DESCRIPTION - VALVE GUIDES
The valve guides are made of powered metal and are pressed into the cylinder head. The guides are not replace-
able or serviceable, and valve guide reaming is not recommended. If the guides are worn beyond acceptable limits,
replace the cylinder heads.
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.
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 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 trans-
ferred below the top edge of the valve face, lower the valve seat using a 15 degree stone. If the blue is trans-
ferred 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.).
VALVE FACE AND VALVE SEAT ANGLE CHART
SEAT WIDTH
INTAKE 1.018 - 1.62 mm
(0.0464 - 0.0637 in.)
EXHAUST 1.48 - 1.92 mm
(0.058 - 0.075 in.)
FACE ANGLE
(INT. AND EXT.) 45° - 451⁄2°
SEAT ANGLE
(INT. AND EXT.) 441⁄2° - 45°
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.
REMOVAL
1. Remove the cylinder head (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL).
2. Compress valve springs using Valve Spring Compressor Tool special tool # C-3422and adapter 8464.
3. Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs.
4. 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. Clean valves thoroughly. Discard burned, warped and cracked valves.
2. Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
3. Measure valve stems for wear. If wear exceeds 0.051 mm (0.002 inch), replace the valve.
4. Coat valve stems with lubrication oil and insert them in cylinder head.
5. If valves or seats are reground, check valve stem height. If valve is too long, replace cylinder head.
6. Install new seals on all valve guides. Install valve springs and valve retainers.
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 mea-
surement 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 -
2. Install pushrod retaining plate (1)special tool 9070.

3. Loosen the rocker shafts using the sequence pro-

vided.
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 reas-

sembly.
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.
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.
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 N·m (195 in.
lbs.) torque,using the sequence provided.
CAUTION: DO NOT rotate or crank the engine dur-

ing 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.
6. Install cylinder head cover (Refer to 9 - ENGINE/

INSTALLATION).
SEALS - VALVE GUIDE

DESCRIPTION
SPRINGS - VALVE
REMOVAL
1. Disconnect negative battery cable.
3. Remove air intake resonator.
4. Remove spark plug cables.
5. Remove ignition coil connectors (4).
6. Remove ignition coils (5).
7. Remove one spark plug.
8. Remove cylinder head cover (1) using the

sequence shown (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
CAUTION: The piston must be at TDC, and both

valves closed on the cylinder to be serviced.
NOTE: If removing intake valve spring, install spe-

cial tool# 9070, pushrod retaining plate (1), to
retain the intake pushrods (2).
9. Remove exhaust/intake rocker arm shafts using the

sequence shown.
10. Install rocker arm shaft (1) special tool# 9065.

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.

INSTALLATION
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.
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 N·m (195 in.
lbs.) torque, using the rocker shaft torque
sequence.
8. Remove special tool# 9070, pushrod retaining plate

(1), if used.
9. Install cylinder head cover (1).


ended studs (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION) .
11. Install spark plugs.
12. Install ignition coil on plug (5), and torque fasten-

ers (6) to 12 N·m (105 in. lbs)
13. Install ignition coil connectors (4).
14. Install spark plug cables.
15. Install air intake resonator.
16. Install air cleaner assembly.
17. Connect negative battery cable.
ENGINE BLOCK
CLEANING
INSPECTION
bore.
above.
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.

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 - STAN-
DARD PROCEDURE)
4. Remove the accessory drive belt. (Refer to 7 -
REMOVAL)
5. Remove the generator.
6. Remove the A/C compressor, and set aside.
7. Remove the radiator (Refer to 7 - COOLING/EN-
GINE/RADIATOR - REMOVAL).
8. Remove intake manifold (Refer to 9 - ENGINE/
9. Remove cylinder head covers (Refer to 9 -
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/LUBRI-
CATION/OIL PAN - REMOVAL).
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.

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
16. Remove camshaft tensioner/thrust plate assembly.
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.
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
1. Lubricate camshaft lobes and camshaft bearing
journals and insert the camshaft (figure1).
2. Install camshaft Tensioner plate assembly. Tighten

bolts to 28 N·m (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.
5. Install the oil pump (figure2) (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).

6. Install the oil pick up tube.
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.
8. Install tappets (2) and retaining yoke assembly (1). (Refer to 9 - ENGINE/ENGINE BLOCK/HYDRAULIC LIFT-
ERS (CAM IN BLOCK) - INSTALLATION).
9. Install both left and right cylinder heads (4) (Refer

to 9 - ENGINE/CYLINDER HEAD - INSTALLA-
TION).
10. Install pushrods.
11. Install rocker arms (Refer to 9 - ENGINE/CYLIN-

DER 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).

INSTALLATION).
15. Install intake manifold (Refer to 9 - ENGINE/MAN-

IFOLDS/INTAKE MANIFOLD - INSTALLATION).
16. Install the A/C compressor (2).
17. Install the generator (2).
18. Install the accessory drive belt. (Refer to 7 -

INSTALLATION).
19. Install the radiator (Refer to 7 - COOLING/EN-
GINE/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 - STAN-
DARD PROCEDURE)
23. Refill engine oil.
CRANKSHAFT
REMOVAL
1. Remove the vibration damper (1) (Refer to 9 -
REMOVAL).
2. Remove the rear oil seal retainer (Refer to 9 -

ENGINE/ENGINE BLOCK/CRANKSHAFT REAR
OIL SEAL RETAINE - REMOVAL).
4. Remove the oil pump pickup.
5. Remove the windage tray/oil pan gasket.
REMOVAL).
7. Remove the oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL).
8. Remove the timing drive (2) (Refer to 9 - ENGINE/

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.
12. Remove the thrust washers.

13. Remove the crankshaft out of the block.
INSTALLATION
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 lubri-
cate bearings.
3. Position the crankshaft into the cylinder block.
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 N·m ( 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 N·m ( 21ft. lbs.)torque.
9. Repeat crossbolt torque procedure.
10. Measure crankshaft end play (Refer to 9 -
ENGINE/ENGINE BLOCK/CRANKSHAFT MAIN
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).
12. Install timing drive (2) (Refer to 9 - ENGINE/

13. Install oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).

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/LUBRICA-
TION/OIL PAN - INSTALLATION).
19. Install the vibration damper (Refer to 9 - ENGINE/
LATION).
20. Install the engine (Refer to 9 - ENGINE -
INSTALLATION).

STANDARD PROCEDURE - CRANKSHAFT MAIN BEARING - FITTING
Crankshaft removed from the cylinder block.
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

The main bearings are “select fit” to achieve proper oil clearances. For main bearing selection, the crankshaft coun-
terweight 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 SIZE mm (in.) FOR USE WITH

MARKING JOURNAL SIZE
A 0.008 mm U/S 64.988–64.995 mm

(0.0004 in.) U/S (2.5585– 2.5588in.)
B NOMINAL 64.996–65.004 mm
(2.5588–2.5592 in.)
C 0.008 mm O/S 65.005–65.012 mm

(0.0004 in.) O/S (2.5592–2.5595 in.)
INSPECTION
Wipe the inserts clean and inspect for abnormal wear

patterns and for metal or other foreign material imbed-
ded in the lining. Normal main bearing insert wear pat-
terns 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.

REMOVAL
REMOVAL).
REMOVAL).
8. Remove damper using Special Tools 8513A Insert
(2) and 1023 Three Jaw Puller (1) (Refer to 9 -
REMOVAL).

front seal (2).
INSTALLATION
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).
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).

general)
REMOVAL

cle.

sion.

after removal.

engine.
3. Using Special Tool 8506 (1), remove the crankshaft

rear oil seal (2).
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 crank-

shaft rear face. Then position the crankshaft rear
oil seal (3) onto the guide.
Installer (1) and C-4171 Driver Handle, with a ham-
mer, 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).
RETAINER - CRANK REAR OIL - SEAL

REMOVAL
MISSION/TRANSAXLE/AUTOMATIC - NAG1 -
REMOVAL).
3. Remove the flexplate. (Refer to 9 - ENGINE/EN-
4. Remove the oil pan. (Refer to 9 - ENGINE/LUBRI-
CATION/OIL PAN - REMOVAL)
5. Remove the rear oil seal retainer mounting bolts.
6. Carefully remove the retainer from the engine
block.
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 N·m (132 in. lbs.) using the procedure shown.
6. Install the oil pan (Refer to 9 - ENGINE/LUBRICA-
7. Install the flexplate (Refer to 9 - ENGINE/ENGINE
BLOCK/FLEX PLATE - INSTALLATION).
8. Install the transmission (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - NAG1 -
INSTALLATION).
9. Check and verify engine oil level.
FLEX PLATE
REMOVAL
MISSION/TRANSAXLE/AUTOMATIC - NAG1 -
REMOVAL).
INSTALLATION
1. Position the flexplate or flywheel onto the crank-
shaft and install the bolts hand tight.
2. For automatic transmissions: Tighten the flex-
plate retaining bolts to 95 N·m (70 ft. lbs.).
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.
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 leak-
down 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, it’s probably not
the tappets.
REMOVAL
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.
7. Remove bolt from tappet retainer (1).

8. Remove tappet retainer (1).
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.
10. Check camshaft lobes for abnormal wear.
INSTALLATION
1. Lubricate tappets.
2. Install tappets in their original positions.
3. Install tappet retainer (1). Install the tappet retainer bolt and tighten to 12 N·m (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) - INSTALLA-
TION).
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).
CAUTION: To prevent damage to valve mechanism, engine must not be run above fast idle until all hydrau-
lic tappets have filled with oil and have become quiet.
10. Road test vehicle and check for leaks.

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.

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 per-
pendicular (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 assem-
bly is specific for the left cylinder bank ( odd numbered) and the right cylinder bank ( even numbered) and must
not be interchanged.

outside diameter of a coated piston will not provide
accurate results. Therefore measuring the inside
diameter of the cylinder bore with a dial Bore
required.
cylinder bore.
REMOVAL
• Oil pan and gasket/windage tray (Refer to 9 -
ENGINE/LUBRICATION/OIL PAN - REMOVAL).
• Cylinder head covers (Refer to 9 - ENGINE/CYL-
INDER HEAD/CYLINDER HEAD COVER(S) -
REMOVAL) and (Refer to 9 - ENGINE/CYLIN-
DER 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/CYLIN-
DER 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 pis-
tons 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 con-
necting rod is centered in cylinder bore.
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.

fractured rod and cap joint face surfaces, as
engine damage may occur.
7. Carefully remove piston rings from piston(s), starting from the top ring down.
CLEANING
INSPECTION
deterioration.
INSTALLATION
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.

face 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.
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
21 N·m (15 ft. lbs.) plus a 90° turn.

TION).
• Install the intake manifold.
RINGS - PISTON
Before reinstalling used rings or installing new rings, the ring clearances must be checked.


cylinder.
4. Using a feeler gauge check the ring end gap.

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.
Ring Position Ring/Groove Maximum

Side Clearance Clearance
Upper Ring 0.02-0.07mm 0.11mm
(0.0008- 0.0028 in.) (0.004 in.)
Intermediate Ring 0.02-0.06 mm 0.10mm
(0.0008-0.0023 in.) (0.004 in.)
Upper Ring 0.23-0.38mm 0.43mm
(0.0090-0.0149 in.) (0.017 in.)
Intermediate Ring 0.35-0.60mm 0.74mm
(0.0137-0.0236 in.) (0.029 in.)
Oil Control Ring 0.015-0.66mm 0.76mm
(Steel Rail) (0.0059- 0.0259 in.) (0.030 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:


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.

ton ring installer.
installer.

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
5. Remove fan shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
7. Remove damper using Special Tools 8513A Insert

and 1023 Three Jaw Puller.
INSTALLATION

1. Slide damper onto crankshaft slightly.


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 rod’s threads with MoparT Nickel Anti-Seize
or (Loctite No. 771).
3. Using Special Tool 8512–A, press damper onto crankshaft.
4. Install then tighten crankshaft damper bolt to 176 N·m (129 ft. lbs.).
COVER - STRUCTURAL
DESCRIPTION
the engine.
OPERATION
REMOVAL
CAUTION: On manual transmission vehicles, the

7/16 inch engine block to clutch housing bolts
must be loosened before removal of the structural
dust cover (1). Clutch housing distortion will occur
if this procedure is not followed.
2. Remove the bolts retaining structural cover (1,2).

3. Remove the structural cover.
INSTALLATION
AUTOMATIC TRANSMISSION

2. Install all four bolts 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.

tightly against both the engine and the transmission bell housing during tightening sequence. Failure to do
so may cause damage to the cover.
4. Torque the (4)structural dust cover bolts that go

into the transmission to 6-11 N·m (50-100 in.lbs.).
5. Torque the (4) structural dust cover bolts that go
into the engine block to 6-11 N·m (50-100 in.lbs.).
tighten bolts (1) to 54 N·m (40 ft. lbs.), then tighten
bolts (2) and (3) to 54 N·m ( 40 ft. lbs.) in the
sequence shown.

MANUAL TRANSMISSION
CAUTION: The 7/16 inch engine block to clutch housing bolts must be loosened before removal/installation
of the structural dust cover. Clutch housing distortion will occur if this procedure is not followed.
CAUTION: The structural cover must be installed as described in the following steps. Failure to do so will
cause severe damage to the cover, and engine noise.
2. Install all bolts retaining the cover-to-engine. DO

NOT tighten the bolts at this time.
3. Install the cover-to-transmission bolts. Do NOT
tighten at this time.

tightly against the corner formed by the engine
and the transmission clutch housing during tight-
ening sequence. Failure to do so may cause dam-
age to the cover and engine noise.
4. Torque the (2)structural dust cover bolts that go

into the clutch housing to 6-11 N·m (50-100 in.lbs.).
5. Torque the (4) structural dust cover bolts that go
into the engine block to 6-11 N·m (50-100 in.lbs.).
6. Torque the structural cover bolt that is closest to
the rear face of block on the passenger side of
block to 54 N·m (40 ft. lbs.).
7. Torque the structural cover bolt that is closest to
the front face of block on the drivers side to 54
N·m (40 ft. lbs.).
8. Torque the remaining (2) structural cover bolts that
go into the block in an “X” pattern to 54 N·m (40 ft.
lbs.).
9. Torque the structural cover bolts that go into the clutch housing to 54 N·m (40 ft. lbs.).
10. Torque the 7/16 inch engine block to clutch housing bolts to 68 N·m (50 ft. lbs.).
MOUNT - FRONT
REMOVAL
2WD

2. Raise vehicle.
3. Remove engine mount through bolts.
4. Raise engine using engine support fixture special
tool # 8534.
5. Remove engine mount to insulator bolts (1).
6. Remove insulator (2) from engine.
4WD

4. Remove the front crossmember (Refer to 13 - FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER -
REMOVAL).
6. Support the engine using engine support fixture, special tool # 8534.
11. Remove the (6) through bolts
12. Raise the engine far enough to be able to remove the left (4) and right (8) engine mounts.
13. Remove the engine mounts (4,8).
INSTALLATION
2WD
1. Install insulator (2) on the engine.

2. Install upper and lower mount mounting bolts.

Tighten bolts to 61 N·m (45 ft. lbs.).
3. Lower the engine using engine support fixture spe-
cial tool # 8534.
4. Install mount through bolts.
5. Tighten through bolts on both sides to 61 N·m (45
ft. lbs.).
6. Lower vehicle.
4WD
1. Install the right (8) and left (4) side engine mounts to the front axle. Torque nuts to 94 N·m (70 ft. lbs.).
lbs.).
4. Lower the engine using engine support fixture special tool # 8534, until the left and right side engine brackets
rest on the through bolts, and the lower engine bracket through holes align with the engine mounts, and the left
engine bracket holes align with the front axle slots.
5. Loose assemble the 3 bolts that attach the front axle to the left engine bracket.
7. Torque the nuts for the 4 through bolts to 101 N·m (75 ft. lbs.).
8. Torque the 3 bolts that attach the front axle to the left engine bracket to 101 N·m (75 ft. lbs.).
9. Install the engine oil filter, if removed.
10. Install the front crossmember (Refer to 13 - FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER - INSTAL-
LATION).
MOUNT - REAR
REMOVAL
3. Remove the nuts from the transmission mount.

mount from the crossmember.
6. Remove the mount.
INSTALLATION
LUBRICATION
1. Remove oil pressure sending unit and install gauge assembly C-3292.
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.

stopping the leak.
tion.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.
valve.

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

pressure, run the engine for about ten minutes before checking oil level. Checking engine oil level on a cold engine
is not accurate.
2. With engine OFF, allow approximately five minutes for oil to settle to bottom of crankcase, remove engine oil
dipstick.
ENGINE OIL CHANGE

Change engine oil at mileage and time intervals described in Maintenance Schedules (Refer to LUBRICATION &
MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIPTION).

6. Install drain plug in crankcase. Torque to 34 N·m ( 25 ft. lbs.).
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.
FILTER - ENGINE OIL

REMOVAL

disposable type oil filter. DaimlerChrysler Corporation
recommends a MoparT or equivalent oil filter be used.
2. Using a suitable oil filter wrench loosen filter (3).

filter.
5. With a wiping cloth, clean the gasket sealing surface of oil and grime.
INSTALLATION
filter one half turn, or 180°,do not over tighten.
PAN - ENGINE OIL

REMOVAL
2. Install engine support fixture special tool # 8534. Do not raise engine at this time.
3. For 2WD vehicles, Remove both engine mount to frame through bolts.
4. For 4WD vehicles, Loosen both left and right side engine mount bracket to mount bolts, and remove the lower
bolt on each side. The upper hole in the engine bracket is slotted.
5. Remove the structural dust cover (1). (Refer to 9 -

ENGINE/ENGINE BLOCK/STRUCTURAL COVER -
REMOVAL)
7. Remove the front crossmember (Refer to 13 -
MEMBER - REMOVAL).
CAUTION: Only raise the engine enough to pro-

vide clearance for oil pan removal. Check for
proper clearance at fan shroud to fan and cowl to
intake manifold.
8. Raise engine using special tool # 8534 to provide

clearance to remove oil pan.
9. Remove the nuts from the transmission mount to
crossmember.
10. Using suitable transmission jack, raise the trans-
mission approximately 3 inches off of the
crossmember.

11. Remove the oil pan mounting bolts using the

sequence above, and remove oil pan.
NOTE: The double ended oil pan studs must be

installed in the same location that they were
removed from.
NOTE: When the oil pan is removed, a new oil pan

gasket/windage tray assembly must be installed.
The old gasket cannot be reused.
13. Discard the integral windage tray and gasket and

replace.
INSTALLATION
1. Clean the oil pan gasket mating surface of the block and oil pan.
NOTE: MoparT 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 approxi-
mately 4.5 mm x 25 mm in each of the 4 T-joint locations.
2. Apply MoparT Engine RTV at the 4 T- joints.
NOTE: When the oil pan is removed, a new inte-

gral windage tray and gasket assembly must be
installed. The old gasket cannot be reused.
3. Install a new integral windage tray and gasket.

4. Reinstall the oil pump pickup tube with new o-ring.
Tighten tube to pump fasteners to 28 N·m (250 in.
lbs.).
NOTE: The double ended oil pan studs must be

installed in the same location that they were
removed from.
5. Position the oil pan and install the mounting bolts

and studs. Tighten the mounting bolts to 12 N·m
(105 in.lbs.), using the sequence above.
6. Lower the transmission onto the crossmember.
Install nuts, and tighten.
7. Lower the engine into mounts using special tool #
8534.
8. For 2WD vehicles, Install both the left and right
side engine mount through bolts. Tighten the nuts
to 68 N·m (50 ft. lbs.).
9. For 4WD vehicles, Install both the left and right side engine mount bracket to mount bolts. Tighten the nuts to
68 N·m (50 ft. lbs.).
10. Remove special tool # 8534.
11. Install the structural dust cover (1). (Refer to 9 -

ENGINE/ENGINE BLOCK/STRUCTURAL COVER
- INSTALLATION).
12. Install the front crossmember (Refer to 13 -
13. Fill engine oil.
PUMP - ENGINE OIL

DESCRIPTION

REMOVAL
REMOVAL).
3. Remove the four bolts, and the oil pump.
CLEANING
1. Wash all parts in a suitable solvent.
INSPECTION

1. Remove the pump cover.

should be replaced.
3. Slide outer rotor into the body of the oil pump.
rotor (2) and the body. If the measurement is
0.235mm (0.009 in.) or more the oil pump assem-
bly must be replaced.
outer rotors (1). If the clearance between the rotors

must be replaced.
6. Reinstall the pump cover. Torque fasteners to 15
N·m (132 in. lbs.).
NOTE: The 5.7 Oil pump is released as an assem-

bly. 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 N·m (250 in. lbs.).
3. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTAL-
LATION).
4. 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.
DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKAGE

not be functioning.
LOOSE CLOTHING.

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.
REMOVAL
3. Disconnect electrical connectors for the following components:
4. Disconnect brake booster hose and positive crankcase ventilation (PCV) hose.
5. Remove generator and set aside.
NOTE: It is not necessary to remove lines or remove freon from A/C compressor.
6. Remove air conditioning compressor and set aside..

8. Remove intake manifold retaining fasteners in a crisscross pattern starting from the outside bolts and ending at
the middle bolts.
9. Remove intake manifold and IAFM 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.
3. Inspect the manifold to throttle body mating surface for cracks, nicks and distortion.
INSTALLATION
1. Install intake manifold seals.
2. Position intake manifold and IAFM.
3. Install intake manifold retaining bolts, and tighten in sequence from the middle bolts towards the outside in a
crisscross pattern. Torque fasteners to 12 N·m (105 in. lbs.).
5. Install generator.
6. Install A/C compressor.
7. Connect Brake booster hose and Positive crankcase ventilation (PCV) hose.
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 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.
OPERATION
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

2. Raise vehicle.
3. Remove exhaust pipe to manifold bolts.
4. Lower vehicle.
5. Install engine support fixture special tool #8534.
6. Raise engine enough to remove manifolds.
CAUTION: Do not damage engine harness while

raising the engine.

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
1. Install manifold gasket and manifold.

2. Install manifold bolts and tighten using sequence
provided to 25 N·m (18 ft. lbs.).
3. Install heat shield and tighten nuts to 15 N·m (11 ft.
lbs.).
4. Lower engine.
CAUTION: Do not damage engine harness while

lowering the engine.
5. Remove engine support fixture from engine.

6. Raise vehicle.
7. Tighten right and left side engine mount through
bolts.
8. Install exhaust flange to pipe bolts.
9. Lower vehicle.
COVER - TIMING
REMOVAL
2. Remove the engine cover (1).
5. Remove accessory drive belt.
6. Remove fan and fan drive assembly (Refer to 7 -
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. Remove the generator.

14. Remove accessory drive belt tensioner and both
idler pulleys.
15. Remove crankshaft damper (2) (Refer to 9 -
REMOVAL).
NOTE: Do not remove the hoses from the power

steering pump.
16. Remove power steering pump and set aside.

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.
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 N·m (250 in. lbs.).
NOTE: The large lifting stud is torqued to 55 N·m (40 ft. lbs.).
4. Install the oil pan and pick up tube (Refer to 9 -

ENGINE/LUBRICATION/OIL PAN - INSTALLA-
TION).
5. Install the A/C compressor.
6. Install the generator.
8. Install the dipstick support bolt.
9. Install the thermostat housing.
LATION).
11. Install accessory drive belt tensioner assembly and both idler pulleys.
12. Install radiator lower hose.

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.
23. Install the engine cover (1).

REMOVAL

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 key-
ways 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.
5. Remove oil pump.
6. Retract tensioner shoe (1) until hole in shoe lines up with hole in bracket..
7. Slide a suitable pin (2) into the holes.

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 N·m (250 in.
lbs.).
2. Retract tensioner (2) if required.
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 respec-
tive shafts and check alignment of timing marks.
7. Install the camshaft bolt. Tighten the bolt to 122 N·m (90 ft. lbs.) torque.
8. Remove tensioner pin. (1) Again, verify alignment

of timing marks.
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).
11. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).

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.
TABLE OF CONTENTS
page page
ENGINE - 8.3L - SERVICE INFORMATION HEAD(S)-CYLINDER

DESCRIPTION ..................... . . 2422 REMOVAL - CYLINDER HEAD(S) . . . . . . . . . 2464
DIAGNOSIS AND TESTING CLEANING
INTRODUCTION .................. . . 2423 CLEANING / INSPECTION . . . . . . . . . . . . . 2465
ENGINE DIAGNOSIS - PERFORMANCE . . 2424 INSTALLATION - CYLINDER HEAD(S) . . . . . . 2465
ENGINE DIAGNOSIS - MECHANICAL . . . . 2425 COVER(S)-CYLINDER HEAD
CYLINDER COMPRESSION PRESSURE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2467
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2427 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2468
CYLINDER COMBUSTION PRESSURE ARMS-ROCKER
LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . 2427 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2469
CYLINDER HEAD GASKET FAILURE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2469
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . 2428 SPRINGS/SEALS-VALVE
HYDRAULIC TAPPET NOISE DIAGNOSIS . 2429 DIAGNOSIS AND TESTING
ENGINE OIL LEAK INSPECTION . . . . . . . . 2429 VALVE SPRING TESTING . . . . . . . . . . . . . 2470
STANDARD PROCEDURE STANDARD PROCEDURE - VALVE SPRING/
ENGINE CORE AND OIL SEAL SERVICE IN-CAR . . . . . . . . . . . . . . . 2470
GALLERY PLUGS . . . . . . . . . . . . . . . . . . . 2431 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2471
FORM-IN-PLACE GASKETS AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2472
SEALERS . . . . . . . . . . . . . . . . . . . . . . . . . . 2431 INTAKE/EXHAUST - VALVES/SEATS/GUIDES
ENGINE GASKET SURFACE STANDARD PROCEDURE - VALVE AND
PREPARATION . . . . . . . . . . . . . . . . . . . . . . 2432 VALVE SEAT - REFACING . . . . . . . . . . . . . 2473
HYDROSTATIC LOCKED ENGINE . . . . . . . 2432 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2474
REMOVAL - ENGINE ASSEMBLY ....... . . 2433 COVER-TIMING CHAIN
INSTALLATION - ENGINE ASSEMBLY . . . . . . 2437 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2476
SPECIFICATIONS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2478
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 2440 TIMING CHAIN AND SPROCKETS
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . 2445 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2480
SPECIAL TOOLS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2482
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 2447 LUBRICATION
SYSTEM-AIR INTAKE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2483
DESCRIPTION ..................... . . 2450 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2483
ELEMENT-AIR CLEANER DIAGNOSIS AND TESTING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2450 CHECKING ENGINE OIL PRESSURE . . . . 2483
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2451 ENGINE OIL LEAK . . . . . . . . . . . . . . . . . . . 2483
HOUSING-AIR CLEANER OIL
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2453 CHECKING ENGINE OIL LEVEL . . . . . . . . 2484
MOUNTS-ENGINE ENGINE OIL AND FILTER CHANGE . . . . . . 2485
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2454 COOLER & LINES-OIL
MANIFOLD-INTAKE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2485
DIAGNOSIS AND TESTING STANDARD PROCEDURE - OIL COOLER LINE
INTAKE MANIFOLD LEAKS . . . . . . . . . . . . 2456 QUICK CONNECT FITTING DISASSEMBLY/
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2457 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 2486
MANIFOLD-EXHAUST PAN-OIL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2462 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2488
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2463 PUMP-OIL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2492
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 2492 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2509

CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2493 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2510
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2493 BEARINGS-CONNECTING ROD
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 2495 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 2511
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2496 STANDARD PROCEDURE
SENSOR-OIL PRESSURE CONNECTING ROD BEARING - FITTING . . 2511
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2497 MEASURING CONNECTING ROD BEARING
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2497 CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . 2512
SENSOR-OIL TEMPERATURE DAMPER-CRANKSHAFT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2498 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2513
BLOCK-ENGINE SEAL-CRANKSHAFT OIL- FRONT
STANDARD PROCEDURE - CYLINDER BORE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2515
HONING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2499 SEAL-OIL-REAR-CRANK AND RETAINER
HYDRAULIC TAPPETS BEARINGS-CRANKSHAFT MAIN
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2500 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2517
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2501 MEASURING CRANKSHAFT MAIN BEARING
CAMSHAFT CLEARANCE IN-CAR . . . . . . . . . . . . . . . . . 2517
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2502 CRANKSHAFT
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2503 STANDARD PROCEDURE
ROD-PISTON & CONNECTING MEASURING CRANKSHAFT END PLAY . . 2518
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2504 CRANKSHAFT JOURNAL
STANDARD PROCEDURE MEASUREMENT . . . . . . . . . . . . . . . . . . . . 2519
PISTON FITTING . . . . . . . . . . . . . . . . . . . . 2504 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2519
MEASURING CONNECTING ROD SIDE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2521
CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . 2505 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2522
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2505 BEARING-CRANKSHAFT PILOT
RINGS-PISTON
STANDARD PROCEDURE - MEASURING
PISTON RING CLEARANCES . . . . . . . . . . . 2509

DESCRIPTION
The engine is an 8.3 Liter (505 CID), 10-cylinder, 90°

V-type, lightweight, single-cam, overhead valve
engine. This engine is designed for premium unleaded
fuel.
The crankshaft is forged steel. The cylinder block and
cylinder heads are aluminum. The firing order is 1-10-
9-4-3-6-5-8-7-2. The cylinders are numbered from
front to rear as follows:
• on the left bank - 1, 3, 5, 7, 9
• on the right bank - 2, 4, 6, 8, 10
Vehicle Identification Number
This number (1) is located on the rear of the cylinder

block just below the right cylinder head.
Engine Serial Number
This number (2) is located on the lower right front of

the cylinder block near the oil pressure sensor.

INTRODUCTION
tenance.
These malfunctions may be classified as either mechanical (e.g., a strange noise), or performance (e.g., engine
idles rough and stalls).
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) - MECHANICAL and (Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING) - PERFORMANCE for possible causes and corrections of malfunctions. Refer to the appropriate Diag-
nostic Information for fuel system diagnosis.
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that cannot be iso-
lated with the Engine Diagnosis charts. Information concerning additional tests and diagnosis is provided within the
following:
• Cylinder Compression Pressure Test
• Cylinder Combustion Pressure Leakage Test
• Cylinder Head Gasket Failure Diagnosis
• Intake Manifold Leakage Diagnosis
• Hydraulic Tappet Noise Diagnosis
• Engine Oil Leak Inspection
ENGINE DIAGNOSIS - PERFORMANCE
ENGINE WILL NOT 1. Weak or discharged battery. 1. Charge or replace battery as necessary.
CRANK (Refer to 8 - ELECTRICAL/BATTERY
SYSTEM - DIAGNOSIS AND TESTING).
Check charging system. Refer to the
appropriate Diagnostic Information for
charging system diagnosis.
2. Corroded or loose battery 2. Clean/tighten battery/starter connections.

connections.
3. Faulty starter or related circuits. 3. Check starting system. (Refer to 8 -
ELECTRICAL/STARTING - DIAGNOSIS
AND TESTING).
4. Seized accessory drive 4. Remove accessory drive belt and
component. attempt to start engine. If engine cranks,
repair/replace seized component.
5. Engine internal mechanical failure 5. (Refer to 9 - ENGINE - STANDARD
or hydrostatic lock. PROCEDURE - HYDROSTATIC LOCKED
ENGINE).
ENGINE CRANKS BUT 1. No spark. 1. Check for spark. Refer to the appropriate
WILL NOT START Diagnostic Information for ignition system
diagnosis.
2. No fuel. 2. Perform fuel pressure test. Refer to the

appropriate Diagnostic Information for fuel
system diagnosis.
3. Low or no engine compression. 3. Perform cylinder compression test.
(Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING - CYLINDER COMPRESSION
PRESSURE TEST).
ENGINE LOSS OF 1. Worn or incorrect gapped spark 1. Replace spark plugs or set gap.
POWER plugs.
2. Dirt or water in fuel system. 2. Clean system and replace fuel filter.
3. Faulty fuel pump. 3. Replace fuel pump.
4. Incorrect valve timing. 4. Correct valve timing.
5. Blown cylinder head gasket(s). 5. Replace cylinder head gasket(s).
6. Low compression. 6. Test cylinder compression. (Refer to 9 -
ENGINE - DIAGNOSIS AND TESTING -
CYLINDER COMPRESSION PRESSURE
TEST)
7. Burned, warped, or pitted valves. 7. Install new or reface valves as
necessary.
8. Plugged or restricted exhaust. 8. Replace parts as necessary.
9. Faulty ignition cables. 9. Replace ignition cables as necessary.
10. Faulty coil(s). 10. Test and replace as necessary.
ENGINE STALLS OR 1. Carbon buildup on throttle plate. 1. Remove throttle body and de-carbon.
ROUGH IDLE
2. Engine idle speed too low. 2. Check Idle Air Control circuit. Refer to
the appropriate Diagnostic Information for
IAC motor testing.
3. Worn or incorrectly gapped spark 3. Replace spark plugs or set gap.
plugs.
4. Faulty or crossed ignition cables. 4. Check for correct firing order or replace
ignition cables as necessary.
6. Intake manifold vacuum leak. 6. Inspect intake manifold gasket and
vacuum hoses. Replace as necessary.
ENGINE MISSES ON 1. Worn or incorrectly gapped spark 1. Replace spark plugs or set gap.
ACCELERATION plugs.
2. Faulty ignition cables. 2. Replace ignition cables as necessary.
3. Dirt or water in fuel system. 3. Clean system and replace fuel filter.
4. Burned, warped, or pitted valves. 4. Install new or reface valves as
necessary.
ENGINE DIAGNOSIS - MECHANICAL
NOISY VALVES 1. High or low oil level in crankcase. 1. Check for correct oil level. Adjust oil level
by draining or adding as needed.

3. Low oil pressure. 3. Check engine oil level. If OK, perform oil
pressure test. (Refer to 9 - ENGINE/
LUBRICATION - DIAGNOSIS AND
TESTING).
4. Dirt in tappets/lash adjusters. 4. Clean/replace hydraulic tappets/lash
adjusters.
5. Bent push rod(s). 5. Replace push rod(s) as necessary.
6. Worn rocker arms. 6. Replace worn rocker arms and inspect
oil supply to rocker arms.
7. Worn tappets/lash adjusters. 7. Replace hydraulic tappets/hydraulic lash
adjusters.
8. Worn valve guides. 8. Ream and install new valves with
oversize stems.
9. Excessive runout of valve seats 9. Grind valve seats and valves.
on valve faces.
CONNECTING ROD 1. Insufficient oil supply. 1. Check engine oil level.

NOISE
pressure test. Inspect oil pump relief valve
and spring. (Refer to 9 - ENGINE/
TESTING).
4. Excessive bearing clearance. 4. Measure bearings for correct clearance.
Repair as necessary.
5. Connecting rod journal out-of- 5. Replace crankshaft or grind journals.
round.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Check engine oil level.
pressure test. Inspect oil pump relief valve
and spring. (Refer to 9 - ENGINE/
TESTING).
Repair as necessary.
5. Excessive end play. 5. Check No. 3 bearing for wear on flanges.
6. Crankshaft journal out-of-round 6. Grind journals or replace crankshaft.
and/or worn.
7. Loose flywheel. 7. Inspect crankshaft, flywheel, and bolts for
damage. Tighten bolts to correct torque.
OIL PRESSURE DROP 1. Low oil level. 1. Check oil level and fill if necessary.
2. Faulty oil pressure sending unit. 2. Replace sending unit.

3. Clogged oil filter. 3. Install new oil filter.
4. Worn oil pump. 4. Replace worn gears or oil pump
assembly.
5. Thin or diluted oil. 5. Change oil to correct viscosity.
7. Oil pump relief valve stuck. 7. Remove relief valve. Inspect valve and
spring. Replace as necessary.
8. Oil pump pick up tube restricted, 8. Remove oil pan and inspect oil pump
cracked, or damaged. pick up tube. Clean or replace as
necessary.
9. Oil pump cover loose, warped, or 9. Inspect/tighten cover screws or install
cracked. new oil pump, if necessary.
OIL LEAKS 1. Misaligned or deteriorated 1. Replace gaskets.

gaskets.
2. Loose fastener, broken or porous 2. Tighten, repair or replace component.

component.
EXCESSIVE OIL 1. PCV system malfunction. 1. Check and repair PCV system as
CONSUMPTION OR necessary.
SPARK PLUGS OIL 2. Defective valve stem seal(s). 2. Repair or replace seal(s).
FOULED
3. Worn or broken piston rings. 3. Hone cylinder bores. Install new rings.
4. Scuffed pistons/cylinder walls. 4. Hone cylinder bores and replace pistons
as necessary.
5. Carbon in oil control ring groove. 5. Remove rings and de-carbon piston.
6. Worn valve guides. 6. Ream and install new valves with
oversize stems.
7. Piston rings fitted too tightly in 7. Remove piston rings. Check ring end
grooves. gap and side clearance. Replace as
necessary.
CYLINDER COMPRESSION PRESSURE TEST

1. Check engine oil level and add oil if necessary.
2. Drive the vehicle until engine reaches normal operating temperature. Select a route free from traffic and other
forms of congestion, observe all traffic laws, and accelerate through the gears several times briskly.
3. Remove the Auto Shut Down (ASD) relay from the Power Distribution Center (PDC).
4. Disconnect ignition cables from spark plugs.
5. Remove all spark plugs from engine. As spark plugs are being removed, check electrodes for abnormal firing
indicators fouled, hot, oily, etc. Record cylinder number of spark plug for future reference.
6. Be sure throttle blade is fully open during the compression check.
7. Insert compression gauge adaptor Special Tool 8116 or the equivalent, into the No. 1 spark plug hole in cylinder
head. Connect the 0-500 psi (Blue) pressure transducer (Special Tool CH7059) with cable adaptors to the scan
tool. For Special Tool identification, (Refer to 9 - ENGINE - SPECIAL TOOLS).
8. Crank engine until maximum pressure is reached on gauge. Record this pressure as No. 1 cylinder pressure.
9. Repeat the previous step for all remaining cylinders.
10. Compression should not be less than 689 kPa (100 psi) and not vary more than 25 percent from cylinder to
cylinder.
11. If one or more cylinders have abnormally low compression pressures, repeat the compression test.
12. If the same cylinder or cylinders repeat an abnormally low reading on the second compression test, it could
indicate the existence of a problem in the cylinder in question. The recommended compression pressures
are to be used only as a guide to diagnosing engine problems. An engine should not be disassembled
to determine the cause of low compression unless some malfunction is present.
CYLINDER COMBUSTION PRESSURE LEAKAGE TEST

WARNING: DO NOT REMOVE THE COOLING SYSTEM PRESSURE CAP WITH THE SYSTEM HOT AND
UNDER PRESSURE BECAUSE SERIOUS BURNS FROM COOLANT CAN OCCUR.
1. Check the coolant level and fill as required. DO NOT install the pressure cap.
3. Clean spark plug recesses with compressed air.

5. Remove the oil fill cap.
6. Remove the air cleaner.
483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum, with 552 kPa (80 psi) recommended.
8. Perform the test procedures on each cylinder according to the tester manufacturer’s instructions. While testing,
listen for pressurized air escaping through the throttle body, tailpipe and oil filler cap opening. Check for bubbles
in the coolant pressure bottle.
All gauge pressure indications should be equal, with no more than 25 percent leakage per cylinder.
cylinder.
CYLINDER HEAD GASKET FAILURE DIAGNOSIS

A cylinder head gasket leak can be located between adjacent cylinders, between a cylinder and the adjacent water
jacket, or an external coolant leak may be present.
• Loss of coolant
• Coolant foaming

inder Compression Pressure Test in this section. An engine cylinder head gasket leaking between adjacent cylinders
will result in approximately a 50-70% reduction in compression pressure. Cylinders adjacent to each other will both
have low compression.

REMOVED.
VISUAL TEST METHOD
opens.
HYDRAULIC TAPPET NOISE DIAGNOSIS

PRELIMINARY STEP TO CHECKING THE HYDRAULIC TAPPETS
Before disassembling any part of the engine to correct tappet noise, check engine oil level and oil pressure.
1. Check the engine oil level.
• Oil Level Check: stop engine after reaching normal operating temperature
• The oil level should never be above the FULL mark on dipstick, or below the ADD mark. Either of
these two conditions could be responsible for noisy tappets. Allow 5 minutes to stabilize oil level,
check dipstick.
2. Remove oil pressure sensor.
3. Install a reliable oil pressure gauge at oil pressure sensor location.
The oil pressure should be 206.8 - 551.6 kPa (30 - 80 psi) at 2000 rpm.
OIL LEVEL TOO HIGH

If oil level is above the FULL mark on dipstick, it is possible for the connecting rods to dip into the oil while engine
is running and create foam. Foam in oil pan would be fed to the hydraulic tappets by the oil pump causing them to
become soft and allow valves to seat noisily.
OIL LEVEL TOO LOW

Low oil level may allow pump to take in air which when fed to the tappets, causes them to become soft and allows
valves to seat noisily. Any leaks on intake side of 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, engine should be operated at fast idle to allow all of the air
inside of the tappets to be bled out.
VALVE TRAIN NOISE DIAGNOSIS

To determine source of valve train noise, operate engine at idle with cylinder head covers removed and listen for
source of the noise.
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.
Valve tappet noise ranges from light noise to a heavy click. A light noise is usually caused by excessive leak-down
around the unit plunger which will necessitate replacing the tappet, or by the plunger partially sticking in the tappet
body cylinder. A heavy click is caused either by a tappet check valve not seating, or by foreign particles becoming
wedged between the plunger and the tappet body causing 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 and replaced.
ENGINE OIL LEAK INSPECTION

stopping the leak.
the oil leak is found and identified, repair as necessary.
tion.
5. If the oil leak source is not positively identified at this time, proceed with the air leak detection test method
as follows:
1. Disconnect the PCV hoses at the cylinder head covers and plug or cap the outlet on the covers.
CAUTION: Do not subject the engine assembly to more than 20.6 kpa (3 PSI) of test pressure.
3. Gradually apply air pressure from 6.89 kPa (1 psi) to 17.23 kPa (2.5 psi) maximum while applying soapy water
at the suspected source. Adjust the regulator to the suitable test pressure that provides 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 crankshaft 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. Remove the air hose, all plugs, and caps. Connect the PCV
hoses. Proceed to next step.
NOTE: If oil leakage is observed at the dipstick tube to oil pan location; remove the tube, clean and reseal
using MoparT Stud & Bearing Mount (press fit tube applications only), and for O-ring style tubes, remove
tube and replace the O-ring seal.

3. Remove clutch housing inspection cover and inspect rear of block for evidence of oil. Use a black light to check
for the oil leak. If a leak is present in this area, remove transmission for further inspection.
b. Where leakage tends to run straight down, possible causes are a porous block, oil gallery cup plug or rear
crankshaft seal retainer gasket leak. See proper repair procedures for these items.
4. If no leaks are detected, pressurize the crankcase as previously described.
7. After the oil leak root cause and appropriate corrective action have been identified, replace component(s) as
necessary.
STANDARD PROCEDURE
ENGINE CORE AND OIL GALLERY PLUGS
Using a blunt tool such as a drift (4) and a hammer,

strike the bottom edge of the cup plug. With the cup
plug rotated, grasp firmly with pliers (2) or other suit-
able tool and remove plug (5).
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 MoparT 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.
FORM-IN-PLACE GASKETS AND SEALERS

MOPART ATF RTV
MOPART GASKET MAKER
MOPART BED PLATE SEALANT
MoparT Bed Plate Sealant is a unique (green-in-color) anaerobic type gasket material that is specially made to seal
the area between the bedplate and cylinder block without disturbing the bearing clearance or alignment of these
components. The material cures slowly in the absence of air when torqued between two metallic surfaces, and will
rapidly cure when heat is applied.
material also will prevent corrosion. MoparT Gasket Sealant is available in a 13 oz. aerosol can or 4 oz./16 oz. can
w/applicator.

mm (0.120 in.) in diameter. All mounting holes must be circled. For corner sealing, a 3.17 mm or 6.35 mm (1/8 in.
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.
ENGINE GASKET SURFACE PREPARATION
To ensure engine gasket sealing, proper surface prep-

aration 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)
CAUTION: Excessive pressure or high RPM (beyond the recommended speed), can damage the sealing sur-
faces. The mild (white, 120 grit) bristle disc is recommended. If necessary, the medium (yellow, 80 grit) bris-
tle disc may be used on cast iron surfaces with care.
HYDROSTATIC LOCKED ENGINE

When an engine is suspected to be hydrostatically locked, regardless of what caused the problem, the following
steps should be used.
CAUTION: DO NOT use starter motor to rotate the engine, severe damage may occur.
1. Inspect air cleaner, induction system and intake manifold to ensure system is dry and clear of foreign material.
2. Remove negative battery cable.
3. Place a shop towel around the spark plugs when removing them from the engine. This will catch any fluid that
may possibly be in the cylinder under pressure.
4. With all spark plugs removed, rotate engine crankshaft using a breaker bar and socket.
5. Identify the fluid in the cylinder(s) (i.e., coolant, fuel, oil or other).
6. Make sure all fluid has been removed from the cylinders. Inspect engine for damage (i.e., connecting rods, pis-
tons, valves, etc.)
7. Repair engine or components as necessary to prevent this problem from re-occurring.
CAUTION: Squirt approximately one teaspoon of oil into the cylinders, rotate engine to lubricate the cylin-
der walls to prevent damage on restart.
8. Install new spark plugs.

9. Drain engine oil and remove oil filter.
10. Fill engine with specified amount of approved oil and install new oil filter.
12. Start engine and check for any leaks.
REMOVAL - ENGINE ASSEMBLY

1. Perform fuel pressure release procedure (Refer to
14 - FUEL SYSTEM/FUEL DELIVERY - STAN-
DARD PROCEDURE).
3. Disconnect throttle body air inlet duct, remove air
cleaner cover (Refer to 9 - ENGINE/AIR INTAKE
SYSTEM/AIR CLEANER ELEMENT - REMOVAL).
5. Remove the lower engine shield.
6. Drain cooling system (Refer to 7 - COOLING/EN-
GINE - STANDARD PROCEDURE - DRAINING
COOLING SYSTEM).
7. Paint mark and remove the driveshaft (Refer to 3 -
DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - REMOVAL).
8. Remove the transmission (Refer to 21 - TRANS-
MISSION/TRANSAXLE/MANUAL - REMOVAL).
9. Remove the starter (Refer to 8 - ELECTRICAL/
STARTING/STARTER MOTOR - REMOVAL).
10. Disconnect the front exhaust pipe flange to
exhaust manifold fasteners (1 and 2).
11. Disconnect the hydraulic cooling fan lines and capture any spillage (Refer to 7 - COOLING/ENGINE/RADIATOR
FAN - REMOVAL).
12. Drain engine oil and remove the oil filter.
13. Separate the air conditioning hose from the fan shroud.
14. Disconnect the lower radiator hose.
15. Disconnect the power steering line support bracket at the lower left of the radiator.
16. Loosen both engine mount through bolts.
17. Separate the ground strap (1) from the floor

board, above the right exhaust flange.
19. Discharge air conditioning system (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/RE-
FRIGERANT - STANDARD PROCEDURE).
20. Remove the upper radiator hose.
21. Disconnect windshield washer hose at the splice.
22. Remove radiator core support.
23. Disconnect the cooling fan harness connector
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN
- REMOVAL).
24. Remove the radiator and radiator fan assembly
(Refer to 7 - COOLING/ENGINE/RADIATOR -
REMOVAL).
25. Remove the A/C condenser, cap and position the
hoses aside.
26. Disconnect the heater hoses at the top front cover
and at the lower coolant housing and position
aside.
27. Disconnect the oil cooler hoses from the engine

and position aside (Refer to 9 - ENGINE/LUBRI-
CATION/OIL COOLER & LINES - STANDARD
PROCEDURE).
28. Remove accessory drive belt (1).
29. Disconnect and remove generator.
30. Remove power steering pump mounting bolts and
set pump aside.
31. Disconnect A/C lines and electrical connector from

A/C compressor. Plug holes in A/C compressor to
prevent debris from entering A/C compressor.
32. Disconnect brake booster vacuum hose and fuel
line to fuel rail.
33. Disconnect the cruise control, accelerator cable

and fuel vapor purge harness (2) , then set aside.
34. Disconnect the engine harness connectors on top
of the intake manifold.
35. Disconnect the spark plug wires from the spark
plugs and set the plug wires on top of the engine.
36. Disconnect the ground strap at the thermostat
housing and pull the electrical harness under-
neath the intake manifold and set aside.
37. Install Special Tool 9363 - Engine Lifting Brackets

(1) and to the exhaust manifold heat shield studs
where indicated.
38. Insert engine lifting bar (1) through the access

holes in the engine lifting brackets (2) and secure
with the bar retaining pins (3).
39. Remove engine with an engine hoist (1).
INSTALLATION - ENGINE ASSEMBLY

1. Attach engine hoist (1) and lower the engine into
engine compartment, aligning the left and right
engine mounts
2. Install left and right engine mount insulator bolts
and nuts. Tighten nuts to 102 N·m (75 ft. lbs.).
3. Remove engine hoist and engine lifting bar (2) and
brackets (3).
4. Install the exhaust manifold heat shield nuts (2)

and tighten to 6 N·m (50 in. lbs.).
5. Connect the ground strap to the thermostat hous-
ing and route the electrical and purge harness
underneath the throttle body and attach the con-
nectors.
6. Connect the fuel vapor purge lines.
7. Properly route and connect the spark plug wires.
8. Connect the engine electrical harnesses.
9. Connect the brake booster vacuum hose, fuel line,
cruise control and accelerator cables.
10. Install the A/C lines at the A/C compressor (Refer
ING/A/C COMPRESSOR - REMOVAL).
11. Connect A/C clutch electrical connector (Refer to
24 - HEATING & AIR CONDITIONING/PLUMB-
ING/A/C COMPRESSOR - REMOVAL).
13. Install the generator.
14. Install the accessory drive belt.
15. Connect the heater hoses to the engine.
16. Install the radiator and cooling fan assembly.
17. Install the A/C condenser.
18. Connect the A/C lines to the condenser.

19. Connect the cooling fan electrical connector.
20. Connect the windshield washer hose at the splice.
21. Install the coolant recovery container.
22. Install the upper radiator hose.
23. Install the throttle body air inlet duct and the air
cleaner element cover.
25. Install transmission.
26. Install transmission bolts and tighten bolts to:
• 7/16 Transmission bolts and washers (2) - 68
N·m (50 ft. lbs.)
• Transmission to top of engine - 41 N·m (30 ft.
lbs.)
• Transmission to oil pan (3) - 30 N·m (22 ft. lbs.)
27. Install drive shaft.

28. Install the ground strap (1) to the floor pan above
the right exhaust manifold flange.
29. Connect the front exhaust pipes to the exhaust

manifolds and tighten the fasteners (1 and 2) to
34 N·m (25 ft. lbs.).
30. Connect oil cooler lines (4) and connect the oil pres-
sure sensor (1) and oil temperature sensor (5).
31. Install the power steering line support bracket at
the radiator.
32. Install lower radiator hose.
33. Connect the cooling fan hydraulic lines (Refer to 7
- COOLING/ENGINE/RADIATOR FAN - INSTAL-
LATION).
34. Connect the A/C line to the fan shroud.
35. Install under body shield.
36. Lower vehicle.
37. Fill engine crankcase with the proper oil to the
correct level (Refer to LUBRICATION & MAINTE-
NANCE/FLUID TYPES - SPECIFICATIONS).
38. Evacuate and recharge the air conditioning (Refer
ING - STANDARD PROCEDURE).
39. Fill the cooling system (Refer to 7 - COOLING -
40. Fill power steering to proper level and purge the
system (Refer to 19 - STEERING/PUMP - STANDARD PROCEDURE).
42. Start the engine and run until operating temperature is obtained.
43. Turn engine off and inspect for leaks.
44. Recheck all fluid levels, fill as required.
SPECIFICATIONS
ENGINE
GENERAL SPECIFICATIONS
Type 90° V-10
Number of Cylinders 10
Firing Order 1-10-9-4-3-6-5-8-7-2
Brake Horsepower 501@5600 RPM
Torque 525 ft. lbs. @4100 RPM
Crankshaft Forged Steel
Cylinder Block Aluminum Alloy with Interference Fit Cast Iron Liners
Connecting Rods Cracked Cap Powdered Metal
Pistons Cast Aluminum Alloy
Metric Standard
Displacement 8.3L 505 cu. in.
Bore 102.4 mm 4.03 in.
Stroke 100.6 mm 3.96 in.
Compression Pressure 1069-1172 kPa 155-170 psi
Engine Weight (Approx.) 284 Kilograms 625 Lbs.
CYLINDER BLOCK
SPECIFICATION
DESCRIPTION
Metric Standard
Cylinder Bore Diameter 102.356-102.368 mm 4.02975-4.03025 in.
Out of Round (Max.) 0.051 mm 0.002 in.
Taper (Max.) 0.038 mm 0.0015 in.
Tappet Bore Diameter 22.974-22.992 mm 0.9045-0.9052 in.
Block Length 693.7 mm 27.310 in.
Block Height 240.8 mm 9.48 in.
CRANKSHAFT
SPECIFICATION
DESCRIPTION
Metric Standard
Connecting Rod Journal Diameter 53.990-54.008 mm 2.1256-2.1263 in.
Out-of-Round (Max.) 0.013 mm 0.0005 in.
Taper (Max.) 0.013 mm 0.0005 in
End Play 0.051-0.178 mm 0.002-0.007 in.
Desired 0.13 mm 0.005 in.
Wear Limit 0.254 mm 0.010 in.
Main Bearing Clearance 1-6 0.025-0.051 mm 0.001-0.002 in.
MAIN BEARING JOURNALS
SPECIFICATION
DESCRIPTION
Metric Standard
Diameter-High 76.233-76.246 mm 3.0013-3.0018 in.
Diameter-Low 76.220-76.223 mm 3.0008-3.0013 in.
Out of Round (Max.) 0.013 mm 0.0005 in
CONNECTING RODS
SPECIFICATION
DESCRIPTION
Metric Standard
Bearing Clearance 0.005-0.074 mm. 0.0002-0.0029 in.
Desired 0.0381 mm 0.0015 in.
Piston Pin Boar Diameter 23.940-23.978 mm 0.9425-0.9440 in.
Side Clearance (Two Rods) 0.25-0.46 mm 0.010-0.018 in.
Total Weight (Less Bearing) 598.4 grams 21.11 oz.
PISTONS
SPECIFICATION
DESCRIPTION
Metric Standard
Piston Size 102.314-102.332 mm. 4.0281-4.0288 in.
Clearance at Top of Skirt (12 mm
0.025-0.055 mm. 0.0010-0.0022 in.
from bottom)
Land Clearance (Diametrical) 0.771-0.808 mm -0.036–0.042 in.
Weight 429-439 grams 15.13-15.49 oz.
Piston Length 57.0 mm 2.24 in.
Piston Pin Boar Diameter 23.940-23.978 mm 0.9425-0.9440 in.
Piston Pin Boar Offset 0.800 mm 0.031 in.
Piston Ring Groove Depth No.1 91.55-91.88 mm 3.604-3.614 in.
PISTON PINS
SPECIFICATION
DESCRIPTION
Metric Standard
Clearance in Piston 0.009-0.022 mm 0.0004-0.0009 in.
Clearance in Connecting Rod 0.017-0.061 mm 0.0007-0.0024 in.
Diameter 23.995-24.000 mm 0.9447-0.9449 in.
Length 73.35 mm 2.888 in.
End Play None
PISTON RING
SPECIFICATION
DESCRIPTION
Metric Standard
Piston Ring End Gap
Top Compression Ring 0.20-0.36 mm 0.008-0.014 in.
Second Compression Ring 0.56-0.79 mm 0.022-0.031 in.
Oil Control (Steel Rails) 0.25-0.76 mm 0.010-0.030 in.
Wear Limit-Top Compression Ring 0.63 mm 0.025 in.
Wear Limit-2nd Compression Ring 1.40 mm 0.055 in.
Wear Limit-Oil Control Steel Rails 1.64 mm 0.065 in.
Piston Ring Side Clearance
Top and 2nd Compression Ring 0.040-0.085 mm 0.0016-0.0033 in.
Oil Ring (Steel Ring) 0.046-0.201 mm 0.0018-0.0079 in.
Wear Limit- Top and 2nd Ring 0.10 mm 0.004 in.
Wear Limit Oil Ring Pack 0.216 mm 0.0085 in.
Piston Ring Width
Compression Rings 1.407-1.490 mm 0.0579-0.0586 in.
Oil Ring (Steel Rails) 0.447-0.473 mm 0.0176-0.0186 in.
CAMSHAFT
SPECIFICATION
DESCRIPTION
Metric Standard
Lift 8.13 mm 0.320 in.
Journal Diameter 1-6 53.09-53.11 mm 2.090-2.091 in.
Boar Diameter No.1-6 53.16-53.19 mm 2.093-2.094 in.
Diametrical Clearance 0.051-0.102 mm 0.002-0.004 in.
Max. Allowable 0.127 mm 0.005 in.
End Play 0.127-0.381 mm 0.005-0.015 in.
Valve Timing-Exhaust Valve
Closes (ATC) 36.5°
Opens (BBC) 88.5°
Duration 305.0°
Valve Timing-Intake Valve
Closes (BTDC) 86.5°
Opens 23.5°
Duration 297.0°
HYDRAULIC TAPPETS
SPECIFICATION
DESCRIPTION
Metric Standard
Body Diameter 22.949-22.962 mm 0.9035-0.9040 in.
Clearance in Block 0.013-0.043 mm 0.0005-0.0017 in.
Plunger Travel (Dry) 4.24 mm 0.167 in.
Push Rod Length (Overall) 193.22-193.73 mm 7.607-7.627 in.
CYLINDER HEAD
SPECIFICATION
DESCRIPTION
Metric Standard
Gasket Thickness (Compressed) 1.35 mm 0.053 in.
CYLINDER HEAD VALVE SEAT
SPECIFICATION
DESCRIPTION
Metric Standard
Seat Angle 44°-44.5°
Runout (Max.) 0.038 mm 0.002 in.
Width (Finish) Intake and Exhaust 1.02-1.52 mm 0.040-0.060 in.
Guide Bore Diameter (Std.) 7.95-7.98 mm 0.313-0.314 in.
VALVES
SPECIFICATION
DESCRIPTION
Metric Standard
Face Angle 45-45.5°
Back Cut Angle 25°-29°
Stem Diameter-Intake and Exhaust 7.90-7.92 mm 0.331-0.312 in.
Head Diameter-Intake 50.67-50.93 mm 1.995-2.005 in.
Head Diameter-Exhaust 40.01-40.26 mm 1.575-1.585 in.
Length-Intake (Over All) 145.69-146.33 mm 5.736-5.761 in.
Length-Exhaust (Over All) 146.23-146.86 mm 5.757-5.782 in.
Valve Margin-Intake 1.30 mm 0.051 in.
Valve Margin-Exhaust 2.03 mm 0.080 in.
Lift-Intake (Zero Lash 14.06 mm 0.554 in.
Lift-Exhaust (Zero Lash) 14.06 mm 0.554 in.
Valve Stem Tip Height 52.96 mm 2.085 in.
Stem-to-Guide Clearance-Intake
0.025-0.076 mm 0.001-0.003 in.
and Exhaust
Max. Allowable-Intake (Rocking
0.50 mm 0.020 in.
Method)
Max. Allowable-Exhaust (Rocking
0.70 mm 0.027 in.
Method)
VALVE SPRING
SPECIFICATION
DESCRIPTION
Metric Standard
Free Length - Spring 55.0 mm 2.165 in.
Free Length - Spring Damper 47 mm 1.850 in.
Spring Tension (Valve Closed) 534 ± 20 N @ 44.5 mm 120 ± 4.5 lbs. @ 1.750 in.
Spring Tension (Valve Open) 1245 ± 40 N @ 30.6 mm 280 ± 9.0 lbs. @ 1.207 in.
Number of Coils - Spring 7.25 Right Hand Twist
Number of Coils - Spring Damper 3.6 to 4.0 Left Hand Twist
Wire Diameter (Ovate) 4.2 x 5.3 mm 0.166 x 0.208 in.
Installed Height (Spring Seat to
44.5 mm 1.750 in.
Bottom of Retainer)
LUBRICATION
SPECIFICATION
DESCRIPTION
Metric Standard
At Curb Idle Speed* (Minimum with
68.9 kPa 10 psi
engine at operating temperature)
At 3000 RPM 310-517 kPa 45-75 psi
CAUTION:
*If pressure is ZERO at curb idle, DO NOT run engine at 3000 rpm.
OIL PUMP
SPECIFICATION
DESCRIPTION
Metric Standard
Clearance Over Rotors (Max.) 0.077 mm 0.003 in.
Cover Out-Of-Flat (Max.) 0.076 mm 0.003 in.
Inner Rotor Thickness (Min.) 18.92 mm 0.744 in.
Clearance (Max.) 0.19 mm 0.007 in.
Diameter (Min.) 82.45 mm 3.246 in.
Thickness (Min.) 18.92 mm 0.744 in.
Tip Clearance Between Rotors
0.150 mm 0.0068 in.
(Max)
TORQUE

Bolts-A/C Compressor Mounting 23 - 200
Bolts-A/C Compressor Bracket 23 - 200
Bolt-Camshaft Position Sensor 11 - 95
Bolts-Camshaft Sprocket 23 - 200
Bolts-Camshaft Thrust Plate 24 - 210
Bolts-Connecting Rod Cap 68 50 -
Bolts-Crankshaft Main Bearing Cap (Refer to CRANKSHAFT -
INSTALLATION)
Nuts-Crankshaft Oil Scraper 23 - 200
Bolts-Crankshaft Pulley 23 - 200
Bolt-Crankshaft Vibration Damper 176 130 -
Bolts-Cylinder Head (Refer to CYLINDER HEAD -
INSTALLATION)
Bolts/Studs-Cylinder Head Cover 11 - 95
Exhaust Manifold 23 - 200
Exhaust Pipe to Exhaust Manifold 34 25 -
Bolts-Engine Mount Bracket-to-Block 41 30 -
Nuts-Engine Mount Insulator 102 75 -
Bolts-Flywheel to Crankshaft 75 55 -
Bolts-Generator Mounting 41 30 -
Bolts-Intake Manifold 11 - 95
Bolts-Oil Cooler 5 - 40
Oil Cooler Line Fitting 68 50 -
Bolts-Oil Pan
1/4–20 11 - 95
5/16–18 23 - 200
Plug-Oil Pan Drain 34 25 -
Plug-Oil Pressure Relief Valve 34 25 -
Bolts-Oil Pump Cover 23 - 200
Oil Pump Pick-up Tube
Bolt 1/4–20 11 - 95

Nut 5/16–18 23 - 200
Oil Filter 18 - 160
Oil Pressure Sensor 8.5 - 75
Oil Temperature Sensor 8.5 - 75
Bolts-Power Steering Pump Mounting 23 - 200
Bolts-Rear Crankshaft Seal Retainer 11 - 95
Bolts-Rocker Arm 35 26 -
Spark Plugs 27 20 -
Bolts-Starter Mounting 41 30 -
Bolts-Throttle Body 11 - 95
Bolts-Timing Chain Cover 23 - 200
Bolts-Water Pump Mounting 11 - 95
SPECIAL TOOLS
ENGINE
Puller 5048
Crankshaft Insert 8194
Bearing/Seal Remover Adapter - 8990
Crankshaft Damper/Sprocket Installer 9055
Puller, Slide Hammer C-3752
Crankshaft Sprocket Remover 9056
Crankshaft Pilot Bearing Installer 9058

Valve Spring Compressor MD998772A
Driver Handle C-4171
Front Crankshaft Seal Remover C-4679A
Front Crankshaft Seal Installer MD-998306
Bloc–Chek–Kit C-3685–A
Clutch Hydraulic Line Disconnect Tool 6638A

Rear Crankshaft Seal Installation Guide 9060
Disconnect Tool 9005 Adaptor 8116
ENGINE LIFTING FIXTURE 9363
DRB IIIT with PEP Module – OT-CH6010A
Pressure Transducer OT-CH7059

SYSTEM-AIR INTAKE
DESCRIPTION
Air deflectors mounted to the hood and front grill route

the cool incoming air into the right inner fender (3)
where the inlet for the air cleaner housing (4) resides.
Air passes through a filter element inside the housing,
through a air inlet duct (1), and into the throttle body.
ELEMENT-AIR CLEANER
REMOVAL
1. Unclip the air cleaner cove (1) and release the top
of the air cleaner housing assembly.
2. Pull the air filter element up and out of the air

cleaner housing assembly.
INSTALLATION
1. Install the air filter element (2) into the housing
assembly (3).
2. Position the alignment tabs (3) of the housing

cover (1) into the lower housing assuring the posi-
tion of the interlocking tabs.
3. Clip and snap the air cleaner housing cover retain-
ers (2).
HOUSING-AIR CLEANER
REMOVAL
1. Disconnect the air inlet duct (1) and crankcase
ventilation hose from the air cleaner housing (2).
2. Remove the air cleaner housing fastener (6) on the

front core support.
3. Lift up and remove the housing off of the guide
pins (2) and grommets.
INSTALLATION
1. Position the housing (3) over the guide pins (2) and
push down to seat.
2. Install and tighten the housing fasteners (6).
3. Connect the throttle body air inlet duct (1) and

crank case ventilation hose to the air cleaner hous-
ing cover (2).
MOUNTS-ENGINE
REMOVAL
NOTE: This procedure covers either the left or

right engine mount.

2. Support oil pan with suitable jack.
3. Loosen engine mount (1) to block bolts or.
4. Loosen engine mount (2) to frame nut

5. Raise engine with jack. Remove engine mount to
block bolts.
6. Remove engine mount or.
INSTALLATION

right engine mount.
1. With engine raised, position engine mount (2) onto

engine and install bolts. Tighten bolts to 41 N·m
(30 ft. lbs.) or.
2. Lower engine with jack while guiding engine mount

(1) studs into frame slots.
3. Install engine mount to frame nut. Tighten nut to
102 N·m (75 ft. lbs.) or.
4. Remove jack.
5. Lower vehicle.
MANIFOLD-INTAKE
INTAKE MANIFOLD LEAKS
An intake manifold air leak is characterized by lower than normal manifold vacuum, rough idle, or engine misfire.
WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE PULLEYS, BELT OR THE FAN. DO NOT WEAR
LOOSE CLOTHING.

2. Spray a small stream of water (Spray Bottle) at the suspected leak area.
3. If engine RPM’S change, the area of the suspected leak has been found.
REMOVAL
NOTE: Care must be taken to protect the intake

manifold powder coating from scrapes and abra-
sions.
1. Perform the fuel system pressure release proce-

dure, before attempting any repairs. (Refer to 14
- FUEL SYSTEM/FUEL DELIVERY - STANDARD
PROCEDURE - FUEL SYSTEM PRESSURE
RELEASE PROCEDURE).
3. Disconnect throttle body air inlet duct, IAT sensor,
CCV hose and remove air cleaner cover (Refer to
9 - ENGINE/AIR INTAKE SYSTEM - REMOVAL).
4. Disconnect throttle cable (2) from throttle cam.
Remove throttle cable from bracket and set aside.
5. Disconnect speed control cable from throttle cam
and set aside.
6. Disconnect brake booster vacuum hose from the

intake manifold and set aside.
WARNING: WRAP A SHOP TOWEL AROUND FUEL

LINE TO CATCH ANY GASOLINE SPILLAGE.
7. Disconnect fuel line quick connect fitting from fuel

rail (Refer to 14 - FUEL SYSTEM/FUEL DELIV-
ERY/QUICK CONNECT FITTING - STANDARD
PROCEDURE).
8. Disconnect the following electrical connectors:

• Left cylinder head fuel injectors
• MAP sensor
• Idle Speed Control Sensor (ISC)
• Throttle Position Sensor (TPS) (1)
• Right cylinder head fuel injectors
9. Carefully separate the fuel injector harness push
pins from the intake manifold.
10. Disconnect the purge solenoid hose from beneath

the throttle body.
11. Disconnect CCV hoses from left and right cylinder
head covers.
CAUTION: Care must be taken when removing the

No. nine cylinder inside intake manifold bolt. Fail-
ure to do so may result in personal injury or pos-
sible damage.
12. Remove the intake manifold bolts and intake man-

ifold (2).
13. Cover the intake manifold openings with a suit-
able cover when servicing to prevent any debris
from entering cylinder heads.
INSPECTION
1. Inspect manifold for cracks or other damage.
2. Inspect manifold sealing surfaces for damage.
INSTALLATION
CAUTION: When cleaning the intake manifold and

cylinder head mating surfaces, do not use a metal
scraper because the surfaces could be cut or
ground. Instead, use a wooden or plastic scraper.

manifold powder coat from possible scrapes and
abrasions.
1. Clean gasket surfaces and remove covering from

intake manifold openings.
2. Carefully install the intake manifold gaskets (2) and
alignment pins (1).
3. Set the intake manifold in position on the engine.

Install intake manifold bolts and tighten initially to 1
N·m (10 in. lbs.). Tighten bolts starting at the center
and working outward to 11 N·m (95 in. lbs.).
4. Connect CCV hoses to left and right cylinder head
covers.
5. Connect fuel line to fuel rail. Pull backward on the
quick connect fitting to ensure complete insertion.
6. Connect the brake booster vacuum hose.
7. Connect speed control cable to throttle linkage.

8. Connect the throttle cable housing to the bracket
and then attach the cable to the throttle linkage
9. Attach the purge solenoid hose to the underside of

the throttle body housing.
10. Reconnect the following electrical connectors:

• Left cylinder head fuel injectors
• MAP sensor
• Idle Speed Control
• Throttle Position Sensor
• Right cylinder head fuel injectors
11. Install air cleaner cover assembly, connect throttle
body air inlet hose, CCV hose and connect the
Intake Air Temperature Sensor (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - INSTALLATION).
13. With the Scan Tool, use the ASD Fuel System
Test to pressurize fuel system to check for leaks.
CAUTION: When using the ASD Fuel System Test,

the Auto Shutdown (ASD) relay will remain ener-
gized for 7 minutes or until the ignition switch is
turned to the OFF position, or Stop All Test is selected.
MANIFOLD-EXHAUST
REMOVAL
NOTE: Care must be taken to protect the cylinder

head covers powder coating from scrapes and
abrasions. This procedure covers either the left or
right exhaust manifold.
NOTE: When servicing the right exhaust manifold

it is necessary to remove the upper oil dip stick
tube fastener and position the tube aside.
3. Loosen and remove the fasteners from the exhaust

pipe to exhaust manifold.
4. Separate exhaust pipe from the exhaust manifold.
6. Disconnect the spark plug wires from the spark
plugs and set aside.
7. Remove manifold heat shield from exhaust mani-
fold ,.
NOTE: Note the location of exhaust manifold studs

and bolts for proper installation.
8. Remove studs and bolts attaching manifold to cyl-

inder head and remove manifold ,.
INSPECTION
Inspect exhaust manifolds for damage or cracks.

Check for distortion of the cylinder head mounting sur-
faces with a straightedge and feeler gauge.
INSTALLATION

abrasions. This procedure covers either the left or
right exhaust manifold.
1. Install new gasket and install exhaust manifold

Tighten attaching fasteners to 23 N·m (200 in. lbs.)
,.
NOTE: When installing right exhaust manifold,

properly position the oil level indicator tube,
install fastener and tighten to the cylinder head
cover specification.
2. Install manifold heat shield and tighten attaching

fasteners to 6 N·m (50 in. lbs.) ,.
3. Install the spark plug wires.

5. Connect exhaust pipe to exhaust manifold. Tighten
fasteners to 34 N·m (25 ft.lbs.).
6. Lower vehicle.
HEAD(S)-CYLINDER
REMOVAL - CYLINDER HEAD(S)

manifold and cylinder head covers powder coating
from scrapes and abrasions. This procedure cov-
ers either the left or right cylinder head.
The aluminum alloy cylinder head shown in is held in

place by 12, 1⁄2 inch bolts (5) and 8, 1⁄4 inch bolts (4).
1. Release the fuel pressure (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY - STANDARD PROCE-
DURE).
3. Disconnect the throttle body air inlet duct, IAT sen-
sor, CCV hose and remove the air cleaner cover
(Refer to 9 - ENGINE/AIR INTAKE SYSTEM/AIR
CLEANER HOUSING - REMOVAL).
4. Drain the cooling system (Refer to 7 - COOLING/
ENGINE - STANDARD PROCEDURE - DRAINING
COOLING SYSTEM).
6. Disconnect the front exhaust pipe to exhaust man-
ifold connection.
8. Remove intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
9. Disconnect the spark plug wires by pulling on the boot straight out in line with the spark plug. Dislodge spark
plug retainers from the cylinder head cover studs and position the spark plug wires aside.
10. Disconnect the oil level indicator tube and set aside.
11. Disconnect CCV hoses from cylinder head covers.
12. Remove the cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARMS - REMOVAL).
13. Remove exhaust manifold heat shields.

14. Remove exhaust manifold(s) and gasket(s) (Refer to 9 - ENGINE/MANIFOLDS/EXHAUST MANIFOLD -
REMOVAL).
NOTE: If rocker arms and push rods are to be reused, identify each component to ensure installation in
original locations.
15. Remove the rocker arm and pedestal assemblies (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARMS -
REMOVAL).
16. Remove push rods.
17. Remove the 12 head bolts and 8 cylinder head tappet gallery bolts from cylinder head(s).
18. Remove cylinder head(s) and gasket(s).
CLEANING
CLEANING / INSPECTION
1. Before cleaning, check for leaks, damage and
cracks.
2. Clean cylinder head and oil passages.
3. Check cylinder head for flatness.
4. Inspect all surfaces with a straightedge (2) if there
is any reason to suspect leakage. If out-of-flatness
exceeds 0.019 mm (0.00075 in.) times the span
length in inches in any direction, either replace
head or lightly machine the head surface. As an
example, if a 12.0 inch span is 1.0 mm (0.004 in.)
out-of-flat, allowable is 12 x 0.019 mm (0.00075 in.)
equals 0.22 mm (0.009 in.). This amount of out-of-
flat is acceptable. *Maximum of 0.2 mm (0.008 in.)
for grinding is permitted.
CAUTION: This is a combined total dimension of

stock removal from cylinder head surface.
INSTALLATION - CYLINDER HEAD(S)

right cylinder head.
1. Clean all surfaces of engine block and cylinder

heads (Refer to 9 - ENGINE - STANDARD PRO-
CEDURE - ENGINE GASKET SURFACE PREPA-
RATION).
CAUTION: Remove all gasket material from cylin-

der head and block using a plastic scraper only.
DO NOT use a metal scraper, as damage to seal-
ing surface may occur.
NOTE: A multi-layer steel head gasket is used.

2. Install new gasket(s) on the engine block. Assure all coolant passages and bolt holes align properly..
CAUTION: Cylinder head bolts are coated, DO NOT

oil.
3. Install cylinder head(s) over dowel pins. Install cyl-

inder head bolts 1–12. Tighten cylinder head bolts
1–12 in the sequence shown in using a two step
torque sequence:
a. First to 47 N·m (35 ft. lbs.).
b. Second to 122 N·m (90 ft. lbs.).
4. After cylinder head bolts 1-12 have been tightened
to specifications, install and tighten cylinder head tappet gallery bolts A-H in sequence shown to 11 N·m (95 in.
lbs.).
5. Inspect the push rods. Replace worn or bent push

rods as necessary.
6. Install push rods. Install rocker arms and pedestal
assemblies into their original positions. Ensure
push rods are seated properly under each rocker
arm. Tighten rocker arm bolts to 35 N·m (26 ft.
lbs.).
7. Install exhaust manifold(s) and gasket(s) (Refer to
9 - ENGINE/MANIFOLDS/EXHAUST MANIFOLD -
INSTALLATION).
8. Install exhaust manifold heat shields.
INSTALLATION).
10. Position and install the oil level indicator tube.
Tighten fastener to 11 N·m (95 in. lbs.).
11. Connect CCV hoses to cylinder head covers.
12. Install the spark plug wires and plug wire retain-
ers.
15. Connect the exhaust system to the exhaust manifolds.
16. Drain the engine oil (Refer to 9 - ENGINE/LUBRICATION/OIL - STANDARD PROCEDURE).
18. Fill engine oil to the proper level (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - DESCRIPTION),
(Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - SPECIFICATIONS).
19. Fill the cooling system (Refer to 7 - COOLING/ENGINE - STANDARD PROCEDURE - FILLING COOLING
SYSTEM).
21. Install the air cleaner cover, throttle inlet duct and connect the IAT sensor and CCV hose.
COVER(S)-CYLINDER HEAD
REMOVAL
LEFT CYLINDER HEAD COVER

head cover powder coating from scrapes and
abrasions.
1. Disconnect CCV hose from cylinder head cover.

2. Disconnect left side spark plug wires by pulling on
the boot straight out in line with plug. Dislodge
spark plug wire retainers from cylinder head cover
studs. Reposition spark plug wires aside.
3. Disconnect the power brake booster vacuum hose
at the intake manifold and set aside.
NOTE: For reassembly purposes, identify location

of cylinder head cover attaching studs and bolts.
4. Remove cylinder head cover fasteners. Remove

cylinder head cover (2) from engine.
RIGHT CYLINDER HEAD COVER

head cover powder coating from scrapes and
abrasions.
1. Disconnect CCV hose from cylinder head cover.

2. Disconnect right side spark plug wires by pulling on
the boot straight out in line with plug. Dislodge
spark plug wire retainers from cylinder head cover
studs. Reposition spark plug wires aside.
3. Remove the oil level indicator tube fastener and
position tube aside.
NOTE: For reassembly purposes, identify location

of cylinder head cover attaching studs and bolts.
4. Remove cylinder head cover fasteners.

5. Remove cylinder head cover (1) from engine.
INSTALLATION
LEFT CYLINDER HEAD COVER

abrasions.
1. Inspect cylinder head cover gasket. Replace as

necessary.
2. Place cylinder head cover onto cylinder head.
Install and tighten cylinder head cover fasteners to
11 N·m (95 in. lbs.) in sequence shown in.
3. Connect spark plug wires. Position spark plug wire
retainers onto cylinder head cover studs.
4. Connect CCV hose to cylinder head cover.
5. Connect the power brake booster vacuum hose to the intake manifold port.
RIGHT CYLINDER HEAD COVER

1. Inspect cylinder head cover gasket. Replace as
necessary.
2. Place cylinder head cover onto cylinder head.
Install and tighten cylinder head cover fasteners to
11 N·m (95 in. lbs.) in sequence shown in.
3. Position the oil level indicator tube into position.
Tighten fastener to 11 N·m (95 in. lbs.).
4. Connect spark plug wires. Position spark plug wire
retainers onto cylinder head cover studs.
5. Connect CCV hose to cylinder head cover.
ARMS-ROCKER
REMOVAL
NOTE: Before replacing parts, inspect all related

valvetrain components for damage to prevent
engine misfire.
1. Remove cylinder head cover(s) (Refer to 9 -

2. Remove two rocker pedestal bolts per each cylin-
der.
3. Remove rocker arm assemblies as a pair.
4. If rocker arm assemblies are disassembled for
cleaning or replacement, reassemble rocker arms
in their original position.
INSTALLATION

engine misfire.
1. Install rocker arm and pedestal assemblies into

position. Ensure push rods are seated properly
under each rocker arm. Tighten rocker arm bolts to
35 N·m (26 ft. lbs.).
CAUTION: THE ROCKER ARM PEDESTAL BOLTS

SHOULD BE TORQUED DOWN SLOWLY. ALLOW
20 MINUTES TAPPET BLEED DOWN TIME AFTER
INSTALLATION OF THE ROCKER BOLTS BEFORE
ENGINE OPERATION.
2. Install cylinder head cover(s) (Refer to 9 - ENGINE/

INSTALLATION).
SPRINGS/SEALS-VALVE
VALVE SPRING TESTING
The valve springs should be tested whenever

removed for inspection, reconditioning, or replace-
ment.
1. Obtain specifications for spring tension at specified
spring length (Refer to 9 - ENGINE - SPECIFICA-
TIONS).
2. Turn table of Special Tool C-647 (2) until the sur-
face is in line with the spring length specification
mark on the threaded stud and the zero mark is on
the front.
3. Place spring over stud on the table and lift com-
pressing lever to set tone device.
4. Pull on torque wrench (beam or dial type) 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.
5. Compare reading to the specification. Discard the springs that do not meet specifications.
STANDARD PROCEDURE - VALVE SPRING/SEAL SERVICE IN-CAR

2. Disconnect secondary ignition wires and remove
spark plugs.
3. Remove cylinder head cover(s) (Refer to 9 -
4. Rotate crankshaft until No. 1 piston is at TDC on
compression stroke.
5. Remove rocker arms with pivots. The rocker arms
should not be disturbed and remain on pivot block.
6. With air hose attached to spark plug adapter
installed in No. 1 spark plug hole, apply 620.5 -
689 kPa (90 - 100 psi) air pressure. This is to hold
valves into place while servicing components.
CAUTION: Place a suitable shop towel around the

valve spring being serviced to prevent the valve
retaining locks from entering the engine once the
valve spring is compressed.
7. Using valve spring compressor MD998772-A with

insert 6716-A (1), compress valve spring (2) and
remove valve retaining locks.
8. Release valve spring compressor (1).
9. Remove valve spring and retainer.
NOTE: Black valve seals are intake. Brown valve seals are exhaust.
11. The intake and exhaust valve stem seals should be pushed firmly and squarely over the valve guide using the
valve stem as guide. Push seal against top of guide. When installing the valve retainer locks, compress the
spring only enough to install the locks.
CAUTION: Do not pinch seal between retainer and top of valve guide.
12. Follow the same procedure on the remaining 9 cylinders. Make sure piston is at TDC on the cylinder the
valve spring is being removed.
13. Remove spark plug adapter tool.
14. Install rocker arm and pedestal assemblies. Ensure push rods are seated properly under each rocker arm.
Tighten rocker arm bolts to 35 N·m (26 ft. lbs.).
15. Install cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTAL-
LATION).
16. Install spark plugs and connect secondary ignition wires.
REMOVAL

engine misfire.
1. With the cylinder head removed, compress valve

springs using a valve spring compressor (1).
2. Remove valve retaining locks.

3. Slowly release valve spring compressor.
4. Remove valve spring retainer and valve spring.
5. Before removing the valves, remove any burrs
from valve stem lock grooves to prevent dam-
age to the valve guides. Identify the valves to
ensure installation in original location.
7. Repeat procedure for remaining valves.
INSTALLATION

engine misfire.
NOTE: Black valve seals are intake. Brown valve

seals are exhaust.
1. Install valve seals (1).

2. Coat the valve stems with clean engine oil and
insert them in the cylinder head.
3. Install valve spring seats (6).
4. Install valve springs and valve retainers (2).
5. Compress valve springs with a valve spring com-

pressor. Install retaining locks and release tool.
6. If valves and/or seats have been reground,
measure valve tip height (A). Make sure mea-
surements are taken from cylinder head surface
to the top of valve stem. If valve tip height is
greater than 52.96 mm (2.085 in.), grind the valve
tip until within specifications.
7. If valves and/or seats have been reground,
measure installed height of springs (B). Make
sure measurements are taken from top of
spring seat to the bottom surface of valve spring retainer. If height is greater than 44.45 mm (1.75 in.),
install a 0.794 mm (.031 in.) spacer in head counter-bore under the valve spring seat to bring spring height back
to 43.69 - 44.45 mm (1.72 - 1.75 in.).
INTAKE/EXHAUST - VALVES/SEATS/GUIDES
STANDARD PROCEDURE - VALVE AND VALVE SEAT - REFACING
The intake and exhaust valves have a 44.5° - 45° face

angle (1). The valve seats (2) have a 44.5° - 45° face
angle.
Inspect the remaining margin after the valves are
refaced. (Refer to 9 - ENGINE - SPECIFICATIONS).
VALVE SEATS
CAUTION: Do not un-shroud valves during valve

seat refacing.
1. When refacing 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.
2. Measure the concentricity of valve seat using a dial
indicator. Total runout should not exceed 0.051 mm
(0.002 in.) total indicator reading.
3. Inspect the valve seat with Prussian blue to deter-
mine where the valve contacts the seat. To do this,
coat valve seat LIGHTLYwith Prussian blue then
set valve in place. Rotate the valve with light pres-
sure. If the blue is transferred to the center of valve
face, contact is satisfactory. If the blue is trans-
ferred to top edge of valve face, lower valve seat with a 30° stone. If the blue is transferred to the bottom edge
of valve face raise valve seat with a 75° stone.
NOTE: Valve seats which are worn or burned can be reworked, provided that correct angle and seat width
are maintained. Otherwise cylinder head must be replaced.
4. When seat is properly positioned the width of both seats should be 1.02 - 1.52 mm (0.040 - 0.060 in.).
INSPECTION
Valve
1. Clean valves thoroughly and discard any burned,
bent, warped, and cracked valves.
2. Measure valve stems for wear (Refer to 9 -
ENGINE - SPECIFICATIONS).
NOTE: Valve stems are chrome plated and should

not be polished.
Valve Guide
1. Remove carbon and varnish deposits from inside of
valve guides with a reliable guide cleaner.
2. Measure valve stem guide clearance as follows:
1. Install valve into cylinder head so it is 14 mm
(0.551 in.) off the valve seat. A small piece of hose
may be used to hold valve in place.
2. Attach Special Tool C-3339, dial indicator to cyl-
inder head and set it at right angle of valve stem
being measured.
3. Move valve to and from the indicator. (Refer to 9
- ENGINE - SPECIFICATIONS) for valve guide
specifications. If guides are out of specifications,
ream to next oversize.
3. Ream the guides for valves with oversized stems if
dial indicator reading is excessive or if the stems
are scuffed or scored.
4. Service valves with oversize stems and over size seals are available in 0.15 mm (0.005 in.) and 0.40 mm (0.015
in.) oversize.
NOTE: Oversize seals must be used with oversize valves.
5. Select the correct size reamer to accommodate the oversize valve stem. Refer to Valve Guide Oversize Chart.
6. Slowly turn reamer by hand and clean guide thoroughly before installing new valve. Do not attempt to ream the
valve guides from standard directly to 0.40 mm (0.015 in.). Use a step procedure of 0.15 mm (0.005 in.) to
0.40 mm (0.015 in.), so the valve guides may be reamed true in relation to the valve seat. After reaming
guides, the seat runout should be measured and resurfaced if necessary. See Refacing Valves and Valve
Seats (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS - STANDARD PROCE-
DURE).
NOTE: Replace cylinder head if guide does not clean up with 0.40 mm (0.015 inch) oversize reamer, or if
guide is loose in cylinder head.
VALVE GUIDE OVERSIZE CHART
Valve Guide Reamer Oversize Valve Guide Size

0.15 mm (0.005 in.) 8.077 - 8.103 mm (0.318 - 0.319 in.)
0.40 mm (0.015 in.) 8.331 - 8.357 mm (0.328 - 0.329 in.)
COVER-TIMING CHAIN
REMOVAL
2. Disconnect throttle body air inlet duct at the throttle
body, CCV hose, disconnect the IAT sensor and
remove air cleaner housing cover (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - REMOVAL).
3. Remove the oil indicator tube (1) fastener at the
right cylinder head cover.
GINE - STANDARD PROCEDURE - DRAINING
COOLING SYSTEM).
7. Drain engine oil and remove oil filter (Refer to 9 -
ENGINE/LUBRICATION/OIL - STANDARD PRO-
CEDURE).
8. Drain power steering.
9. Disconnect the cooling fan return hose at radiator
fan.
10. Disconnect the radiator fan pressure hose to
power steering rack.
11. Disconnect the power steering hose to power steering pump.
12. Separate the A/C hose from the radiator fan module.
13. Remove the lower radiator hoses.
14. Remove the front frame cross member (Refer to 13 - FRAME & BUMPERS/FRAME/FRONT CROSSMEMBER
- REMOVAL).
15. Remove the flywheel inspection cover.
NOTE: Capture and properly dispose of any fuel spillage.
16. Disconnect oil cooler line at the timing cover using Special Tool 9005 (Refer to 9 - ENGINE/LUBRICATION/OIL
COOLER & LINES - STANDARD PROCEDURE).
17. Separate the oil cooler coolant hose from the timing cover.
18. Wiggle oil indicator tube free of oil pan.

19. Loosen engine mounts (3 and 5).
NOTE: Care must be taken not to damage the A/C

compressor when placing the jack stand and rais-
ing the engine
20. Raise and support the engine with a jack stand at

the A/C bracket.
21. Remove the engine oil pan.
22. Lower the engine and remove the jack stand.
23. Remove the oil pump pick up tube (2).

REMOVAL).
25. Remove A/C compressor mounting bolts. Reposi-

tion A/C compressor. Do not disconnect A/C lines.
26. Disconnect the power steering line support
bracket at the radiator.
28. Remove the upper radiator hose and coolant
recovery container.
29. Remove the cooling fan module (Refer to 7 -
COOLING/ENGINE/RADIATOR FAN -
REMOVAL).
30. Remove the upper idler pulley.
31. Remove power steering pump mounting bolts.
Reposition power steering pump aside. Do not
disconnect power steering lines.
32. Remove the generator (Refer to 8 - ELECTRI-
CAL/CHARGING/GENERATOR - REMOVAL).
33. Disconnect the heater hose at the timing cover.
34. Disconnect the ground wire at the thermostat
housing.
NOTE: Do Not remove the camshaft position sensor from the timing cover.
35. Disconnect the camshaft sensor wiring harness connector.

36. Disconnect engine coolant temperature (ECT) sensor connector.
37. Remove crankshaft pulley and damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER -
REMOVAL).
38. Remove the timing cover.
INSTALLATION
CAUTION: Do not use a metal scraper to clean alu-

minum sealing surfaces, as damage to surfaces
may occur. Use only a plastic scraper and MoparT
Brake Parts Cleaner or the equivalent.
1. Be sure mating surfaces of chain case cover and

cylinder block are clean and free from burrs.
Crankshaft oil seal must be removed to insure cor-
rect oil pump engagement.
2. Install the timing chain cover gasket.
3. Position the oil pump inner rotor mating flats in the
same position as the crankshaft drive flats.
4. Install the timing chain cover onto crankshaft.
Ensure the oil pump is engaged on the crankshaft
correctly or severe damage may result (Refer to 9 -
ENGINE/LUBRICATION/OIL PUMP -
INSTALLATION).
5. Hand start bolts No.1 and No.2.

6. Loosely install A/C compressor mounting bracket.
7. Hand start remaining timing chain cover bolts.
8. Torque timing chain cover bolts in the sequence
shown in to 23 N·m (200 in. lbs.).
9. Torque A/C compressor mounting bracket bolts to
23 N·m (200 in. lbs.).
10. Install crankshaft oil seal (Refer to 9 - ENGINE/
ENGINE BLOCK/CRANKSHAFT OIL SEAL -
FRONT - INSTALLATION).
12. Install oil pump pick up tube using a new o-ring.

Torque 1/4–20 bolt to 11 N·m (95 in. lbs.). Torque
5/16–18 nuts to 23 N·m (200 in. lbs.).
13. Support the engine with a jack stand.
14. Install oil pan and drain plug (Refer to 9 -
ENGINE/LUBRICATION/OIL PAN - INSTALLA-
TION).
15. Remove the jackstand.
16. Tighten the engine mount to frame nuts to 102
N·m (75 ft.lbs.).
17. Connect the oil cooler coolant hose to the timing
cover.
18. Connect the oil cooler line (Refer to 9 - ENGINE/
LUBRICATION/OIL COOLER & LINES - STAN-
DARD PROCEDURE).
19. Install the lower radiator hose.
20. Install the flywheel inspection cover.
21. Install the front frame cross member (Refer to 13
- FRAME & BUMPERS/FRAME/FRONT CROSS-
22. Lower vehicle.
23. Position the compressor and install A/C compressor mounting bolts. Torque bolts to 23 N·m (200 in. lbs.).
24. Connect heater hose at timing cover.
25. Install crankshaft damper and pulley (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTAL-
LATION).
26. Install generator. Connect electrical connectors.
27. Install the idler pulley.
28. Connect the camshaft position sensor wiring harness connector.
29. Connect engine coolant temperature (ECT) sensor wiring harness connector.
30. Install power steering pump mounting bolts.
32. Install the radiator fan assembly (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
34. Connect the hydraulic lines to the fan assembly and steering rack then connect the A/C hose to the fan shroud.
35. Install a New oil filter.
37. Install upper radiator hose and connect the ground wire at the thermostat housing.
38. Install air cleaner housing cover assembly, connect throttle body air inlet duct, IAT sensor and CCV hose. (Refer
to 9 - ENGINE/AIR INTAKE SYSTEM - INSTALLATION).
39. Fill and purge air from the power steering system.
40. Fill engine crankcase with proper oil to correct level.
41. Fill and purge air from the cooling system (Refer to 7 - COOLING/ENGINE - STANDARD PROCEDURE - FILL-
ING COOLING SYSTEM).
43. Start the vehicle and inspect for leaks.
44. Install the lower engine shield.
TIMING CHAIN AND SPROCKETS

REMOVAL
TIMING CHAIN AND CAMSHAFT SPROCKET REMOVAL
1. Remove timing chain cover (Refer to 9 - ENGINE/
VALVE TIMING/TIMING CHAIN COVER -
REMOVAL).
2. Rotate crankshaft until timing marks are aligned.
3. Remove the camshaft sprocket attaching bolts (2).
4. Remove the timing chain (1) with camshaft
sprocket (2).
CRANKSHAFT SPROCKET REMOVAL

1. Install Special Tool 8194 into end of crankshaft.
Lubricate the end of Special Tool 8194 with wheel
bearing grease or equivalent.
NOTE: Lubricate the threads of Special Tool 5048

using MoparT Nickel Anti-seize Compound or
equivalent, before beginning crankshaft sprocket
removal.
2. Using Special Tools 9056 (1) and 5048 (2 and 3),

remove crankshaft sprocket.
INSTALLATION
CRANKSHAFT SPROCKET INSTALLATION
1. Position a new crankshaft sprocket on the crank-
shaft with timing mark facing out. Align crankshaft
keyway with slot in crankshaft sprocket.

(1) using MoparT Nickel Anti-seize Compound or
equivalent, before beginning crankshaft sprocket
installation.
2. Install the crankshaft sprocket using Special Tool

9055 (1).
TIMING CHAIN AND CAMSHAFT SPROCKET INSTALLATION

1. Rotate the crankshaft sprocket so the timing mark
is at the 12 O’clock position.
2. Place the timing chain around the camshaft
sprocket and place the timing mark to the 6 O’clock
position.
3. Place the timing chain around crankshaft sprocket
and install the camshaft sprocket into position.
4. Using straight edge, check alignment of timing
marks.
5. Install the camshaft sprocket bolts. Tighten the
6. Rotate crankshaft 2 revolutions. Timing marks
should line up. If timing marks do not line up,
remove cam sprocket and realign.
7. Measure camshaft end play. (Refer to 9 - ENGINE
- SPECIFICATIONS). If not within specifications,
install new thrust plate.
INSTALLATION).
LUBRICATION
DESCRIPTION
The engine lubrication system is a full-flow filtration pressure feed type.
OPERATION
Engine oil stored in the oil pan is taken in and discharged by an internal gear type oil pump, which is driven by the
crankshaft. A pressure relief valve is located in the timing chain case cover; it regulates oil pressure. The oil is
pumped through an oil filter and feeds a main oil gallery. Also, oil is routed to an external oil cooler. The main oil
gallery feeds oil under pressure to the main bearings, connecting rod bearings, and camshaft bearings. Passages in
the cylinder block feed oil to the hydraulic lifters. The oil then flows through hollow pushrods, which feed the rocker
arm pivots.

CHECKING ENGINE OIL PRESSURE
1. Remove oil pressure sensor (Refer to 9 - ENGINE/LUBRICATION/OIL PRESSURE SENSOR - REMOVAL).
2. Install oil pressure gauge.
3. Warm engine at high idle until thermostat opens.
CAUTION: If oil pressure is 0 at idle, Do Not Run engine at 3000 RPM.
4. Oil pressure should be 68.9 kPa (10 psi) at idle or 310 - 517 kPa (45 - 75 psi) at 3000 RPM.
5. 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.
ENGINE OIL LEAK

stopping the leak.
tion.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.
3. Gradually apply air pressure from 6.89 - 17.23 kPa (1 - 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 pin-
point the leak source. If the oil leak is detected and identified, repair per service manual procedures.
valve.

OIL
STANDARD PROCEDURE
CHECKING ENGINE OIL LEVEL
The best time to check engine oil level is after the

vehicle has sat overnight. If the engine has been run-
ning, allow the engine to be shut off for at least 5 min-
utes before checking oil level.
Checking the oil while the vehicle is on level ground
will improve the accuracy of the oil level reading.
Remove the engine oil indicator. The indicator is cali-
brated for 1 quart within the SAFE zone.
ENGINE OIL AND FILTER CHANGE

WARNING: NEW OR USED ENGINE OIL CAN BE IRRITATING TO THE SKIN. AVOID PROLONGED OR
REPEATED SKIN CONTACT WITH ENGINE OIL. CONTAMINANTS IN USED ENGINE OIL, CAUSED BY INTER-
NAL COMBUSTION, CAN BE HAZARDOUS TO YOUR HEALTH. THOROUGHLY WASH EXPOSED SKIN WITH
SOAP AND WATER. DO NOT WASH SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR SOLVENTS,
HEALTH PROBLEMS CAN RESULT. DO NOT POLLUTE, DISPOSE OF USED ENGINE OIL PROPERLY. CON-
TACT YOUR DEALER OR GOVERNMENT AGENCY FOR LOCATION OF COLLECTION CENTER IN YOUR
AREA.
Change engine oil and filter at mileage and time intervals described in LUBRICATION AND MAINTENANCE (Refer
to LUBRICATION & MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIPTION).
ENGINE OIL AND FILTER CHANGE

1. Run engine until achieving normal operating temperature.
3. Open hood, remove oil fill cap.
5. Remove underbody front shield
6. Place a suitable drain pan under oil pan drain plug.
7. Remove drain plug from oil pan and allow oil to drain into pan. Inspect drain plug threads for stretching or other
damage. Replace drain plug and gasket if damaged.
9. Remove oil filter and replace with new.
10. Install under body shield.
11. Lower vehicle and fill crankcase with specified type (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES
- DESCRIPTION) and amount of engine oil (Refer to LUBRICATION & MAINTENANCE - SPECIFICATIONS).
14. Stop engine and inspect oil level. Adjust oil level as necessary.
OIL SPECIFICATION
DaimlerChrysler Corporation recommends a fully synthetic API certified engine oil of the proper viscosity grade for
refill. Viper engine factory fill is Mobil 1T 10W-30 Synthetic.
OIL FILTER SPECIFICATION

All DaimlerChrysler Corporation engines are equipped with a high quality full-flow, disposable type oil filter.
DaimlerChrysler Corporation recommends a MoparT or equivalent oil filter be used.

Care should be exercised when disposing used engine oil after it has been drained from a vehicle engine.
COOLER & LINES-OIL

DESCRIPTION
An engine oil cooler is used on all models. The cooler is a coolant-to-oil type and mounted on the right front inner
fender.
OPERATION
Engine oil travels from the oil pump and filter to the oil cooler via an oil supply line. The oil is cooled and returned
to the engine via an oil return line. Engine oil is then pumped into the main oil gallery. Engine coolant flows into the
cooler from the heater return hose and exits into the water pump inlet nipple.
STANDARD PROCEDURE - OIL COOLER LINE QUICK CONNECT FITTING

DISASSEMBLY/ASSEMBLY
DISASSEMBLY
1. Remove dust cap by pulling it straight back off of
quick connect fitting (1).
2. Place disconnect tool (4) onto oil cooler line with
the fingers of the tool facing the quick connect fit-
ting (1).
3. Slide disconnect tool down the line and engage the
fingers of the tool into the retaining clip. When
properly engaged in the clip, the tool will fit flush
against the quick connect fitting.
4. Rotate the disconnect tool 60° to expand the
retaining clip.
5. While holding the disconnect tool against the quick
connect fitting, pull back on the oil cooler line to
remove.
ASSEMBLY
1. Align oil cooler line (3) with quick connect fitting (1)
while pushing straight into the fitting.
2. Push in on oil cooler line (3) until a “click” is heard
or felt.
3. Slide dust cap (4) down the oil cooler line (3) and
snap it over the quick connect fitting (1) until it is
fully seated and rotates freely. Dust cap (4) will
only snap over quick connect fitting (1) when the
cooler line (3) is properly installed.
NOTE: If dust cap will not snap into place, repeat

assembly step #2.
REMOVAL
1. Disconnect oil cooler coolant hoses (3).
2. Disconnect throttle body air inlet hose, remove air
cleaner housing assembly (Refer to 9 - ENGINE/
AIR INTAKE SYSTEM/AIR CLEANER HOUSING -
REMOVAL).
GINE - STANDARD PROCEDURE).
4. Using Special Tool 9005, disconnect oil supply (1)
and return lines (2) at oil cooler (Refer to 9 -
ENGINE/LUBRICATION/OIL COOLER & LINES -
5. Remove fasteners securing oil cooler to inner
fender and remove oil cooler.
INSTALLATION
1. Position oil cooler to mounting position.
2. Install oil cooler fasteners. Tighten to 12 N·m (105
in. lbs.).
3. Connect oil supply (1) and return lines (2) to oil
cooler and.
4. Connect oil cooler coolant hoses (3).
5. Install air cleaner housing assembly, connect throt-
tle body air inlet hose (Refer to 9 - ENGINE/AIR
INTAKE SYSTEM/AIR CLEANER HOUSING -
INSTALLATION).
6. Fill cooling system (Refer to 7 - COOLING/ENGINE
7. Start the engine to circulate and fill the oil cooler.
Shut off the engine and check the oil level. Add oil
as needed.
8. Inspect the oil cooler connections for leaks.
PAN-OIL
REMOVAL
2. Disconnect engine oil indicator tube fastener from
the right cylinder head cover.
3. Install engine lifting fixture TOOL 9363 and support
TOOL.
7. Remove the front cross member (Refer to 13 -
MEMBER - REMOVAL)
8. Remove flywheel inspection cover.
9. Loosen engine mount through bolts.
10. Wiggle and separate the oil level indicator tube
from the oil pan.
NOTE: Careful positioning of the jack stand is nec-

essary to prevent damage to other components
11. Using lifting fixture TOOL 9363 and support TOOL , raise the front of the engine
12. Remove transmission to oil pan fasteners.
13. Remove oil pan bolts and remove oil pan.
NOTE: Clean and inspect oil pan gasket. The pan gasket can be used again if in good condition.
INSTALLATION
1. Clean gasket surfaces. Inspect oil pan gasket. Replace as necessary.

2. Apply an 1/8 in. bead of Mopar Engine RTV at the two joints between the cylinder block to timing chain case
cover and the two joints between the rear main seal retainer and engine block.
3. Position oil pan and gasket to engine block, seat the oil level indicator tube in the oil pan and hand start all
fasteners.
4. Tighten the transmission to oil pan bolts in finger

tight.
5. Torque 5/16-18 oil pan bolts to 23 N·m (200 in.
lbs.). Torque 1/4-20 oil pan bolts to 11 N·m (95 in
lbs.).
6. Torque transmission to oil pan bolts to 23 N·m (200
in. lbs.).
7. Lower the engine.

8. Install and tighten engine mount through bolts to
102 N·m (75 ft. lbs.).
9. Install flywheel inspection cover.
10. Install frame front cross member (Refer to 13 -

11. Lower vehicle.
12. Install the oil level indicator tube fastener.
13. Fill the crankcase with the correct oil to proper
level.
14. Start the engine and inspect for leaks.
PUMP-OIL
REMOVAL
NOTE: The oil pump is serviced with the timing

chain cover.
1. Remove timing chain cover (1) (Refer to 9 -

ENGINE/VALVE TIMING/TIMING CHAIN COVER -
REMOVAL).
2. Disassemble oil pump (3) (Refer to 9 - ENGINE/
LUBRICATION/OIL PUMP - DISASSEMBLY).
3. Inspect oil pump parts (Refer to 9 - ENGINE/LU-
BRICATION/OIL PUMP - INSPECTION).
DISASSEMBLY
1. Remove oil pump cover screws (1) and lift off
cover.
2. Remove pump rotors.
3. Remove oil pressure relief valve (1) and spring (2).

4. Wash all parts in a suitable solvent and inspect
carefully for damage or wear.
CLEANING
Clean all parts thoroughly. Mating surface of the chain case cover should be smooth. Replace pump cover if
scratched or grooved.
INSPECTION
1. Lay a straightedge (1) across the pump cover sur-
face. If a 0.076 mm (0.003 in.) feeler gauge (2) can
be inserted between cover and straight edge, cover
should be replaced.
2. Measure thickness and diameter of rotors. if the

outer rotor diameter is 82.45 mm (3.246 in.) or
less, replace rotor set and.
3. If either rotor thickness measures 18.92 mm

(0.744 in.) or less, replace rotor set
4. Measure clearance between outer rotor (2) and

case. If measurement is 0.19 mm (0.007 in.) or
more, and outer rotor (2) is within specification,
replace chain case cover.
5. Measure clearance between the outer rotor (2) and

inner rotor (3). If clearance between inner (3) and
outer rotors (2) is 0.150 mm (0.006 in.) or more,
replace rotor set.
6. Place a straightedge across the face of the chain
case cover, in between the bolt holes. If a feeler
gauge of 0.077 mm (0.003 in.) or more can be
inserted between rotors and the straightedge, and
the rotors are within specification, replace the case
cover.
7. Inspect oil pressure relief valve for scoring and free
operation in its bore. Small marks may be removed
with 400 grit wet or dry sandpaper.
8. The relief valve spring has a free length of approx-
imately 68.7 mm (2.70 in.) and should test between
10.2 kg and 12.4 kg (22.5 and 27.5 lbs.) when
compressed to 57 mm (2.24 in.). Replace spring
that fails to meet specifications.
9. If oil pressure is low and pump is within specifica-
tions, inspect for worn engine bearings or other
reasons for oil pressure loss.
ASSEMBLY
1. Assemble pump using new parts as required.
2. Install spring (2) onto oil pressure relief valve (1).
3. Lubricate oil pressure relief valve and spring with
clean engine oil.
4. Install oil pressure relief valve (1) and spring (2).
5. Inspect relief valve plug o-ring (3). Replace as nec-
essary. Torque plug to 34 N·m (25 ft. lbs.)
6. Install pump rotors with chamfer side to the inside

of chain case cover.
7. Install oil pump cover and screws (1). Tighten
cover screws to 23 N·m (200 in. lbs.).
8. Prime oil pump before installation by filling rotor
cavity with engine oil.
INSTALLATION
1. Assemble oil pump (3) (Refer to 9 - ENGINE/LU-
BRICATION/OIL PUMP - ASSEMBLY).
2. Prime oil pump before installation by filling rotor
cavity with the correct engine oil.
VALVE TIMING/TIMING CHAIN COVER - INSTAL-
LATION).
4. Install NEW oil filter.
5. Fill the crankcase with the correct engine oil to the
proper level.
SENSOR-OIL PRESSURE
REMOVAL
1. Disconnect oil pressure sensor electrical connector.
2. Remove oil pressure sensor (1).
INSTALLATION
1. Apply thread sealer to oil pressure sensor threads.
2. Install oil pressure sensor (1).
3. Connect electrical connector.
SENSOR-OIL TEMPERATURE
REMOVAL
1. Disconnect oil temperature sensor electrical con-
nector.
2. Remove oil temperature sensor (5).
INSTALLATION
1. Apply thread sealer to oil temperature sensor
threads.
2. Install oil temperature sensor (5).
3. Connect electrical connector.
BLOCK-ENGINE
DESCRIPTION
The cylinder block is made of a sand-cast aluminum alloy. The cylinder block has interference-fit cast iron cylinder
liners. The cylinder liners are thermally installed during block manufacturing; they are not serviceable items.
Six iron main bearing caps use four bolts per cap; two vertical and two horizontal. A crankshaft oil scraper is
attached to the main bearing caps via extended main bearing cap bolts and nuts.

required limits.


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.
CLEANING
CAUTION: Remove all gasket material from cylinder block using a plastic gasket scraper and MoparT Brake
Parts Cleaner or the equivalent, this will prevent damage to the cylinder block.
1. When cleaning the cylinder block, remove the oil gallery plugs at the front and rear of the block.
2. Spray compressed air into all oil gallery passages to ensure they are clear of blockage.
3. Use a wooden or plastic scraper and MoparT Brake Parts Cleaner or the equivalent to remove the old gasket.
4. Clean the oil passages in the crankshaft with a brush.
INSPECTION
The cylinder walls should be checked for out-of-round

and taper with Special Tool C-119 (1). If the cylinder
walls are badly scuffed or scored, the cylinder bore
can be machined oversize. Oversize piston and rings
are available.
Measure the cylinder bore at three levels in directions
A and B. Top measurement should be 12 mm (0.50
in.) down and bottom measurement should be 12 mm
(0.50 in.) up from bottom of bore. (Refer to 9 -
ENGINE - SPECIFICATIONS) for cylinder bore and
piston specifications.
HYDRAULIC TAPPETS
DESCRIPTION
The roller type design hydraulic tappets (3) are posi-

tioned in the cylinder block. Roller tappet alignment is
maintained by machined flats on tappet body being fit-
ted in pairs into ten aligning yokes (2).
REMOVAL
1. Remove cylinder head(s) (Refer to 9 - ENGINE/
CYLINDER HEAD - REMOVAL).
NOTE: If tappets (3) are to be reused, identify tap-

pet location to ensure installation in original loca-
tion.
2. Remove tappet aligning yoke bolt (1).

3. Remove tappets (3) from bores.
CAUTION: Do not disassemble tappets.
INSTALLATION
1. Lubricate tappets.
2. Install tappets in their original positions with oil
holes (1) facing up.
CAUTION: The “handle” on the tappet aligning

yoke must be installed in the outboard position;
i.e. toward the cylinders.
3. With roller tappets in proper position, install align-

ing yoke assemblies. Apply MoparT Lock & Seal
Adhesive (Medium Strength Threadlocker) to the
screws and tighten to 11 N·m (95 in. lbs.).
4. Install cylinder heads (Refer to 9 - ENGINE/CYLIN-
DER HEAD - INSTALLATION).
5. Start and operate engine. Warm up to normal oper-
ating temperature.
CAUTION: To prevent damage to valve mecha-

nism, engine must not be run above fast idle until
all hydraulic tappets have filled with oil and have
become quiet.
CAMSHAFT
REMOVAL
1. Perform the fuel pressure relief procedure (Refer to
14 - FUEL SYSTEM/FUEL DELIVERY - STAN-
DARD PROCEDURE).
4. Remove the front engine shield.
5. Drain the cooling system
6. Drain the power steering fluid.
9. Remove the radiator and radiator fan assembly
(Refer to 7 - COOLING/ENGINE/RADIATOR -
REMOVAL).
10. Remove intake manifold (Refer to 9 - ENGINE/
11. Remove cylinder head covers (Refer to 9 -
VALVE TIMING/TIMING CHAIN COVER - REMOVAL).
13. Remove rocker arm assemblies.
NOTE: Identify each push rod to be replaced in its original location.
14. Remove push rods.

15. Remove cylinder heads (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL).
16. Remove hydraulic tappets (Refer to 9 - ENGINE/ENGINE BLOCK/HYDRAULIC TAPPETS - REMOVAL).
17. Remove timing chain and camshaft sprocket (Refer to 9 - ENGINE/VALVE TIMING/TIMING CHAIN AND
18. Remove camshaft thrust plate (2).
19. Slowly remove camshaft (1). Use care not to damage camshaft bearing surfaces with the cam lobes.
INSTALLATION
1. Lubricate camshaft lobes and camshaft bearing
journals.
2. Slowly install camshaft (1). Use care not to dam-
age camshaft bearing surfaces with the cam lobes.
3. Install camshaft thrust plate bolts (3).. Tighten to 24
N·m (210 in. lbs.).
4. Install timing chain and camshaft sprocket (Refer to

9 - ENGINE/VALVE TIMING/TIMING CHAIN AND
5. Measure camshaft end play. End Play should mea-
sure 0.0127 - 0.381 mm (0.005 - 0.015 in.) 0.381
mm (0.015 in. Max.). If not within limits, install a
new thrust plate.
6. When camshaft is replaced, all of the tappets
must be replaced. Each hydraulic tappet must be
installed with oil hole facing up (Refer to 9 -
ENGINE/ENGINE BLOCK/HYDRAULIC TAPPETS -
INSTALLATION).
VALVE TIMING/TIMING CHAIN COVER - INSTAL-
LATION).
8. Install cylinder heads (Refer to 9 - ENGINE/CYLIN-
DER HEAD - INSTALLATION).
9. Install push rods in their original location.
10. Install rocker arms (Refer to 9 - ENGINE/CYLIN-
DER HEAD/ROCKER ARMS - INSTALLATION).
12. Install cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTAL-
LATION).
13. Install the radiator and fan assembly (Refer to 7 - COOLING/ENGINE/RADIATOR - INSTALLATION).
15. Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
16. Install the front engine shield.

18. Fill and purge air from the power steering (Refer to 19 - STEERING/PUMP - STANDARD PROCEDURE).
19. Fill and purge air from the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
20. Fill engine crankcase with the proper oil to the correct level (Refer to 9 - ENGINE/LUBRICATION/OIL - STAN-
DARD PROCEDURE).
22. Start the vehicle and inspect for leaks.
ROD-PISTON & CONNECTING

DESCRIPTION
The pistons are made of cast aluminum with an added anodized coating on both sides of the skirt and the top
piston ring groove for reduced wear and it’s low friction properties. Three piston rings are used; two compression
and one three-piece oil control ring. The piston pin (press-fit into the rods) joins the piston to a forged steel, frac-
tured cap, designed connecting rod, with a custom twelve point nine millimeter threaded bolt. The piston and con-
necting rod is serviced as an assembly and is not interchangeable with previous model years.
STANDARD PROCEDURE
PISTON FITTING
All pistons are machined to the same weight in grams,

to maintain piston balance.
Piston and cylinder wall must be clean and dry. Piston
diameter should be measured 90 degrees to piston
pin axis at size location shown in. Cylinder bores
should be measured halfway down the cylinder bore
and transverse to the engine crankshaft center line
shown in. (Refer to 9 - ENGINE - SPECIFICATIONS)
for cylinder bore and piston specifications.
NOTE: Pistons and cylinder bores should be mea-

sured at normal room temperature, 70°F (21°C).
MEASURING CONNECTING ROD SIDE CLEARANCE

1. Using a feeler gauge, check connecting rod side
clearance. (Refer to 9 - ENGINE - SPECIFICA-
TIONS) for connecting rod side clearance
specifications.
REMOVAL
NOTE: Pistons and connecting rods are to be

removed as an assembly from top of cylinder
block.
1. Remove engine (Refer to 9 - ENGINE - REMOVAL)

and place in a suitable engine stand.
2. Remove cylinder heads (Refer to 9 - ENGINE/CYL-
INDER HEAD - REMOVAL).
3. Remove oil pan (Refer to 9 - ENGINE/LUBRICA-
TION/OIL PAN - REMOVAL).
4. Remove the oil pump pick up tube (2)
5. Remove the crankshaft oil scraper nuts (1) and oil

scraper (2).
CAUTION: DO NOT use a number stamp or a

punch to mark connecting rods. Damage to con-
necting rod could occur.
6. Inspect connecting rods and connecting rod caps

for cylinder identification (1). Identify them if neces-
sary using a permanent ink or paint marker.

fractured rod and cap joint surfaces, as engine
damage may occur.
NOTE: Do not reuse connecting rod bolts.
7. Remove connecting rod bolts and cap. Push each

piston and rod assembly out the block.
NOTE: Be careful not to nick crankshaft journals.
8. After removal, install bearing cap on the mating

rod.
INSPECTION
CONNECTING ROD
1. Check the connecting rods for twist or bend.
2. Check the condition of the large end. Use an oil stone to remove any nicks and burrs.
3. Check the condition of the pin bore in the small end of the connecting rod. Use an oil stone to remove all nicks
and burrs.
PISTON PIN
1. Inspect for free rotation of the piston pin in the piston.
PISTON
1. Inspect all piston surfaces for nicks and scuffs.
2. Inspect piston and ring grooves for wear.
INSTALLATION
NOTE: Pistons and connecting rods are serviced

as an assembly. Left bank pistons are labeled
“ODD”. Right bank pistons are labeled “EVEN”.
1. Install piston rings (Refer to 9 - ENGINE/ENGINE

BLOCK/PISTON RINGS - INSTALLATION).
NOTE: Before installing pistons, and connecting

rod assemblies into the bore, be sure that com-
pression ring gaps are staggered so that neither is
in line with oil ring rail gap. Before installing the
ring compressor, make sure the oil ring expander
ends are butted and the rail gaps located as
shown in.
2. Immerse the piston head and rings in clean engine oil, slide the ring compressor, over the piston. Be sure posi-
tion of rings does not change during this operation.
3. Rotate crankshaft so that the connecting rod journal is at the bottom of it’s stroke and in the center of the cyl-
inder bore.
4. The arrow on top of piston (1) must be pointing toward front of engine.
5. Install new connecting rod bearing in connecting rod and rod cap.
6. Install piston assembly from the top of the block.

Tap the piston down in cylinder bore, using a ham-
mer handle. Guide the rod over the crankshaft jour-
nal.
7. Install rod cap. Install NEW connecting rod bolts.
Bolt threads should be oiled with engine oil. Torque
connecting rod bolts to 68 N·m (50 ft. lbs.).
8. Install the crankshaft oil scraper (2) and nuts (1).

Torque nuts (1) to 23 N·m (200 in. lbs.).
9. Install oil pump pick up tube (2) using a new o-ring

(4). Torque 1/4-20 bolt to 11 N·m (95 in. lbs.).
Torque 5/16-18 nuts to 23 N·m (200 in. lbs.).
10. Install oil pan (Refer to 9 - ENGINE/LUBRICA-
11. Install cylinder heads (Refer to 9 - ENGINE/CYL-
INDER HEAD - INSTALLATION).
12. Install engine, (Refer to 9 - ENGINE -
INSTALLATION).
RINGS-PISTON
STANDARD PROCEDURE - MEASURING PISTON RING CLEARANCES
1. Wipe cylinder bore clean. Insert ring and push
down with piston to ensure it is square in bore. The
ring gap measurement must be made with the ring
positioning at least 12 mm (0.50 in.) from bottom of
cylinder bore. Check gap with feeler gauge (1).
(Refer to 9 - ENGINE - SPECIFICATIONS) for pis-
ton ring specifications.
2. Check piston ring side clearance. (Refer to 9 -

ENGINE - SPECIFICATIONS) for piston ring
specifications.
REMOVAL
1. Using a suitable ring expander, remove upper and
intermediate piston rings.
2. Remove the upper oil ring side rail, lower oil ring
side rail and then oil ring expander from piston.
3. Clean ring grooves of any carbon deposits.
INSTALLATION
The No. 1 (1) and No. 2 (2) piston rings have a differ-
ent cross section. Install rings with manufacturers I.D.
mark facing up, to the top of the piston.
CAUTION: Install piston rings 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
1. Install oil ring expander.
2. Install the lower oil ring side rail by placing one end
between the piston ring groove and the expander.
Hold end firmly and press down the portion to be
installed until side rail (1) is in position. Do not use
a piston ring expander..
3. Install upper oil ring side rail.

4. Install No. 2 piston ring and then No. 1 piston ring.
5. Position piston ring end gaps as shown.

6. Position oil ring expander gap at least 45° from the
side rail gaps but not on the piston pin center or
on the thrust direction. Staggering ring gap is
important for oil control.
BEARINGS-CONNECTING ROD
DESCRIPTION
The bearing caps are not interchangeable and should be paint marked or scribed at removal to insure correct
assembly.
The bearing shells must be installed so that the tangs are in the machined grooves in the rods and caps.
Limits of taper or out-of-round on any crankshaft journals should be held to 0.013 mm (0.0005 in.). Bearings are
available in 0.025 mm (0.001 in.), 0.051 mm (0.002 in.), 0.076 mm (0.003 in.), 0.254 mm (0.010 in.) and 0.305 mm
(0.012 in.) undersize. Install the bearings in pairs. Do not use a new bearing half with an old bearing half. Do
not file the rods or bearing caps.
STANDARD PROCEDURE
CONNECTING ROD BEARING - FITTING
Fit all rods on one bank until complete. Do not alternate from one bank to another, because when the rods are
assembled to pistons correctly, they are not interchangeable from one bank to another.
The bearing caps are not interchangeable and should be marked at removal to insure correct assembly.
The bearing shells must be installed so that the tangs are in the machined grooves in the rods and caps.
Limits of taper or out-of-round on any crankshaft journals should be held to 0.013 mm (0.0005 in.). Bearings are
available in 0.025 mm (0.001 in.), 0.051 mm (0.002 in.), 0.076 mm (0.003 in.), 0.254 mm (0.010 in.) and 0.305 mm
(0.012 in.) undersize. Install the bearings in pairs. Do not use a new bearing half with an old bearing half. Do
not file the rods or bearing caps.
1. (Refer to 9 - ENGINE/ENGINE BLOCK/CONNECTING ROD BEARINGS - STANDARD PROCEDURE) - Mea-
suring Connecting Rod Bearing Clearance to determine bearing clearance.
2. Before installing the connecting rod cap bolts, the bolt threads should be oiled with engine oil.
3. Install bolts finger tight, then alternately torque each bolt to assemble the cap properly.
4. Tighten the connecting rod bolts to 68 N·m (50 ft. lbs.).
MEASURING CONNECTING ROD BEARING CLEARANCE
Engine crankshaft bearing clearances can be deter-

mined by use of Plastigage (1) or equivalent. The fol-
lowing is the recommended procedure for the use of
Plastigage:
1. Rotate the crankshaft until the connecting rod to be
checked is at the bottom of its stroke.
2. Remove oil film from surface to be checked. Plas-
tigage is soluble in oil.
3. Place a piece of Plastigage (1) across the entire
width of the bearing shell in the bearing cap
approximately 6.35 mm (1/4 inch.) off center and
away from the oil hole. In addition, suspect areas
can be checked by placing plastigage in the sus-
pect area.
4. Before assembling the rod cap with Plastigage in place, the crankshaft must be rotated until the connecting rod
being checked starts moving toward the top of the engine. Only then should the cap be assembled and torqued
to specifications. Do not rotate the crankshaft while assembling the cap or the Plastigage may be
smeared, giving inaccurate results.
5. Remove the bearing cap and compare the width of

the flattened Plastigage with the metric scale pro-
vided on the package. Locate the band closest to
the same width. This band shows the amount of
clearance in thousandths of a millimeter. Differ-
ences in readings between the ends indicate the
amount of taper present. Record all readings taken.
(Refer to 9 - ENGINE - SPECIFICATIONS). Plasti-
gage generally is accompanied by two scales.
One scale is in inches, the other is a metric
scale.
6. Plastigage is available in a variety of clearance
ranges. The 0.025-0.076 mm (.001-.003 inch) is usually the most appropriate for checking engine bearing proper
specifications.
DAMPER-CRANKSHAFT
REMOVAL
2. Remove the engine front shield.
3. Disconnect the radiator fan hydraulic lines (Refer to
REMOVAL).
4. Lower vehicle.
5. Disconnect the air inlet duct, IAT sensor, CCV hose
at the throttle body, and remove the air cleaner
housing cover.
REMOVAL).
7. Remove the radiator fan (Refer to 7 - COOLING/
ENGINE/RADIATOR FAN - REMOVAL).
9. Remove crankshaft pulley.
11. Install crankshaft insert, Special Tool 8194 (1).
Lubricate the end of Special Tool 8194 (1) with
wheel bearing grease or equivalent.
NOTE: Lubricate the threads of the puller using

MoparT Nickel Anti-seize Compound or equivalent,
before beginning crankshaft damper removal.
12. Using a bolt-grip type universal puller (1), remove

the crankshaft damper.
INSTALLATION

(1) using MoparT Nickel Anti-seize Compound or
equivalent, before beginning crankshaft damper
installation.

2. Install crankshaft damper using Special Tool 9055
(1).
3. Install and tighten damper bolt to 176 N·m (130 ft.
lbs.).
4. Install the crankshaft pulley. Tighten crankshaft pul-
ley bolts to 23 N·m (200 in. lbs.).
5. Install the front engine shield.
TION).
8. Install the radiator fan (Refer to 7 - COOLING/EN-
GINE/RADIATOR FAN - INSTALLATION).
9. Install air cleaner cover connecting the CVV hose,
IAT, and air duct to the throttle body housing.
10. Lower vehicle.
SEAL-CRANKSHAFT OIL- FRONT

REMOVAL
1. Disconnect the air inlet duct, IAT sensor, CCV hose
at the throttle body, and remove the air cleaner
housing cover.
REMOVAL).
ENGINE BLOCK/CRANKSHAFT DAMPER -
REMOVAL).
4. Use Special Tool C-4679A (1) to remove crankshaft
oil seal. Be careful not to damage the crankshaft
seal surface of cover.
INSTALLATION
1. Install the new seal by using Special Tool MD
998306 (2).
2. Place seal into opening with seal spring towards
the inside of engine. Install seal until it bottoms out
in timing chain cover.
LATION).
TION).
5. Install air cleaner cover connecting the CVV hose,
IAT sensor, and air duct to the throttle body
housing.
SEAL-OIL-REAR-CRANK AND RETAINER

REMOVAL
1. Remove transmission (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/MANUAL - REMOVAL).
2. Remove clutch and flywheel (Refer to 6 - CLUTCH/
CLUTCH DISC - REMOVAL).
NOTE: The oil seal and retainer are serviced as an

assembly.
3. Remove the seal retainer bolts from cylinder block

and oil pan.
4. Remove the oil seal and retainer (1) assembly.
INSTALLATION
1. Clean the engine block and retainer. Make sure
surfaces are clean and free of oil.
2. Install Special Tool 9060 (1) (seal guide) onto end
of crankshaft. Align hole in tool with dowel pin on
crankshaft.
3. Carefully position retainer/oil seal (1) to block.

Tighten the retainer bolts to 11 N·m (95 in. lbs.).
4. Install flywheel and clutch (Refer to 6 - CLUTCH/
CLUTCH DISC - INSTALLATION).
5. Install transmission (Refer to 21 - TRANSMISSION/
TRANSAXLE/MANUAL - INSTALLATION).
BEARINGS-CRANKSHAFT MAIN
DESCRIPTION
The main bearing caps are not interchangeable and

should be marked at removal to insure correct assem-
bly. Upper and lower main bearing halves are NOT
interchangeable. Lower main bearing halves of No. 1,
No. 2, No. 4, No. 5 and No. 6 are interchangeable.
Upper main bearing halves of No. 1, No. 2, No. 4, No.
5 and No. 6 are interchangeable.
Upper and lower No. 3 bearing halves are flanged to
carry the crankshaft thrust loads and are NOT inter-
changeable with any other bearing halves in the
engine. All bearing cap bolts removed during service
procedures are to be cleaned and oiled before instal-
lation. Bearing shells are available in standard and the
following undersizes: 0.025 mm (0.001 in.), 0.051 mm
(0.002 in.), 0.076 mm (0.003 in.), 0.254 mm (0.010
in.), 0.305 mm (0.012 in.) and 0.508 mm (0.020 in.).
Never install an undersize bearing that will reduce clearance below specifications.
STANDARD PROCEDURE
MEASURING CRANKSHAFT MAIN BEARING CLEARANCE IN-CAR
PLASTIGAGE METHOD
Engine crankshaft bearing clearances can be deter-

mined by use of Plastigage or equivalent. The follow-
ing is the recommended procedure for the use of
Plastigage:
1. Remove oil film from surface to be checked. Plas-
tigage is soluble in oil.
2. The total clearance of the main bearings can only
be determined by removing the weight of the
crankshaft. This can be accomplished by either of
two methods:
PREFERRED METHOD
1. Shimming the bearings adjacent to the bearing to be checked in order to remove the clearance between upper
bearing shell and the crankshaft. This can be accomplished by placing a minimum of 0.254 mm (.010 inch) shim
(e. g. cardboard, matchbook cover, etc.) between the bearing shell and the bearing cap on the adjacent bearings
and tighten bolts to 14-20 N·m (10-15 ft.lb.)
• When checking No. 1 main bearing. Shim No. 2 main bearing.
• When checking No. 2 main bearing. Shim No.1 and No. 3 main bearing.
• When checking No.3 main bearing. Shim No. 2 and No. 4 main bearing.
• When checking No. 4 main bearing. Shim No. 3 and No. 5 main bearing.
• When checking No. 5 main bearing. Shim No. 4 and No. 6 main bearing.
• When checking No. 6 main bearing. Shim No. 5 main bearing.
NOTE: REMOVE ALL SHIMS BEFORE REASSEMBLING ENGINE
ALTERNATIVE METHOD
1. With the weight of the crankshaft being supported
by a jack under the counterweight adjacent to the
bearing being checked.
2. Place a piece of Plastigage across the entire width
of the bearing shell in the cap approximately 6.35
mm (1/4 inch) off center and away from the oil
holes. (In addition, suspect areas can be checked
by placing the Plastigage in the suspect area).
Torque the bearing cap bolts of the bearing being
checked to the proper specifications.
3. Remove the bearing cap and compare the width of
the flattened Plastigage with the metric scale pro-
vided on the package. Locate the band closest to the same width. This band shows the amount of clearance in
thousandths of a millimeter. Differences in readings between the ends indicate the amount of taper present.
Record all readings taken. Refer to Engine Specifications. Plastigage generally is accompanied by two
scales. One scale is in inches, the other is a metric scale.
4. Plastigage is available in a variety of clearance ranges. The 0.025-0.076 mm (.001-.003 inch) is usually the most
appropriate for checking engine bearing proper specifications.
CRANKSHAFT
STANDARD PROCEDURE
MEASURING CRANKSHAFT END PLAY
1. Mount a dial indicator to front of engine, locating
probe on nose of crankshaft.
2. Move crankshaft all the way to the rear of its travel.
3. Zero the dial indicator.
4. Move crankshaft all the way to the front and read
the dial indicator. (Refer to 9 - ENGINE - SPECIFI-
CATIONS) for crankshaft end-play specifications.
CRANKSHAFT END PLAY CHECK - OPTIONAL

1. Move crankshaft all the way to the rear of its travel using a lever inserted between a main bearing cap and a
crankshaft cheek using care not to damage any bearing surface. Do not loosen main bearing cap.
2. Use a feeler gauge between number 3 thrust bearing and machined crankshaft surface to determine end play.
(Refer to 9 - ENGINE - SPECIFICATIONS) for crankshaft end-play specifications.
CRANKSHAFT JOURNAL MEASUREMENT
The crankshaft journals should be checked for exces-

sive wear, taper and scoring. Limits of taper or out-of-
round on any crankshaft journals should be held to
0.013 mm (0.0005 in.). Journal grinding should not
exceed 0.508 mm (0.020 in.) under the standard jour-
nal diameter. DO NOT grind thrust faces of No. 3 main
bearing. DO NOT nick crank pin or bearing fillets. After
grinding, remove rough edges from crankshaft oil
holes and clean out all passages.
CAUTION: With the forged crankshafts it is impor-

tant that the final paper or cloth polish after any
journal regrind be in the same direction as normal
rotation in the engine.
1. Measure the journal outside diameter as illustrated.

(Refer to 9 - ENGINE - SPECIFICATIONS) for
crankshaft specifications.
REMOVAL
1. Remove engine assembly from vehicle (Refer to 9
- ENGINE - REMOVAL).
2. Mount engine on a suitable repair stand.
3. Remove oil pan (Refer to 9 - ENGINE/LUBRICA-
TION/OIL PAN - REMOVAL).
4. Remove crankshaft rear oil seal retainer (Refer to 9
- ENGINE/ENGINE BLOCK/CRANKSHAFT REAR
OIL SEAL RETAINER - REMOVAL).
5. Remove crankshaft pulley and damper (Refer to 9 -
REMOVAL).
REMOVAL).
7. Remove timing chain and crankshaft sprocket.
CHAIN AND SPROCKETS - REMOVAL).
8. Remove oil pump pick up tube (2).
9. Remove crankshaft oil scraper (2).
CAUTION: DO NOT use a number stamp or a

punch to mark connecting rods. Damage to con-
necting rod could occur.
10. Inspect connecting rods and connecting rod caps

for cylinder identification (1). Identify them if nec-
essary using a permanent ink or paint marker.

fractured rod and cap joint surfaces, as engine
damage many occur.
NOTE: Do not reuse connecting rod bolts.
11. Remove connecting rod bolts (1) and caps.

12. Main bearing caps are not interchangeable and should be marked before removal to ensure correct reassembly.
13. Remove the side main bearing cap bolts and main bearing cap bolts.
14. Remove the main bearing caps.
15. When removing the crankshaft, it should be lifted straight out of the engine block. This will prevent any damage
to the engine and crankshaft.
INSPECTION
1. The crankshaft journals should be checked for excessive wear, taper and scoring. Limits of taper or out-of-round
on any crankshaft journals should be held to 0.025 mm (0.001 in.). Journal grinding should not exceed 0.508 mm
(0.020 inch) under the standard journal diameter. DO NOT grind thrust faces of No. 3 main bearing. DO NOT
nick crank pin or bearing fillets. After grinding, remove rough edges from crankshaft oil holes and clean out all
passages.
CAUTION: With the forged crankshafts it is important that the final paper or cloth polish after any journal
regrind be in the same direction as normal rotation in the engine.
2. Check and clean all oil holes for blockage and debris.
INSTALLATION
1. Install upper main bearing shells into engine block.
2. Lubricate upper main bearing shells with clean
engine oil.
3. Install the crankshaft.
4. Install lower main bearing shells into main bearing
caps.
5. Install each main bearing cap in proper sequence

and direction (1). Tighten all bolts finger tight.
6. Tighten the main cap bolts following the illustrated tightening sequence:
• Step 1 Tighten main bearing cap bolts 1-12 in the illustrated sequence to 20 N·m (15 ft. lbs.). This will seat the
bearing caps onto the engine block.
• Step 2 To ensure correct thrust bearing alignment the following procedure must be follwed:
a. Move crankshaft all the way to the rear of its travel.
b. Then, move crankshaft all the way to the front of its travel.
c. Wedge an appropriate tool between the rear of the cylinder block and rear crankshaft counterweight.
This will hold the crankshaft in it’s most forward position.
• Step A1–tighten the A1 bolts to 61 N·m (45 ft. lbs.) in the illustrated sequence.
• Step A2–tighten the A2 bolts to 115 N·m (85 ft. lbs.) in the illustrated sequence.
• Step A3–tighten the A3 Bolts to 54 N·m (40 ft. lbs.) in the illustrated sequence.
7. Remove the holding tool.
8. Install new connecting rod bearings.
9. Install rod caps. Install NEW connecting rod bolts. Bolt threads should be oiled with engine oil. Torque connecting
rod bolts to 68 N·m (50 ft. lbs.).
10. Install the crankshaft oil scraper and tighten nuts

to 23 N·m (200 in. lbs.).
11. Install oil pump pick up tube (2) using a new

o-ring (4). Torque 1/4-20 bolt to 11 N·m (95 in.
lbs.). Torque 5/16-18 nuts to 23 N·m (200 in. lbs.).
12. Install the crankshaft rear oil seal and retainer
(Refer to 9 - ENGINE/ENGINE BLOCK/CRANK-
SHAFT REAR OIL SEAL RETAINER - INSTALLA-
TION).
13. Install lower crankshaft gear along with the timing
chain (Refer to 9 - ENGINE/VALVE TIMING/TIM-
ING CHAIN AND SPROCKETS - INSTALLA-
TION).
VALVE TIMING/TIMING CHAIN COVER(S) -
INSTALLATION).
15. Install oil pan (Refer to 9 - ENGINE/LUBRICA-
16. Install crankshaft damper and pulley (Refer to 9 -
INSTALLATION).
17. Install engine assembly (Refer to 9 - ENGINE -
INSTALLATION).
BEARING-CRANKSHAFT PILOT
REMOVAL
1. Remove transmission (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/MANUAL - REMOVAL).
2. Remove clutch and flywheel (Refer to 6 - CLUTCH/
CLUTCH DISC - REMOVAL).
3. Using Special Tools 8990 (1) and C-3752 (2),
remove pilot bearing from crankshaft.
INSTALLATION
NOTE: New pilot bearing has special grease

packed into bearing. Do not wash grease from
bearing. Install bearing with part number markings
(1) facing out.
1. Install pilot bearing with Special Tools 9058 (1) and

C-4171 (2).
2. Install flywheel and clutch (Refer to 6 - CLUTCH/
CLUTCH DISC - INSTALLATION).
3. Install transmission (Refer to 21 - TRANSMISSION/
TRANSAXLE/MANUAL - INSTALLATION).
DR/DH ENGINE - 5.9L DIESEL - SERVICE INFORMATION 9 - 2527
ENGINE - 5.9L DIESEL - SERVICE INFORMATION
TABLE OF CONTENTS
page page
ENGINE - 5.9L DIESEL - SERVICE COVER - CYLINDER HEAD

INFORMATION REMOVAL
DESCRIPTION REMOVAL - CYL HEAD COVER - EARLY . . 2567
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 2529 REMOVAL - ROCKER HOUSING . . . . . . . . 2567
DESCRIPTION - CRANKCASE BREATHER - REMOVAL - CYL HEAD COVER - LATE . . . 2568
LATE BUILDS . . . . . . . . . . . . . . . . . . . . . . . 2530 REMOVAL - CYL HEAD COVER GASKET . 2569
DIAGNOSIS AND TESTING CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2569
DIAGNOSIS AND TESTING - ENGINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2569
DIAGNOSIS - MECHANICAL . . . . . . . . . . . 2531 INSTALLATION
DIAGNOSIS AND TESTING - SMOKE INSTALLATION - CYL HEAD COVER -
DIAGNOSIS CHARTS . . . . . . . . . . . . . . . . . 2533 EARLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2570
DIAGNOSIS AND TESTING - CYLINDER INSTALLATION - ROCKER HOUSING .. . . 2570
COMPRESSION/LEAKAGE TESTS . . . . . . . 2535 INSTALLATION - CYL HEAD
STANDARD PROCEDURE COVER - LATE . . . . . . . . . . . . . . . . . . . . . . 2571
STANDARD PROCEDURE - FORM-IN- INSTALLATION . . . . . . . . . . . . . . . . . . . . . . 2572
PLACE GASKETS AND SEALERS . . . . . . . 2537 VALVES & SEATS - INTAKE/EXHAUST
STANDARD PROCEDURE - REPAIR DESCRIPTION ..................... . . 2573
DAMAGED OR WORN THREADS . . . . . . . 2538 STANDARD PROCEDURE
STANDARD PROCEDURE—HYDROSTATIC STANDARD PROCEDURE - VALVES,
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2538 GUIDES AND SPRINGS . . . . . . . . . . . . . . . 2573
REMOVAL STANDARD PROCEDURE - VALVE LASH
REMOVAL - ENGINE . . . . . . . . . . . . . . . . . 2539 ADJUSTMENT AND VERIFICATION . . . . . . 2578
REMOVAL - CRANKCASE BREATHER - REMOVAL - VALVE SPRINGS AND SEALS . . 2579
EARLY BUILD . . . . . . . . . . . . . . . . . . . . . . . 2544 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2581
INSTALLATION ROCKER ARM
INSTALLATION - ENGINE . . . . . . . . . . . . . 2544 DESCRIPTION ..................... . . 2581
INSTALLATION - CRANKCASE BREATHER - REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2582
EARLY BUILD . . . . . . . . . . . . . . . . . . . . . . . 2550 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2582
SPECIFICATIONS INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2583
SPECIFICATIONS - 5.9L DIESEL . . . . . . . . 2551 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2584
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . 2553 ENGINE BLOCK
SPECIAL TOOLS STANDARD PROCEDURE
5.9L DIESEL ENGINE . . . . . . . . . . . . . . . . . 2554 STANDARD PROCEDURE - CYLINDER
ENGINE DATA PLATE BLOCK REFACING . . . . . . . . . . . . . . . . . . . 2585
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2557 STANDARD PROCEDURE - CYLINDER
AIR CLEANER ELEMENT BORE - DE-GLAZE . . . . . . . . . . . . . . . . . . . 2585
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2557 STANDARD PROCEDURE—CYLINDER
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2558 BORE REPAIR . . . . . . . . . . . . . . . . . . . . . . 2586
CYLINDER HEAD STANDARD PROCEDURE - CAM BORE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2559 REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . 2589
CLEANING CAMSHAFT & BEARINGS (IN BLOCK)
CLEANING—CYLINDER HEAD . . . . . . . . . 2561 REMOVAL
CLEANING—CROSSHEADS . . . . . . . . . . . 2561 CAMSHAFT BEARINGS . . . . . . . . . . . . . . . 2590
CLEANING—PUSHRODS . . . . . . . . . . . . . 2561 CAMSHAFT . . . . . . . . . . . . . . . . . . . . . . . . 2591
INSPECTION INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2593
INSPECTION - CYLINDER HEAD . . . . . . . . 2562 INSTALLATION
INSPECTION - CROSSHEADS . . . . . . . . . . 2563 CAMSHAFT BEARINGS . . . . . . . . . . . . . . . 2595
INSPECTION—PUSHRODS . . . . . . . . . . . . 2563 CAMSHAFT . . . . . . . . . . . . . . . . . . . . . . . . 2595
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2564
9 - 2528 ENGINE - 5.9L DIESEL - SERVICE INFORMATION DR/DH
BEARINGS - CONNECTING ROD DIAGNOSIS AND TESTING—ENGINE OIL

STANDARD PROCEDURE - CONNECTING PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . 2622
ROD BEARING AND CRANKSHAFT OIL
JOURNAL CLEARANCE . . . . . . . . . . . . . . . 2596 STANDARD PROCEDURE
CRANKSHAFT & GEAR STANDARD PROCEDURE - ENGINE OIL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 2597 LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2622
REMOVAL - GEAR . . . . . . . . . . . . . . . . . . . . 2597 STANDARD PROCEDURE - ENGINE OIL
INSTALLATION - GEAR . . . . . . . . . . . . . . . . . 2598 SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 2622
BEARINGS - CRANKSHAFT MAIN COOLER - ENGINE OIL & LINES
STANDARD PROCEDURE - MAIN BEARING CLEANING
CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . 2598 CLEANING AND INSPECTION . . . . . . . . . . 2623
SEAL - CRANKSHAFT OIL - FRONT FILTER - ENGINE OIL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2599 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2623
SEAL - CRANKSHAFT OIL - REAR PAN - ENGINE OIL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2601 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2623
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2601 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2624
RETAINER - CRANK REAR OIL SEAL INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2624
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2602 VALVE - OIL PRESSURE RELIEF
TAPPETS - VALVE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2625
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2605 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2625
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2606 SWITCH - OIL PRESSURE
PISTON & CONNECTING ROD REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2625
STANDARD PROCEDURE - HEAD GASKET PUMP - ENGINE OIL
SELECTION . . . . . . . . . . . . . . . . . . . . . . . . 2608 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2626
CLEANING—PISTON AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2626
CONNECTING ROD . . . . . . . . . . . . . . . . . . 2609 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2628
INSPECTION MANIFOLD - INTAKE
INSPECTION - PISTONS . . . . . . . . . . . . . . 2609 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2629
INSPECTION - CONNECTING ROD . . . . . . 2611 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2630
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2611 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 2630
RINGS - PISTON INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2630
STANDARD PROCEDURE - PISTON RING MANIFOLD - EXHAUST
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2612 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2631
DAMPER - CRANKSHAFT CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . 2631
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2614 VALVE TIMING
MOUNT - FRONT STANDARD PROCEDURE - TIMING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2615 VERIFICATION . . . . . . . . . . . . . . . . . . . . . . 2632
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2616 CASE - FRONT
MOUNT - REAR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2632
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 2617 COVER - TIMING
LUBRICATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2635
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 2618
ENGINE - 5.9L DIESEL - SERVICE INFORMATION

DESCRIPTION
DESCRIPTION
The cylinder block is constructed of cast iron. The casting is a skirted design which incorporates longitudal ribs for
superior strength and noise reduction. The block incorporates metric straight thread o-ring fittings at lubrication oil
access points. The engine is manufactured with the cylinders being a non-sleeved type cylinder. However, one
approved service method is to bore out the cylinders and add cylinder sleeves to the cylinder block.
The cylinders are numbered front to rear ; 1 to 6. The

firing order is 1–5–3–6–2–4.
DESCRIPTION - CRANKCASE BREATHER - LATE BUILDS
The crankcase breather assembly is integrated into

the cylinder head cover (3) and is not serviced seper-
ately. The external fittings (2) to the breather tube and
breather drain tube are serviceable.

LUBRICATING OIL 1. Low oil level. 1. (a) Check and fill with clean engine oil.
PRESSURE LOW
(b) Check for a severe external oil leak that
could reduce the pressure.
2. Oil viscosity thin, diluted or wrong 2. (a) Verify the correct engine oil is being
specification. used. (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES -
DESCRIPTION).
(b) Look for reduced viscosity from fuel
dilution.
3. Improperly operating pressure 3. Verify the pressure switch is functioning
switch/gauge. correctly. If not, replace switch/gauge.
4. Relief valve stuck open. 4. Check/replace valve.
6. If cooler was replaced, shipping 6. Check/remove shipping plugs.
plugs may have been left in cooler
7. Worn oil pump. 7. Check and replace oil pump.
8. Suction tube loose or seal leaking. 8. Check and replace seal.
9. Loose main bearing cap. 9. Check and install new bearing. Tighten
cap to proper torque.
10. Worn bearings or wrong bearings 10. Inspect and replace connecting rod or
installed. main bearings. Check and replace directed
piston cooling nozzles.
11. Directed piston cooling nozzles 11. Check directed piston cooling nozzles
under piston, bad fit into main position.
carrier.
12. Loose oil rifle plug with saddle-jet 12.Tighten oil rifle plug.
style nozzles
13. Loose directed piston cooling 13. Tighten directed piston cooling nozzle.
nozzle.
14. Both J-jet and saddle jet style 14. Install correct style jet.
cooling nozzle installed.
LUBRICATING OIL 1. Pressure switch/gauge not 1. Verify pressure switch is functioning
PRESSURE TOO HIGH operating properly. correctly. If not, replace switch/gauge.
ENGINE BREATHER 2. Engine running too cold. 2. Refer to Coolant Temperature Below
RESTRICTED Normal (Refer to 7 - COOLING -
3. Oil viscosity too thick. 3. Make sure the correct oil is being used.
(Refer to LUBRICATION &
DESCRIPTION).
4. Oil pressure relief valve stuck 4. Check and replace valve.
closed or binding
LUBRICATING OIL LOSS 1. External leaks. 1. Visually inspect for oil leaks. Repair as
required.
2. Crankcase being overfilled. 2. Verify that the correct dipstick is being
used.
3. Incorrect oil specification or 3. (a) Make sure the correct oil is being
viscosity. used (Refer to LUBRICATION &
DESCRIPTION).

(b) Look for reduced viscosity from dilution
with fuel.
(c) Review/reduce oil change intervals.
4. Oil cooler leak 4. Check and replace the oil cooler.
5. High blow-by forcing oil out the 5. Check the breather tube area for signs of
breather. oil loss. Perform the required repairs.
6. Turbocharger leaking oil to the air 6. Inspect the air ducts for evidence of oil
intake. transfer. Repair as required.
COMPRESSION KNOCKS 1. Air in the fuel system. 1. Identify location of air leak and repair. Do
not bleed high pressure fuel system.
2. Poor quality fuel or water/gasoline 2. Verify by operating from a temporary
contaminated fuel. tank with good fuel. Clean and flush the
fuel tank. Replace fuel/water separator filter.
3. Engine overloaded. 3. Verify the engine load rating is not being
exceeded.
4. Improperly operating injectors. 5. Check and replace misfiring/inoperative
injectors.
EXCESSIVE VIBRATION 1. Loose or broken engine mounts. 1. Replace engine mounts.
2. Damaged fan or improperly 2. Check and replace the vibrating
operating accessories. components.
3. Improperly operating vibration 3. Inspect/replace vibration damper.
damper
4. Improperly operating electronically 4. Inspect/replace fan drive.
controlled viscous fan drive.
5. Worn or damaged generator 5. Check/replace generator.
bearing.
6. Flywheel housing misaligned. 6. Check/correct flywheel alignment.
7. Loose or broken power 7. Inspect the crankshaft and rods for
component. damage that causes an unbalance
condition. Repair/replace as required.
8. Worn or unbalanced driveline 8. Check/repair driveline components.
components.
EXCESSIVE ENGINE 1. Drive belt squeal, insufficient 1. Check the automatic tensioner and
NOISES tension or abnormally high loading. inspect the drive belt. Make sure water
pump, tensioner pulley, fan hub, generator
and power steering pump turn freely.
2. Intake air or exhaust leaks. 2. Refer to Excessive Exhaust Smoke
(Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING).
3. Excessive valve lash. 3. Adjust valves. Make sure the push rods
are not bent and rocker arms, adjusting
screws, crossheads, are not severely worn.
Replace bent or severely worn components.
4. Turbocharger noise. 4. Check turbocharger impeller and turbine
wheel for housing contact. Repair/replace
as required.
5. Gear train noise. 5. Visually inspect and measure gear
backlash. Replace gears as required.
6. Power function knock. 6. Check/replace rod and main bearings.
DIAGNOSIS AND TESTING - SMOKE DIAGNOSIS CHARTS

The following charts include possible causes and corrections for excess or abnormal exhaust smoke. Small
amounts of exhaust smoke (at certain times) are to be considered normal for a diesel powered engine.
EXCESSIVE BLACK SMOKE

POSSIBLE CAUSE CORRECTION
Air filter dirty or plugged. Check Filter MinderT at air filter (Refer to 9 - ENGINE/
AIR INTAKE SYSTEM/AIR CLEANER ELEMENT -
REMOVAL).
Air intake system restricted. Check entire air intake system including all hoses and
tubes for restrictions, collapsed parts or damage.
Repair/replace as necessary.
Air Leak in Intake System. Check entire air intake system (Refer to 11 - EXHAUST
SYSTEM/TURBOCHARGER SYSTEM/CHARGE AIR
COOLER AND PLUMBING - DIAGNOSIS AND
TESTING) including all hoses and tubes for cracks,
loose clamps and/or holes in rubber ducts. Also check
intake manifold for loose mounting hardware.
Diagnostic Trouble Codes (DTC’s) active or multiple, Refer to Powertrain Diagnostic Procedures Information.
intermittent DTC’s.
Engine Control Module (ECM) not calibrated or ECM Refer to Powertrain Diagnostic Procedures Information.
has incorrect calibration.
Exhaust system restriction is above specifications. Check exhaust pipes for damage/restrictions. Repair as
necessary.
Fuel grade is not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel injection pump malfunctioning. A DTC may have been set. If so, refer to Powertrain
Diagnostic Procedures Information.
Fuel injector malfunctioning. A DTC may have been set. Perform “Cylinder
Performance Test9 or 9Cylinder Cutout Test9 using DRB
scan tool to isolate individual cylinders. Also refer to
Powertrain Diagnostic Procedures Information and, to
(Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL
INJECTOR - DIAGNOSIS AND TESTING).
Fuel return system restricted. Check fuel return lines for restriction (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY - DIAGNOSIS AND
TESTING).
Intake manifold restricted. Remove restriction.
Manifold Air Pressure (Boost) Sensor or sensor circuit A DTC should have been set. Refer to Powertrain
malfunctioning. Diagnostic Procedures Information.
Raw fuel in intake manifold. Fuel injectors leaking on engine shutdown. Do Fuel
Injector Test (Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/FUEL INJECTOR - DIAGNOSIS AND
TESTING).
Turbocharger air intake restriction. Remove restriction.
Turbocharger damaged. (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
SYSTEM/TURBOCHARGER - INSPECTION).
Turbocharger has excess build up on compressor (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
wheel and/or diffuser vanes. SYSTEM/TURBOCHARGER - CLEANING).
Turbocharger wheel clearance out of specification. (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
EXCESSIVE WHITE SMOKE

(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL
Air in fuel supply: Possible leak in fuel supply side.
TRANSFER PUMP - DIAGNOSIS AND TESTING).
Coolant leaking into combustion chamber. Do pressure test of cooling system (Refer to 7 -
COOLING - DIAGNOSIS AND TESTING).
Diagnostic Trouble Codes (DTC’s) active or multiple, Refer to Powertrain Diagnostic Procedures Information.
intermittent DTC’s.
In very cold ambient temperatures, engine block heater (Refer to 7 - COOLING/ENGINE/ENGINE BLOCK
is malfunctioning (if equipped). HEATER - REMOVAL).
Engine coolant temperature sensor malfunctioning. A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information. Also check
thermostat operation (Refer to 7 - COOLING/ENGINE/
ENGINE COOLANT THERMOSTAT - DIAGNOSIS AND
TESTING).
Engine Control Module (ECM) not calibrated or has A DTC should have been set. Refer to Powertrain
incorrect calibration. Diagnostic Procedures Information.
Fuel filter plugged. Refer to Powertrain Diagnostic Manual for fuel system
testing.
Fuel grade not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel heater element or fuel heater temperature sensor Refer to Fuel Heater Testing (Refer to 14 - FUEL
malfunctioning. This will cause wax type build-up in fuel SYSTEM/FUEL DELIVERY/FUEL HEATER -
filter. DIAGNOSIS AND TESTING).
Fuel injector malfunctioning. A DTC should have been set. Perform “Cylinder
Performance Test9 or 9Cylinder cutout Test9 using DRB
scan tool to isolate individual cylinders. Also refer to
Powertrain Diagnostic Procedures Information and,
(Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL
INJECTOR - DIAGNOSIS AND TESTING).
Fuel injector hold-downs loose. Torque to specifications.
Fuel injector protrusion not correct. Check washer (shim) at bottom of fuel injector for
correct thickness. (Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/FUEL INJECTOR - INSTALLATION)
Fuel injection pump malfunctioning. A DTC should have been set. Refer to Powertrain
Fuel supply side restriction. Refer to Powertrain Diagnostic Manual for fuel system
testing.
Fuel transfer (lift) pump malfunctioning. A DTC may have been set. Refer to Powertrain
Intake/Exhaust valve adjustments not correct (too tight). (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/
EXHAUST VALVES & SEATS - STANDARD
PROCEDURE).
Intake manifold air temperature sensor malfunctioning. A DTC should have been set. Refer to Powertrain
Intake manifold heater circuit not functioning correctly in A DTC should have been set. Refer to Powertrain
cold weather. Diagnostic Procedures Information. Also check heater
elements for correct operation.
Intake manifold heater elements not functioning A DTC should have been set if heater elements are
correctly in cold weather. malfunctioning. Refer to Powertrain Diagnostic
Procedures Information.
EXCESSIVE WHITE SMOKE

Internal engine damage (scuffed cylinder). Analyze engine oil and inspect oil filter to locate area of
probable damage.
Restriction in fuel supply side of fuel system. Refer to Powertrain Diagnostic Manual for fuel system
testing.
EXCESSIVE BLUE SMOKE

Dirty air cleaner or restricted turbocharger intake duct. Check Filter MinderT at air filter housing. (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM/AIR CLEANER
ELEMENT - REMOVAL).
Air leak in boost system between turbocharger Service air charge system..
compressor outlet and intake manifold.
Obstruction in exhaust manifold. Remove exhaust manifold and inspect for blockage
(Refer to 9 - ENGINE/MANIFOLDS/EXHAUST
MANIFOLD - REMOVAL).
Restricted turbocharger drain tube. Remove turbocharger drain tube and remove
obstruction.
Crankcase ventilation system plugged. Inspect crankcase ventilation system for function
Valve seals are worn, brittle, or improperly installed. Replace valve stem oil seals (Refer to 9 - ENGINE/
CYLINDER HEAD/INTAKE/EXHAUST VALVES &
SEATS - REMOVAL).
Valve stems and/or guides are worn. Remove valves and inspect valves and guides. (Refer
to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST
VALVES & SEATS - STANDARD PROCEDURE).
Broken or Improperly installed piston rings. Tear down engine and inspect piston rings.
Excessive piston ring end gap. Remove pistons and measure piston ring end gap
(Refer to 9 - ENGINE/ENGINE BLOCK/PISTON RINGS
Excessive cylinder bore wear and taper. Remove pistons and measure cylinder bore wear and
taper (Refer to 9 - ENGINE/ENGINE BLOCK -
Cylinder damage. Remove pistons and inspect cylinder bore for cracks or
porosity. Repair with cylinder liner if necessary. (Refer
to 9 - ENGINE/ENGINE BLOCK - STANDARD
PROCEDURE).
Piston damage. Remove pistons and inspect for cracks, holes. Measure
piston for out-of-round and taper (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON & CONNECTING
ROD - INSPECTION).
Turbocharger failure. (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER
DIAGNOSIS AND TESTING - CYLINDER COMPRESSION/LEAKAGE TESTS

CYLINDER COMPRESSION PRESSURE
Ensure batteries are completely charged and the engine starter motor is in good operating condition. Otherwise, the
indicated compression pressures may not be valid for diagnostic purposes.
1. Disconnect the fuel inlet line to the fuel filter housing. Plug the fuel line from the fuel tank.
NOTE: Failure to plug fuel line will result in fuel leak.
2. Remove fuel transfer pump relay from PDC.

3. Start the engine and idle until the engine stalls (runs out of fuel).
4. FOR EARLY BUILDS Disconnect all three injector wire harness connectors at the rocker housing.FOR LATE
BUILDS Remove the cylinder head cover.
5. FOR LATE BUILDS Remove the cylinder head cover carrier gasket.
6. FOR EARLY BUILDS Remove the breather cover and cylinder head cover.
7. Remove the high pressure fuel line between the cylinder head and fuel rail for the cylinder to be tested. Use
tool# 9011 to cap this fuel rail on the cylinder being tested.
8. Remove the fuel connector tube nut and fuel connector tube.
9. Remove the exhaust rocker lever.
10. Use Tool 9010 to remove the injector and copper sealing washer.
11. Install the exhaust rocker lever and torque to 36 N·m (27 ft. lbs.).
12. Cover the remaining rocker levers with clean shop towels to prevent any oil splatter under the hood.
13. Place a rag over the compression test tool fitting. Crank the engine for 2–3 seconds to purge any fuel that may
have drained into the cylinder when the injector was removed.
14. Connect the compression test gauge.
15. Crank the engine for 5 seconds and record the pressure reading. Repeat this step three times and calculate the
average of the three readings.
NOTE: The minimum cylinder pressure is 350 psi. Cylinder pressure should be within 20% from cylinder to
cylinder.
16. Combustion pressure leakage can be checked if cylinder pressure is below the specification. Perform the leak-
age test procedure on each cylinder according to the tester manufacturer instructions.
17. Upon completion of the test check and erase any engine related fault codes.
CYLINDER COMBUSTION PRESSURE LEAKAGE

• Any causes for combustion/compression pressure loss
1. Start and operate the engine until it attains normal operating temperature.
2. FOR EARLY BUILDS Remove the breather cover and cylinder head cover.
3. FOR EARLY BUILDS Disconnect all three injector wire harness connectors at the rocker housing.
4. FOR LATE BUILDS Disconnect injector harness connectors.
5. FOR LATE BUILDS Disconnect breather tube and breather drain tube from valve cover.
6. FOR LATE BUILDS Remove the cylinder head cover.
7. FOR LATE BUILDS Disconnect harness from injectors.
8. FOR LATE BUILDS Remove the cylinder head cover carrier gasket.
9. Bring the cylinder to be tested to TDC.
10. Remove the high pressure fuel line between the cylinder head and the fuel rail for the cylinder to be tested.
11. Install capping Tool 9011 onto the rail.
12. Remove the high pressure connector nut and high pressure connector with Tool 9015.
13. Remove the exhaust and intake rocker lever.
14. Use Tool 9010 to remove the injector and copper sealing washer.
15. Install compression test Tool 9007 into the injector bore.
16. Connect the leakage tester and perform the leakage test procedure on each cylinder according to the tester
manufacturer’s instructions.
17. Upon completion of the test check and erase any engine related fault codes.
STANDARD PROCEDURE
MOPART ATF RTV
MOPART GASKET MAKER
w/applicator.


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. Disconnect the negative cable(s) from the battery.
2. Inspect air cleaner, induction system, and intake manifold to ensure system is dry and clear of foreign material.
3. Place a shop towel around the fuel injectors to catch any fluid that may possibly be under pressure in the cyl-
inder head. Remove the fuel injectors (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR -
REMOVAL).
4. With all injectors removed, rotate the crankshaft using the crankshaft barring tool (PN 7471–B).
5. Identify the fluid in the cylinders (coolant, fuel, oil, etc.).
6. Be sure all fluid has been removed from the cylinders.
7. Repair engine or components as necessary to prevent this problem from occurring again.
8. Squirt a small amount of engine oil into the cylinders to lubricate the walls. This will prevent damage on restart.
9. Install fuel injectors (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR - INSTALLATION).
10. Drain engine oil. Remove and discard the oil filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER -
REMOVAL).
12. Install a new oil filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER - INSTALLATION).
13. Fill engine crankcase with the specified amount and grade of oil (Refer to LUBRICATION & MAINTENANCE/
FLUID TYPES - SPECIFICATIONS).
14. Connect the negative cable(s) to the battery.
15. Start the engine and check for any leaks.
REMOVAL
REMOVAL - ENGINE
1. Disconnect both battery negative cables.
2. Disconnect engine grid heater harness at grid
heater relays.
3. Disconnect electrical connections from rear of alter-
nator.
4. Recover A/C refrigerant. (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - STANDARD
PROCEDURE).
5. Raise vehicle on a hoist.
6. Drain engine coolant (Refer to 7 - COOLING -
7. Remove engine oil drain plug and drain engine oil.
8. Reinstall drain plug. Tighten to 50N·m (37 ft. lbs.)
torque.
10. Remove fan (3) and fan drive (2). Refer to (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN -
REMOVAL).
11. Remove fan shroud mounting bracket (3) and

shroud. Refer to (Refer to 7 - COOLING/ENGINE/
RADIATOR FAN - REMOVAL).
13. Disconnect the coolant recovery bottle hose from
the radiator fill neck.
14. Disconnect heater core supply and return hoses
from the cylinder head fitting and coolant pipe.
15. Raise vehicle on a hoist.
16. Remove transmission and transfer case (if
equipped).
17. Disconnect exhaust pipe from turbocharger exten-
sion pipe.
18. Disconnect engine harness to vehicle harness
connectors.
19. Remove starter motor (2) (Refer to 8 - ELECTRI-

CAL/STARTING/STARTER MOTOR - REMOVAL).
20. Remove flywheel/flexplate.
21. Remove transmission adapter.
22. Disconnect A/C suction/discharge hose from the rear of the A/C compressor.
23. Lower vehicle.
24. Disconnect lower radiator hose from radiator outlet.
25. Automatic transmission models:
26. Disconnect transmission oil cooler lines from in front of radiator using special tool #6931
27. Remove radiator. (Refer to 7 - COOLING/ENGINE/RADIATOR - REMOVAL).
28. If A/C equipped, disconnect A/C condenser refrigerant lines.
29. Disconnect charge air cooler piping.

30. Remove charge air cooler mounting bolts (1).
31. Remove charge air cooler (2) from vehicle.
32. Remove the A/C condenser (1).

33. Remove damper and speed indicator ring from
front of engine.
34. Remove lower fan shroud bracket (3) from

engine.
35. Remove upper fan shroud brackets from engine.
36. Disconnect engine block heater connector.
37. Disconnect A/C compressor and pressure sensor
electrical connectors.
38. Remove the passenger battery ground cable from
the engine block. Remove the driver side battery
ground cable from the engine block.
39. Remove power steering pump from engine by
removing 3 bolts.
40. Disconnect the ECM power connector.
41. Disconnect the ECM ground wire from the hydro-
form screw.
42. Disconnect the fuel supply and return hoses.
NOTE: For early builds, Ensure that grounding

spring (3) remains intact with cylinder head cover
(2).
43. FOR EARLY BUILDS Remove the cylinder head

cover (2)and grounding spring (3). (Refer to 9 -
44. FOR EARLY BUILDS Disconnect the 3 injector
harness connectors at the rocker housing. Discon-
nect the wire harnesses from the injectors.
45. FOR LATE BUILDS Remove the cylinder head cover (1). (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER
46. FOR LATE BUILDS Disconnect the wire harnesses from the injectors (3).
47. FOR LATE BUILDS Remove the cylinder head cover carrier gasket (2).
48. Loosen #6 fuel line shield bolts and rotate shield out of the way.
49. Remove cylinder #5 and #6 high pressure fuel lines.
50. Remove the rear engine lift bracket.
51. Remove cylinder #4, #5, and #6 intake and

exhaust rocker arms (1), pedestals (2), and push
tubes. Note the original location for re-assembly.
52. Remove the fuel connector tube nut and fuel con-
nector tube. Remove cylinder #5 and #6 fuel
injector.
53. Remove rocker housing.
54. Remove two cylinder head bolts (1) according to

the diagram and install Tool # 9009 (2). Torque
bolts to 105N·m (77ft. lbs.).
55. Loosen but do not remove engine mount through
bolts and nuts.
56. Disconnect hood support struts and position hood
out of the way.
57. Attach a chain with two hooks to the engine lift
brackets.
58. While keeping engine level, lift straight up out of
the mounts.
59. Rotate nose of engine upward and pull out of
chassis.
REMOVAL - CRANKCASE BREATHER - EARLY BUILD

1. Remove the oil fill cap.
2. Remove the breather cover bolts (1).
3. Remove breather cover (2).
4. Disconnect breather tube and lube oil drain tube
from breather.
5. Remove breather mounting bolts (9).
6. Remove breather from cylinder head cover.
INSTALLATION
INSTALLATION - ENGINE
1. Remove cylinder head bolts (1,3) according to the
diagram. Install special Tool 9009 (2). Torque bolts
to 105N·m (77ft. lbs.)
2. Lower engine into the engine compartment and
install the engine mount through bolts and nuts.
3. Tighten the mount through bolts and nuts to 88
N-m (65 ft-lbs) torque.
4. Remove the engine lifting device (Tool 9009).
5. Check cylinder head capscrew length and install
into cylinder head.
6. Torque in 4 steps to:
• Step 1—Tighten to 70 N·m (52 ft. lbs.) torque.
• Step 2—Back off 360°.
• Step 4—Rotate 90°.
7. Install rocker housing. Torque to 24 N-m (18 ft-lbs). Refer to (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - INSTALLATION).
8. Replace injector o-ring and sealing washer on injectors #5 and #6. Install injectors and torque using the following
steps:
• Step 1—Install injector hold-down capscrews and torque to 5 N·m (44 in. lbs.) torque.
• Step 2—Loosen injector hold-down capscrews.
• Step 3—Install HPC connector tube and nut. Torque nut to 15 N·m (11 ft. lbs.) torque.
• Step 4—Torque injector hold-down capscrews to 10 N·m (89 in. lbs.) torque.
• Step 5—Torque HPC connector tube nut to 50 N·m (37 ft. lbs.) torque.
9. Install rear engine lift bracket. Torque to 77 N-m (57 ft-lb).
10. Install #5 and #6 high pressure fuel lines. Follow correct torque sequence per section 14. Torque fuel line fit-
tings to 30 N-m (22 ft-lb). Torque brace capscrew and nut to 24 N-m (18 ft-lb).
11. Install push tubes, rocker arms (1), and pedestals

(2) for cylinders #4, #5, and #6. Torque the mount-
ing bolts to 36 N-m (27 ft-lbs).
12. Reset valve lash on cylinders #4, #5, and #6.
Torque adjusting nuts to 24 N-m (18 ft-lbs).
NOTE: For early builds, Verify proper installation

of cylinder head cover ground spring (3) into cyl-
inder head cover (2).
13. Install cylinder head cover (2). Torque to 24 N-m

(18 ft-lbs). (Refer to 9 - ENGINE/CYLINDER
HEAD - INSTALLATION).
14. FOR EARLY BUILDS Connect breather tube and
lube oil drain tube to breather housing cover.
Install breather cover. Torque capscrews to 24
N-m (18 ft-lbs)
15. FOR LATE BUILDS Install cylinder head cover carrier gasket (2).
16. FOR LATE BUILDS Connect injector harness nuts to injectors (1). Torque to 1.25 N.m ( 11 in. lbs. )
17. FOR LATE BUILDS Connect injector wiring harness connectors to injector connections on cylinder head cover
carrier gasket (3).
18. FOR LATE BUILDS Install cylinder head cover (1).
19. FOR LATE BUILDS Connect breather tube (3)

and lube oil drain tube (4) to cylinder head cover
(2).
20. Connect fuel supply and return hoses.

21. Connect ECM ground to hydroform screw. Con-
nect ECM power connector.
23. Install the damper and speed indicator ring.
Torque to 40 N-m (30 ft-lb) plus 60 degrees.
24. Install lower fan shroud bracket (3). Torque to 24
N-m (18 ft·lb).
25. Install upper fan shroud brackets, but do not

tighten fasteners at this time.
26. Connect the engine block heater connection.
27. Connect the A/C compressor and pressure sensor
connectors
28. Install the charge air cooler (2). Install and tighten
the charge air cooler mounting bolts(1) to 2 N-m
(17 in-lbs).
29. Connect the charge air cooler tubes(4). Torque all
clamps to 8 N-m (72 in-lbs).
30. Install the a/c condenser (1).

31. Connect the a/c refrigerant lines to the a/c con-
denser.
32. Install the radiator upper support panel.
33. Install radiator.
34. Connect the transmission quick-connect oil cooler
lines.
35. Raise vehicle.
36. Connect a/c compressor suction/discharge hose
(if equipped).
37. Install the radiator lower hose and clamps.
38. Install the battery negative cables to the engine
block on the driver and passenger side.
39. Install the transmission adapter with a new cam-

shaft rectangular ring seal. Torque to 77 N-m (57
ft-lb).
40. FOR EARLY BUILDS Install the flywheel/flex-
plate. Torque to 137 N-m (101 ft-lb).
41. FOR LATE BUILDS Install the flywheel and
adapter or flexplate. Torque to 137 N-m (101 ft-lb).
42. Install the starter motor (2). Torque to 43 N-m (32
ft-lb). (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - INSTALLATION).
43. Connect engine to vehicle harness connectors.
44. Install transmission and transfer case (if
equipped).
45. Connect the exhaust pipe to the turbocharger
elbow.
46. Connect the transmission auxiliary oil cooler lines
(if equipped).
48. Connect the heater core supply and return hoses.
49. Install the cooling fan (3) and fan drive (2). (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN -
INSTALLATION).
50. Install the fan shroud mounting bracket (3) and

shroud. (Refer to 7 - COOLING/ENGINE/RADIA-
TOR FAN - INSTALLATION).
51. Install the windshield washer bottle.
52. Install the upper radiator hose and clamps.
53. Raise vehicle.
54. Change oil filter and install new engine oil.
55. Fill the cooling system with coolant. (Refer to 7 -
COOLING - STANDARD PROCEDURE).
56. Connect grid heater harness at grid heater relays.
57. Connect electrical connections to rear of alterna-
tor.
58. Start the engine and inspect for engine oil, cool-
ant, and fuel leaks.
INSTALLATION - CRANKCASE BREATHER - EARLY BUILD

1. Install a new o-ring onto the breather element.
2. Lubricate o-ring and install into cylinder head cover. Torque capscrews to 10 N·m (89 in. lbs.).
3. Connect breather tube and lube oil drain tube.
4. Install breather cover. Torque to 24 N·m (18 ft. lbs.)
SPECIFICATIONS
SPECIFICATIONS - 5.9L DIESEL
GENERAL DESCRIPTION
Engine Type In-Line 6 Cyl. Turbo Diesel
Displacement 5.9 Liters
359 ( Cubic Inches)
Bore 102.0 mm (4.02 in.)
Stroke 120.0 mm (4.72 in.)
325 H.P
Cylinder Pressure (Minimum) 350 psi.
Horsepower High Output 48 RE A/T and NV 5600 or G 325 HP @ 2900 RPM
56 M/T
Torque Rating High Output ( 48RE A/T and NV 5600 or 600 LB-FT @ 1400 RPM
G 56 M/T)
Lubrication System Pressure Feed-Full Flow With Bypass Valve
Firing Order 1-5-3-6-2-4
Cylinder Block Cast Iron
Crankshaft Induction Hardened Forged Steel
Cylinder Head Cast Iron With Valve Seat Inserts
Combustion Chambers High Swirl Bowl
Camshaft Chilled Ductile Iron
Pistons Cast Aluminum
Connnecting Rods Cross Rolled Micro Alloy
PISTONS
Metric Standard
Skirt Diameter 101.775 - 101.793 mm 4.007 - 4.008 in.
Ring Groove Clearance

Intermediate (Min) 0.045 mm .0018 in
(Max) 0.095 mm 0.0037 in.
Oil Control ( Min) 0.040 mm .0016 in.
(Max) 0.085 mm .0033 in.
PISTON PINS
Metric Standard
Pin Diameter ( Min) 39.990 mm 1.5744 in.
(Max) 40.003 mm 1.5749 in.
Bore Diameter (Min) 40.006 mm 1.5750 in.
(Max) 40.012 1.5753 in.
PISTON RINGS
Metric Standard
Ring Gap
Top Ring 0.26 - 0.36mm 0.010 - 0.014 in.
Intermediate 0.85 - 1.15 mm 0.033 - 0.045in.
Oil Control 0.25 - 0.55 mm 0.010 - 0.21 in.
CONNECTING RODS
Metric Standard
Pin Bore Diameter (Min. w/ bushing 40.019 mm 1.5764 in.
installed)
Pin Bore Diameter (Max. w/ bushing 40.042 mm 1.5765 in.
installed)
Side Clearance (Min) 0.100 mm 0.004 in.
Side Clearance (Max) 0.330 mm 0.013 in.
CYLINDER HEAD
Overall Flatness End To End (max) 0.305 mm (0.012 in.)
Overall Flatness Side To Side (Max) 0.076 mm (0.003 in.)
Intake Valve Seat Angle 30°
Exhaust Valve Seat Angle 45°
Valve Stem Diameter
(Min) 6.96 mm (0.2740 in.)
(Max) 7.01 mm (0.2760 in.)
Valve Rim Thickness (Min.) 0.79 mm (0.031 in.)
OIL PRESSURE
At Idle 69 kPa (10 psi)
@ 2500 rpm 207 kPa (30 psi)
Regulating Valve Opening Pressure 517 kPa (75 psi)
Oil Filter Bypass Pressure Setting 344.75 kPa (50 psi)
TORQUE
TORQUE CHART 5.9L DIESEL ENGINE
DESCRIPTION N·m In. Lbs. Ft. Lbs.

Connecting Rod—Bolts
Step 1 30 — 22
Step 2 60 — 44
Step 3 Rotate 60 degrees
Crankshaft Main Cap—Bolts
Step 1 50 37
Step 2 80 59
Step 3 Rotate 90°
Cylinder Head—Bolts
Step 1 70 — 52
Step 2 Back off 360 degrees
Step 3 105 — 77
Step 4 Verify 105 — 77
Step 5 Rotate All Bolts 1/4 Turn
Cylinder Head Cover Bolts 24 — 18
Breather Cover Bolts 24 — 18
HPC Nut 50 — 37
Flexplate to Engine 137 — 101
Flywheel to Engine ( NV 5600 ) 137 — 101
Flywheel/Crankshaft Adapter 137 — 101
G 56 Dual Mass Flywheel
Fuel Delivery Lines—Banjo 24 — 18
Fuel Drain Line—Banjo 24 — 18
Fuel line—rail to cylinder head 30 — 22
Fuel line—pump to fuel rail 37 — 27
Injector fuel line brace 24 — 18
#6 Fuel Line Brace Nut at Lift Bracket Stud 24 — 18
Fuel rail holddown bolt 24 — 18
Oil Pan—Bolts 28 — 21
Oil Pan—Drain Plug 50 — 37
Oil Pressure Regulator—Plug 80 — 59
Oil Pressure Switch 18 — 13
Oil Pump—Bolts
Step1 8 — 6
Step2 24 — 18
Oil Suction Tube (Flange)—Bolts 24 — 18
Oil Suction Tube (Brace)—Bolt 43 — 32
Rocker Arm/Pedestal—Bolts 36 — 27
SPECIAL TOOLS
5.9L DIESEL ENGINE
Test Plug - 8442
Universal Driver Handle - C4171
Adapter - 8462
Crankshaft Barring Tool - 7471 - B
Crankshaft Front Oil Seal Installer - 8281

Engine Support Fixture - 8534
Valve Spring Compressor - 8319A
TAPPET INSTALLATION TOOL - 8502

Fuel Injector Remover - 9010
STEEL BRACKET - 8534-A
FUEL BLOCKOFF PLUG - 9011
Compression Test Adapter - 9007
FUEL TEST FITTING - 9013
Engine Lift Bracket - 9009

Fuel Injector Tube (Connector) Remover - 9015
TURBO TEST ADAPTER - 9022

ENGINE DATA PLATE

DESCRIPTION
The engine data plate contains specific information

that is helpful to servicing and obtaining parts for the
engine. For early model year builds, the data plate
can be found affixed to the breather cover on the left
side of the engine. For late model year builds, the
data plate is on the cylinder head cover. Information
that can be found on the data plate includes:
• Engine Part Number
• Date of Engine Manufacture
• Engine Serial Number
• Control Parts List (CPL)
• Engine Rated Horsepower
• Engine Firing Order
• Engine Displacement
• Valve Lash Reset Specifications
If the engine data plate is missing or not legible, the engine serial number is used for engine identification. The
engine serial number is stamped on the right side of the block, on top of the oil cooler cavity.
AIR CLEANER ELEMENT

REMOVAL
Testing Air Cleaner Element using Filter Minder™
Do not attempt to unnecessarily remove top of air

cleaner housing for air cleaner element inspection
on diesel engines.
The air cleaner (filter) housing (5) is equipped with an
air Filter Minder™ gauge (3). This air flow restriction
gauge will determine when air cleaner element is
restricted and should be replaced.
The Filter Minder™ (5) consists of a diaphragm and

calibrated spring sealed inside of a plastic housing. A
yellow colored disc (2) attached to diaphragm moves
along a graduated scale on side of Filter Minder. After
the engine has been shut off, a ratcheting device
located within Filter Minder will hold yellow disc at
highest restriction that air cleaner element has experi-
enced. A drop in air pressure due to an air cleaner
element restriction moves diaphragm and yellow disc
will indicate size of air drop.
CAUTION: Certain engine degreasers or cleaners

may discolor or damage plastic housing of Filter
Minder. Cover and tape Filter Minder if any engine
degreasers or cleaners are to be used.
To test, turn engine off. If yellow disc (2) has reached

red colored zone (3) on graduated scale, air cleaner
element should be replaced. Refer to Removal /
Installation.
Resetting Filter Minder: After air cleaner (filter) ele-
ment has been replaced, press rubber button on top of Filter Minder. This will allow yellow colored disc to reset.
After button has been pressed, yellow disc should spring back to UP position.
If Filter Minder gauge has reached red colored zone, and after an examination of air cleaner (filter) element, ele-
ment appears to be clean, high reading may be due to a temporary condition such as snow build-up at air intake.
Temporary high restrictions may also occur if air cleaner (filter) element has gotten wet such as during a heavy rain
or snow. If this occurs, allow element to dry out during normal engine operation. Reset rubber button on top of Filter
Minder and retest after element has dried.
Filter Removal
1. The housing cover is equipped with spring clips

and is hinged with plastic tabs. Unlatch clips from
top of air cleaner housing and tilt housing cover up
for cover removal.
2. Remove air cleaner element from air cleaner hous-
ing (5).
INSTALLATION
1. Before installing new air cleaner element (filter), clean inside of air cleaner housing.
2. Position air cleaner cover to tabs on front of air cleaner housing. Latch spring clips to seal cover to housing.
CYLINDER HEAD
DESCRIPTION
The cylinder head is constructed of cast iron and is a one piece cross flow design with four valves per cylinder. The
arrangement of two intake and two exhaust valves per cylinder allows for a centrally located injector. The cylinder
head also includes an integral intake manifold, an integral thermostat housing, and a longitudal fuel return rifle,
which exits at the rear of the head. The 24 valve design also includes integrally cast valve guides and hardened
intake and exhaust valve seat inserts.
REMOVAL
1. Disconnect battery negative cables.
3. Drain engine coolant.
4. Disconnect exhaust pipe from turbocharger elbow.
5. Remove turbocharger drain tube bolts at turbocharger. Cap off ports to prevent dirt or foreign material from enter-
ing.
6. Lower vehicle.
7. Disconnect air inlet temperature/pressure sensor.
8. Remove air cleaner housing and snorkel from the vehicle. Cap off turbocharger air inlet to prevent intrusion of
dirt or foreign material.
9. Disconnect cab heater core supply and return hoses from the cylinder head and heater pipe.
10. Disconnect turbocharger oil supply line at the turbocharger end. Cap off open ports to prevent intrusion of dirt
or foreign material.
11. Remove exhaust manifold-to-cylinder head bolts, spacers, heat shield, retention straps, and cab heater plumb-
ing. Remove exhaust manifold and turbocharger from the vehicle as an assembly.
12. Remove cooling fan/drive/shroud assembly. (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL)
14. Remove cooling fan support from cylinder block.
15. Remove upper generator bolt, loosen lower generator bolt, and rotate generator away from cylinder head.
16. Disconnect radiator upper hose from the thermostat housing.
17. Disconnect the Intake Air Temperature/Manifold Air Pressure, and Coolant Temperature sensor connectors.
18. Remove the engine harness to cylinder head attaching bolts and P-clips at front of head.
19. Remove the throttle linkage cover.
20. Remove the intake air grid heater wires from the grid heater.
21. Remove engine oil level indicator tube attaching bolt at fuel filter housing bracket and inlet air connection..
22. Remove the charge air cooler-to-air inlet housing pipe.
23. Remove the engine wire harness attaching bolt and wire harness push-in fastener from air inlet housing.
24. Remove the air inlet housing and intake grid heater from the intake manifold cover.
25. Remove the two grid heater harness-to-cylinder head attaching bolts at front of cylinder head.
26. Remove the high pressure pump to fuel rail fuel line as follows:
a. Loosen fuel line nuts at fuel pump and at fuel rail.
b. Use a back-up wrench on the fitting at the fuel pump to keep it from loosening.
27. Remove the fuel rail to cylinder head fuel lines as follows:
a. Loosen No. 6 high pressure fuel line shield and position out of way.
b. Loosen the fuel line nuts at the fuel rail and at the cylinder head. Use a back-up wrench on HPC nut.
c. Remove the fuel line bracket bolts at the intake manifold cover.
28. Remove the engine lift bracket from the rear of the cylinder head.
29. Remove the fuel rail as follows:
a. Remove fuel rail pressure sensor connector.

b. Remove banjo fitting at pressure limiting valve.
c. Remove fuel rail bolts and fuel rail.
30. Remove the low pressure lines as follows:
a. Remove the fuel drain banjo fitting on the front side of fuel filter housing.
b. Remove the fuel drain banjo fitting on rear side of fuel filter housing.
c. Remove the fuel drain line support bracket on rear side of filter housing.
d. Disconnect fuel drain hose.
e. Remove banjo fitting at bottom of fuel filter housing.
f. Disconnect fuel supply hose at fuel filter.
31. Disconnect fuel heater, and water in fuel sensor.
32. Remove the fuel filter assembly-to-cylinder head bolts and remove filter assembly from vehicle.
33. Remove wire harness P-clip from cylinder head (located behind filter housing).
NOTE: Verify that the cylinder head cover ground spring is retained in the cylinder head cover.
REMOVAL).
35. Disconnect rocker housing injector harness connectors.
36. Remove injector harness nuts from injectors.
37. Remove the rocker levers (1), cross heads and

push rods. Mark each component so they can be
installed in their original positions.
NOTE: The #5 cylinder exhaust and the #6 cylinder

intake and exhaust push rods are removed by lift-
ing them up and through the provided cowl panel
access holes. Remove the rubber plugs to expose
these relief holes.
38. Remove the fuel return line and banjo bolt at the rear of the cylinder head. Be careful not to drop the two (2)
sealing washers.
39. Remove the fuel injectors (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR - REMOVAL).
40. Remove rocker housing bolts and rocker housing and gasket.
41. Reinstall the engine lift bracket at the rear of cylinder head. Torque to 77 N·m (57 ft. lbs.).
42. Remove twenty six (26) cylinder head-to-block bolts.
43. Attach an engine lift crane to engine lift brackets and lift cylinder head off engine and out of vehicle.
44. Remove the head gasket and inspect for failure.
CLEANING
CLEANING—CYLINDER HEAD
CAUTION: Do not wire brush head surface while fuel injectors are still installed. Fuel injector damage can
result.
Remove fuel injectors before cleaning (if not already removed during cylinder head removal).
Clean the carbon from the injector nozzle seat with a nylon or brass brush.
Scrape the gasket residue from all gasket surfaces.
Wash the cylinder head in hot soapy water solution (88°C or 140°F).
After rinsing, use compressed air to dry the cylinder head.
Polish the gasket surface with 400 grit paper. Use an orbital sander or sanding block to maintain a flat surface.
CLEANING—CROSSHEADS
Clean all crossheads in a suitable solvent. If necessary, use a wire brush or wheel to remove stubborn deposits.
Rinse in hot water and blow dry with compressed air.
CLEANING—PUSHRODS
Clean the pushrods in a suitable solvent. Rinse in hot water and blow dry with compressed air. If necessary, use a
wire brush or wheel to remove stubborn deposits.
INSPECTION
INSPECTION - CYLINDER HEAD
Inspect the cylinder head for cracks in the combustion

surface. Pressure test any cylinder head that is visibly
cracked. A cylinder head that is cracked between the
injector bore and valve seat can be pressure tested
and reused if OK; however, if the crack extends into
the valve seat insert bore, the cylinder head must be
replaced.
Visually inspect the cylinder block and head combus-
tion surfaces for localized dips or imperfections. Check
the cylinder head and block combustion surfaces for
overall out-of-flatness. If either the visual or manual
inspection exceeds the limits, then the head or block
must be surfaced.
Check the top surface for damage caused by the cylinder head gasket leaking between cylinders.
Inspect the block and head surface for nicks, erosion, etc.
Check the head distortion. Maximum overall variation end to end is 0.305 mm (0.012 inch), and maximum overall
variation side to side 0.076 mm ( .003 in.).
DO NOT proceed with the in-chassis overhaul if the cylinder head or block surface is damaged or not flat (within
specifications).
Check block surface for distortion. Maximum variation end-to-end is 0.076 mm ( .003 in.), side-to-side 0.051 mm
(.002).
Visually inspect the cylinder head bolts for damaged

threads, corroded/pitted surfaces, or a reduced diam-
eter due to bolt stretching.
If the bolts are not damaged, their “free length” should
be measured using the cap screw stretch gauge pro-
vided with the replacement head gasket. Place the
head of the bolt against the base of the slot and align
the bolt with the straight edge of gauge . If the end of
the bolt touches the foot of the gauge, the bolt must
be discarded. The maximum bolt free length is
132.1 mm (5.200 in.).
INSPECTION - CROSSHEADS
Inspect the crossheads for cracks and/or excessive

wear on rocker lever and valve tip mating surfaces.
Replace any crossheads that exhibit abnormal wear or
cracks.
INSPECTION—PUSHRODS
Inspect the push rod ball and socket for signs of scor-
ing. Check for cracks where the ball and the socket
are pressed into the tube
.
Roll the push rod on a flat work surface with the

socket end hanging off the edge. Replace any push
rod that appears to be bent.
INSTALLATION
WARNING: THE OUTSIDE EDGE OF THE HEAD

GASKET IS VERY SHARP. WHEN HANDLING THE
NEW HEAD GASKET, USE CARE NOT TO INJURE
YOURSELF.
1. Install a new gasket with the part number side up,

and locate the gasket over the dowel sleeves.
2. Using an engine lifting crane, lower the cylinder
head onto the engine.
3. Lightly lubricate head bolts with engine oil and
install. Using the sequence shown in , tighten bolts
in the following steps:
a. Torque bolts to 70 N·m (52 ft. lbs.)
b. Back off 360 degrees in sequence
c. Torque bolts to 105 N·m (77 ft. lbs.)
d. Re-check all bolts to 105 N·m (77 ft. lbs.)
e. Tighten all bolts an additional 1⁄4 turn (90°)
4. Install push rods into their original locations. Verify

that they are seated in the tappets.
5. Inspect rocker housing gasket for cuts and proper installation into groove. Replace if damaged.
6. Install rocker housing and bolts. Tighten to 24 Nm (18 lb. ft.).
7. Install fuel injector (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR - INSTALLATION).
8. FOR EARLY BUILDS Install injector harness nuts. Tighten to 1.25 Nm (11 lb. in.).
9. FOR EARLY BUILDS Reconnect injector harness connectors at rocker housing.
10. Lubricate valve stem tips and install the cross-

heads in their original locations.
11. Lubricate the rocker arms (1) and pedestals (2)
and install them in their original locations. Install
the bolts and torque them to 36 N·m (27 ft. lbs.).
12. Verify that the valve lash settings are maintained
(Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/
EXHAUST VALVES & SEATS - STANDARD
PROCEDURE).
NOTE: For early builds, Verify that cylinder head ground spring is properly installed and retained in the
cylinder head cover, before installation.
13. FOR EARLY BUILDS Install cylinder head cover and ground spring (Refer to 9 - ENGINE/CYLINDER HEAD/
CYLINDER HEAD COVER(S) - INSTALLATION).
14. FOR LATE BUILDS Install cylinder head cover gasket onto rocker housing.
15. FOR LATE BUILDS Install injector harness nuts. Tighten to 1.25 Nm (11 lb. in.).
16. FOR LATE BUILDS Connect injector harness connectors at cylinder head cover gasket.
17. Install wire harness P-clip to cylinder head behind filter housing 24 N·m (18 ft. lbs.).
18. Connect the IAT/MAP sensor connector.
19. Install the fuel filter housing assembly and torque mounting bolts to 24 N·m (18 ft. lbs.).
20. Connect WIF sensor, and fuel heater.
CAUTION: Failure to follow procedure will result in fuel leaks and/or fuel system failure.
21. Install the fuel rail and high pressure fuel lines as follows:
a. Hand tighten fuel rail bolts.
b. Hand tighten fuel drain line to pressure limiting valve. Hand tighten banjo bolt at fuel filter housing.
c. Hand tighten fuel rail-to-cylinder head high pressure fuel lines.
d. Install fuel line brace bolts-to-intake manifold finger tight for fuel lines #2 thru #5.
e. Install fuel line brace nut to rear lift bracket stud, finger tight, for fuel line #6.
f. Hand tighten fuel pump to fuel rail line.
g. Torque fuel line nuts at cylinder head to 30 Nm ( 22 ft. lbs.).
h. Torque fuel line nuts at fuel rail to 30 Nm (22 ft. lbs.)
i. Using a back up wrench, torque fuel pump to fuel rail line to 37 Nm (27 ft. lbs.). At injection pump.
j. Torque fuel pump to fuel rail line to 37 Nm (27 ft. lbs.) at fuel rail.
k. Torque fuel drain banjo bolt at pressure limiting valve and front of fuel filter housing to 24 Nm (18 ft. lbs.).
l. Torque fuel line brace bolts to 24 N·m (18 ft. lbs.).
m. Torque fuel line brace nut to 24 N·m (18 ft. lbs.).

n. Torque rail bolts to 24 Nm (18 ft. lbs.).
o. Connect fuel pressure sensor.
22. Reposition number 6 fuel line shield and torque to 43 N·m (32 ft. lbs.).
23. Install the fuel filter to injection pump low pressure line. Inspect and replace sealing washers if necessary.
Torque banjo bolts to 24 N·m (18 ft. lbs.).
24. Connect fuel return line at back of cylinder head hand tight.
25. Connect fuel return line at filter housing hand tight.
26. Torque banjo connections at cylinder head and fuel filter housing to 24 Nm (18 ft. lbs.)
27. Install bracket to rear of filter housing. Torque to 24 Nm (18 ft. lbs.).
28. Using new gaskets, install the intake grid heater and air inlet housing. Torque bolts to 24 N·m (18 ft. lbs.).
29. Install wire harness P-clip and push on clip to air inlet housing.
30. Connect engine oil level indicator tube at fuel filter housing and at air inlet housing.
31. Install the charge air cooler-to-air inlet housing duct assembly. Torque all clamps to 11 N·m (100 in. lbs.).
32. Connect intake grid heater wires.
33. Secure engine harness to front of cylinder head with bolt at four locations.
34. Connect engine coolant temperature sensor connector.
35. Connect radiator upper hose to thermostat housing.
36. Rotate generator into position. Install upper bolt and torque upper and lower bolts.
37. Install wire harness push-on clip below bracket.
38. Install wire harness P-clip to top of bracket.
39. Install fan support and torque to 32 N·m (24 ft. lbs.).
40. Install cooling fan/drive refer to (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
42. Install exhaust manifold/turbocharger assembly, using new gaskets. Start all bolts/spacers by hand. Torque bolts
to 43 N·m (32 ft. lbs.).
43. Install exhaust manifold heat shield to exhaust manifold studs. Install retaining nuts.Torque to 24 N·m (18 ft.
lbs.).
44. Install exhaust bolt retention straps across cylinders 5 & 6.
45. Using a new gasket, connect the turbocharger oil drain tube. Torque to 24 N·m (18 ft. lbs.).
46. Perform the turbocharger pre-lube procedure. Refer to Group 11, Exhaust System and Turbocharger for the
correct procedure.
47. Connect the turbocharger oil supply line. Torque to 24 N·m (18 ft. lbs.).
48. Install air cleaner housing and duct.
49. Connect air inlet temperature/pressure sensor.
51. Install exhaust pipe to turbocharger elbow. Torque bolts to 11 N·m (100 in. lbs.).
52. Lower vehicle.
53. Fill engine coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).

REMOVAL
REMOVAL - CYL HEAD COVER - EARLY
3. Remove the breather cover.
4. Disconnect the breather hose and breather drain
tube from the breather housing.
5. Remove cylinder head cover bolts (1).
6. Remove the cylinder head cover (2).
NOTE: Verify cylinder head ground spring is still

properly retained in cylinder head cover.
REMOVAL - ROCKER HOUSING

1. Remove cylinder head cover as outlined in this section.
2. FOR EARLY BUILDS Disconnect rocker housing injector harness connectors.
3. FOR EARLY BUILDS Remove injector harness nuts from injectors.
4. FOR LATE BUILDS Remove cylinder head cover gasket.
5. Remove rocker housing bolts.
6. Remove rocker housing and gasket.
REMOVAL - CYL HEAD COVER - LATE

1. Disconnect both negative battery cables.
2. Disconnect the breather tube (3) and breather drain
tube (4) from the cylinder head cover.
3. Remove the cylinder head cover bolts.
4. Remove the cylinder head cover (1).
REMOVAL - CYL HEAD COVER GASKET

2. Disconnect injector harness connectors (3) at cylinder head cover gasket.
3. Remove injector solenoid nuts (1) at injectors.
4. Remove cylinder head cover gasket (2).
CLEANING
Using a suitable solvent, Clean and dry gasket mating surfaces on cylinder head and rocker housing. Wipe gasket
dry and inspect for re-use.
INSPECTION
The cylinder head cover gasket and rocker housing gasket, are reusable. However, should cracks, nicks, or
tears be present in the rubber/silicone construction, the defective components should be replaced. Also replace gas-
ket if it is no longer flexible. Inspect cylinder head cover rubber isolated capscrews for cracks, nicks, or tears.Do not
reuse gasket if it has been removed from the groove in the rocker housing or cylinder head cover.
INSTALLATION
INSTALLATION - CYL HEAD COVER - EARLY
1. Inspect cylinder head cover gasket for cuts and
proper installation in groove. Replace if damaged.
2. Position cylinder cover on top of rocker housing.
NOTE: Inspect rubber isolators and replace if dam-

aged.
3. Install bolts (1).

4. Starting with the center bolt, torque to 24 N·m (18
ft. lbs.).
5. Install breather hose to breather.
6. Install breather drain hose to breather.
7. Install breather cover and wire harness clip. Torque
to 24 N·m (18 ft. lbs.).
INSTALLATION - ROCKER HOUSING

1. Inspect rocker housing gasket for cuts, nicks, or tears. Replace if damaged or if gasket has come out of groove.
2. Inspect rocker housing gasket for proper installation in groove. Gasket bead must be centered in groove. A gas-
ket bead that is tilted to the side will cause an oil leak.
CAUTION: When installing rocker housing onto cylinder head, do not slide housing from side to side, The
gasket could fall out or be damaged.
3. Install the rocker housing. Carefully guide the rocker housing evenly down onto the cylinder head.
4. Install rocker housing bolts and tighten finger tight.
5. Torque bolts, working from center out, to 24 Nm (18ft. lbs.).
6. FOR EARLY BUILDS Install injector harness nuts to injector solenoid. Torque to 1.25 Nm (11 in. lbs.).
7. FOR EARLY BUILDS Connect rocker housing injector harness connections.
INSTALLATION - CYL HEAD COVER - LATE
1. Position cylinder head cover (1) on top of cylinder head cover gasket (2).
2. Install bolts finger tight.
3. Starting with the center bolt, torque bolts (1) to 24

N·m ( 18 ft. lbs. ).
4. Install breather tube (3) to cylinder head cover (2).
5. Install breather drain tube (4) to cylinder head
cover (2).
INSTALLATION
1. Clean oil from cylinder head cover gasket

2. Inspect cylinder head cover gasket for cuts or damage. Replace if damaged.
3. Place cylinder head cover gasket on top of rocker housing (2).

4. Install injector solenoid nuts (1) at injectors. Torque to 1.25 N·m ( 11 in. lbs. ).
5. Connect injector harness connectors (3) at cylinder head cover gasket.

DESCRIPTION
The valves (1,2) are made of heat resistant steel, and

have chrome plated stems to prevent scuffing. The
intake and exhaust valves are both similar in head
diameter and overall length, but they have unique face
angles which makes them non-interchangeable. The
valves are distinguished by unique dimples on the
exhaust valve head (2).
The exhaust valve springs are made from high
strength, chrome silicon steel. The exhaust valve
springs are also exhaust brake compatible.
STANDARD PROCEDURE
STANDARD PROCEDURE - VALVES, GUIDES AND SPRINGS
REMOVAL
1. Remove cylinder head (Refer to 9 - ENGINE/CYL-
INDER HEAD - REMOVAL).
2. Support cylinder head on stands, or install head
bolts upside down (through combustion surface
side) to protect injector tips from damage from
work bench.
3. Install the valve spring compressor mounting base
(1) as shown.
4. Install the compressor top plate, washer, and nut.

Using a suitable wrench, tighten the nut (clockwise)
to compress the valve springs and remove the
locks.
5. Rotate the compressor nut counter-clockwise to
relieve tension on the springs. Remove the spring
compressor (1).
6. Remove the retainers (5), springs (4), valve seals

(3) (if necessary), and valves (2). Arrange or num-
ber all components so they can be installed in their
original locations.
7. Repeat the procedure on all cylinders to be
serviced.
CLEANING
Clean the valve stems with crocus cloth or a Scotch-Brite™ pad. Remove carbon with a soft wire brush. Clean
valves, springs, retainers, and valve retaining locks in a suitable solvent. Rinse in hot water and blow dry with com-
pressed air.
INSPECTION
Visually inspect the valves for abnormal wear on the

heads, stems, and tips. Replace any valve that is
worn out or bent.
Measure the valve stem diameter in three places as

shown.
VALVE GUIDE BORE SPECIFICATIONS
VALVE GUIDE BORE SPECIFICATIONS
Valve guide bore diameter

Min. 7.027 mm (0.2767 in.)
Max. 7.077 mm (0.2786 in.)
Installed valve guide depth

Intake
Min. 0.584 mm ( 0.023 in.)
Max. 1.092 mm ( 0.043 in.)
Exhaust
Min. 0.965 mm ( 0.028 in.)
Max. 1.473 mm (0.058 in.)
Measure the cylinder head valve guide bore.
Measure valve margin (rim thickness).
Measure the valve spring free length and maximum

inclination.
Test valve spring force with tool C-647 (1). Specifica-

tion 72.0 — 80.7 lbs. when compressed to 35.33 mm
(1.39 in.).
INSTALLATION
1. Install new valve seals. The yellow seals are for the
intake valves and the green seals are for the
exhaust valves.
2. Install the valves in their original postion. The
exhaust valves are identified by a dimple on the
valve head.
3. Install the valve (2), springs (4), and retainer (5).

4. Install the valve spring compressor tool 8319–A

(1)as shown.
5. Compress the valve springs and install the valve
retaining locks.
6. Remove the compressor and repeat the procedure
on the remaining cylinders.
7. Install new o-ring and sealing washer on injector.
8. Lubricate o-ring and injector bore.
9. Verify sealing washer (shim) was removed with old
injector.
10. Install injector Refer to (Refer to 14 - FUEL SYS-
TEM/FUEL INJECTION/FUEL INJECTOR -
INSTALLATION).
11. Install the cylinder head (Refer to 9 - ENGINE/
CYLINDER HEAD - INSTALLATION).
STANDARD PROCEDURE - VALVE LASH ADJUSTMENT AND VERIFICATION
NOTE: To obtain accurate readings, valve lash

measurements AND adjustments should only be
performed when the engine coolant temperature is
less than 60° C (140° F).
The 24–valve overhead system is a “low-maintenance”

design. Routine adjustments are no longer necessary,
however, measurement should still take place when
trouble-shooting performance problems, or upon com-
pletion of a repair that includes removal and installa-
tion of the valve train components or injectors.
1. Disconnect battery negative cables.
2. Remove cylinder head cover (Refer to 9 - ENGINE/
REMOVAL).
3. Using the crankshaft barring tool #7471–B, rotate crankshaft to align damper TDC mark to 12:00 o’clock position.
a. If both number one cylinder rocker levers are loose, continue to next step.
b. If both number one clylinder rocker levers are not loose, rotate crankshaft 360 degrees.
4. With the engine in this position, valve lash can be measured at the following rocker arms: INTAKE 1–2–4 /
EXHAUST 1–3–5. Measure the valve lash by inserting a feeler gauge between the rocker arm socket and cross-
head. Refer to VALVE LASH LIMIT CHART for the correct specifications. If the measurement falls within the
limits, adjustment/resetting is not necessary. If measurement finds the lash outside of the limits, adjustment/
resetting is required.
VALVE LASH LIMIT CHART
INTAKE EXHAUST
0.152 mm ( 0.006 in.) MIN. 0.381 mm (0.015 in.) MIN.
0.381 mm (0.015 in.) MAX. 0.762 mm (0.030 in.) MAX.
NOTE:
If measured valve lash falls within these specifications, no adjustment/reset is necessary. Engine operation within
these ranges has no adverse affect on performance, emissions, fuel economy or level of engine noise.
5. If adjustment/resetting is required, loosen the lock

nut on rocker arms and turn the adjusting screw
until the desired lash is obtained:
• INTAKE 0.254 mm (0.010 in.)
• EXHAUST 0.508 mm (0.020 in.) Tighten the lock
nut to 24 Nm (18 ft. lbs.) and re-check the valve
lash.
6. Using the crankshaft barring tool, rotate the crank-
shaft one revolution (360°) to align the damper
TDC mark to the 12 o’clock position.
7. With the engine in this position, valve lash can be
measured at the remaining rocker arms: INTAKE
3–5–6 / EXHAUST 2–4–6. Use the same method
as above for determining whether adjustment is
necessary, and adjust those that are found to be
outside of the limits.
8. Install the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTAL-
LATION).
9. Connect the battery negative cables.
REMOVAL - VALVE SPRINGS AND SEALS

1. Disconnect the battery negative cables.
3. FOR EARLY BUILD ENGINES Disconnect rocker
housing injector harness connector. Remove all
injector harness solenoid nuts.
4. FOR LATE BUILD ENGINES Disconnect the injec-
tor harness connectors at cylinder head cover gas-
ket. Remove all injector solenoid nuts. Remove
cylinder head cover gasket.
5. Remove injector(s) for cylinder(s) to be serviced.
(Refer to 14 - FUEL SYSTEM/FUEL INJECTION/
FUEL INJECTOR - REMOVAL) or (Refer to 14 -
FUEL SYSTEM/FUEL INJECTION/FUEL INJEC-
TOR - REMOVAL).
6. Remove the rocker housing.
7. Remove the rocker arms and crossheads from the cylinder(s) to be serviced. Mark each component so they can
be installed in their original position.
8. Using the crankshaft barring tool #7471–B (2), rotate the engine to position the damper mark in the 12 o’clock
position. At this engine position, cylinders #1 and #6 can be serviced.
9. Remove the accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL).
10. With the damper TDC mark in the 12 o’clock position, add a paint mark anywhere on the gear housing cover
next to the crankshaft damper. Place another mark on the vibration damper in alignment with the mark you just
made on the cover.
11. Divide the crankshaft damper into three equally sized segments as follows:
a. Using a tape measure, measure the circumference of the crankshaft damper and divide the measurement by
three (3).
b. Measure that distance in a counter-clockwise direction from the first balancer mark and place another mark
on the balancer.
c. From the second damper mark, again measure in a counter-clockwise direction and place a mark on the
damper at the same distance you measured when placing the second damper mark. The damper should
now be marked in three equally spaced locations and the damper TDC mark should be in the 12 o’clock
position.
d. Remove injectors, fuel lines, and high pressure connectors for every cylinder that requires repair.
12. Compress the valve springs at cyls. #1 and #6 as

follows:
a. Install the valve spring compressor mounting
base as shown in.
b. Install the top plate, washer, and nut. Using a
suitable wrench tighten the nut (clock-wise) to
compress the valve springs and remove the
collets.
c. Rotate the compressor nut counter-clockwise
to relieve tension on springs. Remove spring
compressor.
d. Remove and replace retainers, springs, and
seals as necessary.
e. Do not rotate the engine until the springs
and retainers are re-installed.
f. Install seals, springs and retainers. Install
spring compressor, compress valve springs and
install the collets.
g. Release the spring tension and remove the
compressor. Verify that the collets are seated
by tapping on the valve stem with a plastic
hammer.
13. Using the crankshaft barring tool (2), rotate the

engine until the next crankshaft damper paint
mark aligns with the mark you placed on the
cover. In this position, cylinders #2 and #5 can
be serviced.
14. Repeat the valve spring compressing procedure
previously performed and service the retainers,
springs, and seals as necessary.
15. Using the crankshaft barring tool, rotate the
engine until the next crankshaft damper paint
mark aligns with the mark you placed on the
cover. In this position, cylinders #3 and #4 can
be serviced.
16. Repeat the spring compressing procedure previ-
ously performed and service the retainers,
springs, and seals as necessary.
INSTALLATION
1. Install rocker housing.
2. Install fuel injectors and high pressure fuel lines.
3. Lubricate the valve tips and install the crossheads in their original locations.
4. Lubricate the crossheads and push rod sockets and install the rocker arms and pedestals in their original loca-
tions. Tighten bolts to 36 N·m (27 ft. lbs.) torque.
5. Verify valve lash adjustment (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES & SEATS
6. FOR EARLY BUILDS Install cylinder head cover and reusable gasket (Refer to 9 - ENGINE/CYLINDER HEAD/
7. FOR LATE BUILDS Install cylinder head cover gasket onto rocker housing.
8. Install injector solenoid nuts.
9. Connect injector harness connectors.
10. Install cylinder head cover.
11. Connect battery negative cables.
ROCKER ARM
DESCRIPTION
The unique intake and exhaust rocker arms have their own rocker shafts and are lubricated by passages intersect-
ing the cylinder block main oil rifle. Crossheads are used, which allow each rocker arm to operate two valves.
The solid push rods are hardened at the rocker arm and tappet contact areas for superior strength and durability.
REMOVAL

2. Remove cylinder head cover (Refer to 9 - ENGINE/
REMOVAL).
3. Remove the rocker arm/pedestal fasteners and
remove rocker arm (1) and pedestal (2) from cylin-
der head. Mark the arms and pedestals so they
can be installed in their original position.
CAUTION: When removing the rocker arms, the

sockets may come loose and fall into the engine.
Make sure they stay with the arm upon
removal/installation.
4. Lift the push rod(s) up and out of the engine. Mark

them so they can be installed in their original posi-
tion.
NOTE: The #5 cyl. intake and exhaust and #6 cyl.

intake and exhaust push rods must be raised
through the provided cowl panel access holes.
5. Lift the crosshead(s) off of the valve stems. Mark

them so they can be installed in their original
position.
CLEANING
Clean all components in a suitable solvent. If neces-
sary, use a wire brush or wheel to remove stubborn
deposits. Rinse in hot water and blow dry with com-
pressed air. Inspect oil passages in rocker arms and
pedestals. Apply compressed air to lubrication orifices
to purge contaminants.
INSPECTION
Rocker Arms
1. Remove rocker shaft and inspect for cracks and

excessive wear in the bore or shaft. Remove
socket and inspect ball insert and socket for signs
of wear. Replace retainer if necessary.
Measure the rocker arm bore and shaft.
Push Rods
Inspect the push rod ball and socket for signs of scor-
ing. Check for cracks where the ball and the socket
are pressed into the tube.
Roll the push rod on a flat work surface with the
socket end hanging off the edge. Replace any push
rod that appears to be bent.
Crossheads
Inspect the crossheads for cracks and/or excessive

wear on rocker lever and valve tip mating surfaces.
INSTALLATION
1. If previously removed, install the push rods in their original location. Verify that they are seated in the tappets.
2. Lubricate the valve tips and install the crossheads in their original locations.
3. Lubricate the crossheads and push rod sockets and install the rocker arms and pedestals in their original loca-
tions. Tighten bolts to 36 N·m (27 ft. lbs.) torque.
5. FOR EARLY BUILDS Install cylinder head cover and reusable gasket (Refer to 9 - ENGINE/CYLINDER HEAD/
6. FOR LATE BUILDS Install cylinder head cover.
ENGINE BLOCK
STANDARD PROCEDURE
STANDARD PROCEDURE - CYLINDER BLOCK REFACING
1. The combustion deck can be refaced twice. The
first reface should be 0.25 mm (0.0098 inch). If
additional refacing is required, an additional 0.25
mm (0.0098 inch) can be removed. Total allowed
refacing is 0.50 mm (0.0197 inch).
2. The upper right corner of the rear face of the block

must be stamped with a X when the block is
refaced to 0.25 mm (0.0098 inch). A second X
must be stamped beside the first when the block is
refaced to 0.50 mm (0.0197 inch).
3. Consult the parts catalog for the proper head gas-
kets which must be used with refaced blocks to
ensure proper piston-to-valve clearance.
STANDARD PROCEDURE - CYLINDER BORE - DE-GLAZE

1. New piston rings may not seat in glazed cylinder
bores.
2. De-glazing gives the bore the correct surface finish
required to seat the rings. The size of the bore is
not changed by proper de-glazing.
3. Cover the lube and tappet holes in the top of the
block with waterproof tape.
4. It crankshaft is installed, wrap connecting rod jour-
nals with clean cloth. Cover cloth with waterproof
tape.
5. A correctly honed surface will have a crosshatch appearance with the lines at 15° to 25° angles. For the rough
hone, use 80 grit honing stones. To finish hone, use 280 grit honing stones.
6. Use a drill, a fine grit Flex-hone and a mixture of

equal parts of mineral spirits and SAE 30W engine
oil to de-glaze the bores.
7. The crosshatch angle is a function of drill speed
and how fast the hone is moved vertically.
8. Vertical strokes MUST be smooth continuous
passes along the full length of the bore.
9. Inspect the bore after 10 strokes.
10. Use a strong solution of hot water and laundry
detergent to clean the bores. Clean the cylinder
bores immediately after de-glazing.
11. Rinse the bores until the detergent is removed
and blow the block dry with compressed air.
12. Check the bore cleanliness by wiping with a
white, lint free, lightly oiled cloth. If grit residue is
still present, repeat the cleaning process until all residue is removed. Wash the bores and the complete block
assembly with solvent and dry with compressed air. Place a clean shop towel around the top main bearing
saddle to deflect water and residue from piston cooling nozzels. Remove directed piston cooling nozzles if
installed.
13. Be sure to remove the tape covering the lube holes, rod journals, and piston cooling nozzles after the cleaning
process is complete.
STANDARD PROCEDURE—CYLINDER BORE REPAIR

Cylinder bore(s) can be repaired by one of two methods:
• Method 1:—Over boring and using oversize pistons and rings.
• Method 2:—Boring and installing a repair sleeve to return the bore to standard dimensions.
METHOD 1—OVERSIZE BORE

Cylinder bore(s) can be repaired by one of two methods:
Oversize pistons and rings are available in two sizes - 0.50 mm (0.0197 inch) and 1.00 mm (0.0393 inch).
Any combination of standard, 0.50 mm (0.0197 inch) or 1.00 mm (0.0393 inch) overbore may be used in the same
engine.
If more than 1.00 mm (0.0393 inch) overbore is needed, a repair sleeve can be installed (refer to Method 2—Repair
Sleeve).
Cylinder block bores may be bored twice before use of a repair sleeve is required. The first bore is 0.50 mm
(0.0197 inch) oversize. The second bore is 1.00 mm (0.0393 inch) oversize.
After boring to size, use a honing stone to chamfer the edge of the bore.
CYLINDER BORE DIMENSION CHART
DESCRIPTION MEASUREMENT
BORING DIAMETER DIMENSION 1st. REBORE - 102.469 mm (4.0342 in.)
2nd. REBORE - 102.969 mm (4.0539 in.)
HONING DIAMETER DIMENSIONS STANDARD - 102.020 ± 0.020 mm (4.0165 ± 0.0008 in.)
1st. REBORE - 102.520 ± 0.020 mm (4.0362 ± 0.0008 in.)
2nd. REBORE - 103.020 ± 0.020 mm 4.0559 ± 0.0008 in.)
CHAMFER DIMENSIONS Approx. 1.25 mm (0.049 in.) by 30°
A correctly honed surface will have a crosshatch

appearance with the lines at 15° to 25° angles with
the top of the cylinder block. For the rough hone, use
80 grit honing stones. To finish hone, use 280 grit hon-
ing stones.
A maximum of 1.2 micrometer (48 microinch) surface
finish must be obtained.
After finish honing is complete, immediately clean the
cylinder bores with a strong solution of laundry deter-
gent and hot water.
After rinsing, blow the block dry.
Check the bore cleanliness by wiping with a white, lint-free, lightly- oiled cloth. There should be no grit residue
present.
If the block is not to be used right away, coat it with a rust- preventing compound.
METHOD 2—REPAIR SLEEVE
REPAIR SLEEVE BLOCK REBORE DIMENSIONS CHART
BORE DIAMETER STEP DIMENSION

104.500 + 0.015 mm (4.1142 + 0.0006 in.) 6.35 mm (0.25 in.)
If more than a 1.00 mm (0.03937 inch) diameter oversize bore is required, the block must be bored and a repair
sleeve installed.
Bore the block cylinder bore to 104.500-104.515 mm (4.1142-4.1148 inch).
Repair sleeves can be replaced by using a boring bar to bore out the old sleeve. DO NOT cut the cylinder bore
beyond the oversize limit.
After machining the block for the new repair sleeve,

thoroughly clean the bore of all metal chips, debris
and oil residue before installing the sleeve.
Cool the repair sleeve(s) to a temperature of -12°C
(10°F) or below for a minimum of one hour. Be ready
to install the sleeve immediately after removing it from
the freezer.
Apply a coat of Loctite 620, or equivalent to the bore
that is to be sleeved.
Wear protective gloves to push the cold sleeve into
the bore as far as possible.
Using a sleeve driver (1), drive the sleeve (2) down-
ward until it contacts the step at the bottom of the
bore.
SLEEVE DRIVER CONSTRUCTION SPECIFICATION CHART
ITEM MEASUREMENT
A 127 mm (5 in.)
B 38 mm (1.5 in.)
C 6.35 mm (0.25 in.)
D 25.4 mm (1 in.)
E 101 mm (3.976 in.)
F 107.343 mm (4.226 in.)
A sleeve driver can be constructed as shown.
SLEEVE MACHINING DIMENSIONS CHART
ITEM MEASUREMENT
SLEEVE PROTRUSION MIN. - FLUSH WITH BLOCK
MAX. - 0.050 mm (0.0019 in.)
SLEEVE DIAMETER 101.956 mm (4.014 in.)
SLEEVE CHAMFER APPROX. 1.25 mm (0.049 in.) by 15°
Set up a boring bar and machine the sleeve to 101.956 mm (4.014 inch).
After removing the boring bar, use a honing stone to chamfer the corner of the repair sleeve(s).
A correctly honed surface will have a crosshatch appearance with the lines at 15° to 25° angles with the top of the
cylinder block. For the rough hone, use 80 grit honing stones. To finish hone, use 280 grit honing stones.
Finished bore inside dimension is 102.020 ±0.020 mm (4.0165 ±0.0008 inch).
A maximum of 1.2 micrometer (48 microinch) surface finish must be obtained.
After finish honing is complete, immediately clean the cylinder bores with a strong solution of laundry detergent and
hot water.
After rinsing, blow the block dry with compressed air.
Wipe the bore with a white, lint-free, lightly oiled cloth. Make sure there is no grit residue present.
Apply a rust-preventing compound if the block will not be used immediately.
A standard diameter piston and a piston ring set must be used with a sleeved cylinder bore.
STANDARD PROCEDURE - CAM BORE REPAIR
For standard bushings, not oversized, maximum front

cam bushing bore diameter is 59.248 mm. (2.3326
in.). DO NOT bore the intermediate cam bore to the
front cam bore oversize dimensions. Maximum front
camshaft bushing installed diameter is 54.147 mm.
(2.1318 in.). Minimum installed diameter is 54.083
mm. (2.1293 in.). Maximum intermediate camshaft
bore diameter is 54.164 mm. (2.1324 in.).
A surface finish of 2.3 micrometers (92 microinch)
must be maintained. Not more than 20% of an area of
any one bore may be 3.2 micrometers (126 micro-
inch).
Camshaft bores can be repaired individually. It is not necessary to repair undamaged cam bores in order to repair
individually damaged cam bores. The standard front bushing (1) cannot be used to repair intermediate bores.
Install all cam bushings flush or below the front and rear cam bore surface. The front camshaft bushing should be
installed flush with front face of block. The oil hole must align to allow a 3.2 mm (0.125 inch) rod to pass through
freely.
INSPECTION
Measure the combustion deck face using a straight

edge (1) and a feeler gauge (2). Cylinder block flat-
ness: End-to-end 0.076 mm ( .003 in.). Maximum vari-
ation side-to-side 0.051 mm (.002 in.).
Inspect for any localized dips or imperfections.
If the surface exceeds the limit, (Refer to 9 - ENGINE/
ENGINE BLOCK - STANDARD PROCEDURE).
BORE SPECIFICATIONS
BORE DIAMETER
Min. 102.000 mm (4.0157 in.)
Max. 102.116 mm (4.0203 in.)
OUT OF ROUNDNESS
Max. 0.038 mm (0.0015 in.)
TAPER
Max. 0.076 mm (.003 in.)
Inspect the cylinder bores for damage or excessive wear.
Measure the cylinder bores. If the cylinder bores exceed the limit, (Refer to 9 - ENGINE/ENGINE BLOCK - STAN-
DARD PROCEDURE).
Inspect the camshaft bores for scoring or excessive wear.
Measure the camshaft bores (Refer to 9 - ENGINE - SPECIFICATIONS).
If a bore exceeds the limit, (Refer to 9 - ENGINE/ENGINE BLOCK/CAMSHAFT & BEARINGS (IN BLOCK) - STAN-
DARD PROCEDURE).
Inspect the tappet bores for scoring or excessive wear.
Measure tappet bore from bottom of block. Minimum tappet bore diameter 16.000 mm (0.0630 in.). Maximum tappet
bore 16.055 mm. (0.632 in.).
If out of limits, replace the cylinder block.
CAMSHAFT & BEARINGS (IN BLOCK)

REMOVAL
CAMSHAFT BEARINGS
NOTE: Measure the diameter of each bore. If the camshaft bore for the first or rear cam bushing is worn
beyond the limit, install a new service bushing. Inspect the rest of the camshaft bores for damage or exces-
sive wear.If the bores without a bushing are worn beyond the limit, the engine must be removed for machin-
ing and installation of service bushings. If badly worn, replace the cylinder block.
1. Remove the camshaft (Refer to 9 - ENGINE/ENGINE BLOCK/CAMSHAFT & BEARINGS (IN BLOCK) -
REMOVAL).
2. Remove the bushing from the No.1 bore.
3. Mark the cylinder block so you can align the oil hole in the cylinder block with the oil hole in the bushing.
CAMSHAFT
2. Recover A/C refrigerant (if A/C equipped) (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STAN-
DARD PROCEDURE).
4. Drain engine coolant into container suitable for re-use (Refer to 7 - COOLING - STANDARD PROCEDURE).
5. Lower vehicle.
7. Remove viscous fan/drive/shroud assembly (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
8. Disconnect the coolant recovery bottle hose from the radiator filler neck.
9. Disconnect lower radiator hose from radiator outlet.
10. Automatic Transmission models: Disconnect transmission oil cooler lines from front of radiator using Special
Tool 6931 (unless equipped with finger-release disconnect).
11. Remove radiator mounting screws and lift radiator out of engine compartment.
12. Remove upper radiator support panel.
13. If A/C equipped, disconnect A/C condenser refrigerant lines.
14. Disconnect charge air cooler piping from the cooler inlet and outlet.
15. Remove the two charge air cooler mounting bolts.
16. Remove charge air cooler (and A/C condenser if equipped) from vehicle.
18. Remove accessory drive belt tensioner.
19. Remove the fan support/hub assembly.
20. Remove crankshaft damper and speed indicator ring (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - REMOVAL).
21. Remove the gear cover-to-housing bolts and gently pry the cover away from the housing, taking care not to mar
the sealing surfaces. Remove dust seal with cover.
22. Using Special Tool 7471–B Crankshaft Barring Tool, rotate the crankshaft to align the timing marks on the
crankshaft and the camshaft gears.
REMOVAL).
24. Remove the rocker arms, cross heads, and push

rods. Mark each component so they can be
installed in their original positions.
NOTE: The #5 cylinder intake and the #6 cylinder

intake and exhaust pushrods are removed by lift-
ing them up and through the provided cowl panel
access holes. Remove the rubber plugs to expose
these relief holes.
25. Raise the tappets as follows, using the wooden

dowel rodsprovided with the Miller Tool Kit 8502.
a. Insert the slotted end of the dowel rod into the
tappet. The dowel rods for the rear two cyl-
inders will have to be cut for cowl panel
clearance. Press firmly to ensure that it is
seated in the tappet.
b. Raise the dowel rod to bring the tappet to the
top of its travel, and wrap a rubber band
around the dowel rods to prevent the tappets
from dropping into the crankcase.
c. Repeat this procedure for the remaining
cylinders.
26. Verify that the camshaft timing marks are aligned

with the crankshaft mark.
27. Remove the bolts from the thrust plate.
28. Remove engine mount through bolts.
29. Install engine support fixture special tool # 8534,
and steel bracket/wing nut special tool #
8534A.
30. Raise engine enough to allow camshaft removal.
31. Remove the camshaft, gear and thrust plate.
INSPECTION
Camshaft
CAMSHAFT DIMENSIONS
CAMSHAFT DIMENSIONS
Journal diameter (No.1 and No.7)

Min. 54.028 mm. (2.127 in.)
Max. 54.048 mm. (2.128 in.)
Journal diameter (No.2 through No.6)

Min. 53.962 mm. (2.1245 in.)
Max. 54.013 mm. (2.1265 in.)
Diameter of peak of lobe
Intake
Min. 47.175 mm (1.857 in.)
Max 47.855 mm.
Exhaust
Min. 45.632 mm. (1.797 in.)
Max. 46.312 mm. (1.823 in.)
1. Inspect the valve lobes (1) and bearing journals (2)

for cracks, pitting, scoring, or generally excessive
wear. Replace any camshaft that exceeds the
allowable limits.
2. Measure the bearing journals and lobes.
CAUTION: If Camshaft lobes are worn, requiring

camshaft replacement, it is necessary to replace
the tappets also. (Refer to 9 - ENGINE/ENGINE
BLOCK/SOLID LIFTERS - REMOVAL).
Camshaft Bushing/Bores
Camshaft bores No. 2–7 do not use a bushing.

1. Inspect the camshaft bushing and bores for signs
of excessive wear.
2. Measure the camshaft bushing and bores with a
telescoping bore gauge and micrometer. If out of
specification, (Refer to 9 - ENGINE/ENGINE
BLOCK/CAMSHAFT & BEARINGS (IN BLOCK) -
REMOVAL).
3. Inspect the camshaft bushing (1) oil holes for align-

ment with cylinder block.
Camshaft Gear
Inspect the camshaft gear for cracks (gear and hub), and chipped/broken/fretted teeth. If replacement is necessary,
camshaft and gear are replaced as an assembly. (Refer to 9 - ENGINE/ENGINE BLOCK/CAMSHAFT & BEARINGS
(IN BLOCK) - REMOVAL).
Thrust Plate
CAMSHAFT THRUST PLATE THICKNESS CHART
MIN. 9.34 mm (0.368 in.)

MAX. 9.60 mm (0.378 in.)
Inspect the camshaft thrust plate for excessive wear in the camshaft contact area. Measure thrust plate thickness
using the CAMSHAFT THRUST PLATE THICKNESS CHART . Replace any thrust plate that falls outside of these
specifications:
INSTALLATION
CAMSHAFT BEARINGS
1. Apply a coating of LoctiteT 640 Adhesive to the
backside of the new bushing. Avoid getting adhe-
sive in the oil hole.
2. Use a universal cam bushing installation tool and
install the front bushing (1) so that it is even with
the front face of the cylinder block. The oil hole
must be aligned. A 3.2 mm (0.128 inch) diameter
rod must be able to pass through the hole.
3. Measure the installed bushings at the front bore.
The minimum inside diameter is 54.083 mm
(2.1293 inch), and the maximum inside diameter is
is 54.147 mm. (2.1318 in.).
CAMSHAFT
1. Lubricate the camshaft bushing and bores with
fresh engine oil or suitable equivalent.
2. Liberally coat the camshaft lobes, journals, and
thrust washer with fresh engine oil or suitable
equivalent.
CAUTION: When installing the camshaft, DO NOT

push it in farther than it will go with the thrust
washer in place.
3. Install the camshaft and thrust plate. Align the tim-

ing marks as shown.
BACKLASH - 0.075 - 0.250 mm (0.003 - 0.010 inch)

CLEARANCE - 0.025 - 0.500 mm (0.001 - 0.020 inch)
4. Install the thrust plate bolts and tighten to 24 N·m (18 ft. lbs.) torque.
5. Measure camshaft back lash and end clearance.
6. Remove the wooden dowel rods and rubber bands from the tappets.
7. Lubricate the push rods with engine oil and install in their original location. Verify that they are seated in the
tappets.
8. Lubricate the valve tips with engine oil and install the crossheads in their original locations.
9. Lubricate the crossheads and push rod sockets with engine oil and install the rocker arms and pedestals in their
original locations. Tighten bolts to 36 N·m (27 ft. lbs.) torque.
11. FOR EARLY BUILDS Install the cylinder head cover and reusable gasket (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - INSTALLATION).
12. FOR LATE BUILDS Install the cylinder head cover.
13. Install gear housing cover (Refer to 9 - ENGINE/VALVE TIMING/GEAR HOUSING COVER - INSTALLATION).
Install front crankshaft dust seal.
14. Install the crankshaft damper with the speed indicator ring (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - INSTALLATION).
15. Install the fan support/hub assembly Refer to (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLA-
TION).
17. Install accessory drive belt tensioner. Torque bolt to 43 Nm (32 ft. lbs.).
18. Install the accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
19. Install the charge air cooler (with a/c condenser and auxiliary transmission oil cooler, if equipped) and tighten
the mounting bolts to 2 N·m (17 in. lbs.) torque.
20. Connect charge air cooler inlet and outlet pipes. Tighten clamps to 11 N·m (95 in. lbs.) torque.
21. Install the radiator upper support panel.
22. Close radiator petcock and lower the radiator into the engine compartment. Tighten the mounting bolts to 11
N·m (95 in. lbs.) torque.
24. Connect radiator lower hose and install clamp.
25. Connect transmission auxiliary oil cooler lines (if equipped).
26. Lower vehicle.
27. Install the fan /drive/shroud assembly. (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION)
28. Install the coolant recovery and windshield washer fluid reservoirs to the fan shroud.
29. Connect the coolant recovery hose to the radiator filler neck.
30. Add engine coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).
31. Charge A/C system with refrigerant (if A/C equipped) (Refer to 24 - HEATING & AIR CONDITIONING/PLUMB-
ING - STANDARD PROCEDURE).
33. Start engine and check for engine oil and coolant leaks.
BEARINGS - CONNECTING ROD

STANDARD PROCEDURE - CONNECTING ROD BEARING AND CRANKSHAFT
JOURNAL CLEARANCE
DESCRIPTION MEASUREMENT
CONNECTING ROD BORE, BEARINGS REMOVED MIN. 72.99 mm (2.874 in.)
MAX. 73.01 mm (2.875 in.)
CONNECTING ROD BORE, BEARINGS INSTALLED MIN. 69.05 mm (2.719 in.)
MAX. 69.10 mm (2.720 in.)
1. Measure the connecting rod bore with bearings

removed and the bolts tightened to 100 N·m (73 ft.
lbs.) torque..
2. Measure the connecting rod bore with the bearings
installed and the bolts tightened to 100 N·m (73 ft.
lbs.) torque.
Measure within 20° arc from each side of the parting
line. Also measure 90° from parting line.
Record the smallest and largest diameter.
Measure the diameter of the rod journal at the location
shown. Calculate the average diameter for each side
of the journal.
Determine minimum bearing clearance by calculating
the differance between the smallest connecting rod
bore diameter with the bearing installed and the average diameter for each side of the crankshaft journal.
Determine the maximum bearing clearance by calculating the difference between the largest connecting rod bore
diameter and the average diameter with the bearing installed for each side of the crankshaft journal.
If the crankshaft is within limits, replace the bearing. If the crankshaft is out of limits, grind the crankshaft to the next
smaller size and use oversize rod bearings.
CRANKSHAFT & GEAR

DESCRIPTION
The crankshaft is a forged steel, integrally balanced

unit. It is supported by seven main bearings, with posi-
tion number six designated as the thrust journal. The
crankshaft is held in place by main caps and 12 mm
capscrews. The crankshaft also has internal cross
drillings to supply the connecting rods with engine oil.
REMOVAL - GEAR
1. Remove the gear housing cover. (Refer to 9 - ENGINE/VALVE TIMING/GEAR HOUSING COVER - REMOVAL)
2. Split the gear and remove it from the crankshaft.
INSTALLATION - GEAR
1. Remove all burrs and make sure the gear surface
on the end of the crankshaft is smooth.
2. If removed, install a new alignment pin. Drive the
pin in using a ball- peen hammer, leaving it pro-
truding 1.0 mm (0.039 inch) to 1.5 mm (0.059 inch)
above the crankshaft.
WARNING: WEAR PROTECTIVE GLOVES TO PRE-

VENT INJURY.
CAUTION: DO NOT heat the gear longer than 45

minutes.
3. Heat the crankshaft gear for 45 minutes at a temperature of 149°C (300°F). Do not use torch, gear failure will
occur.
4. Apply a thin coat of lubricant to the nose of the crankshaft.
5. Position the gear with the timing mark out and install it on the crankshaft using the alignment pin. Make sure the
gear contacts the shoulder.

STANDARD PROCEDURE - MAIN BEARING CLEARANCE
MAIN BEARING BORE DIAMETER CHART
ITEM MAIN BEARING BORE DIAMETER (MAXIMUM)

BEARINGS INSTALLED 83.106 mm (3.2719 in.)
BEARINGS REMOVED Min 87.983 mm (3.4639 in.)
Max. 88.019 mm (3.4653 in.)
Inspect the main bearing bores for damage or abnormal wear.
1. Remove bearings and measure main bearing bore diameter after torquing main bearing cap bolts to 176 Nm
(130 ft. lbs.).
2. Install the crankshaft main bearings and measure main bearing bore diameter with the main bolts tightened to
CRANKSHAFT MAIN JOURNAL DIAMETER CHART
ITEM SPECIFICATION
Minimum diameter 82.962 mm (3.2662 in.)
Maximum diameter 83.013 mm (3.2682 in.)
Maximum out of roundness 0.050 mm (.002 in.)
Maximum taper 0.013 mm (.0005 in.)
Thrust distance (at No.6 position) Min. 0.065 mm (.003 in.)
Max. 0.432 mm (.017 in.)
3. Measure the diameter of the main journal at the locations shown. Calculate the average diameter for each side
of the journal.
4. Calculate the main bearing journal to bearing clearance. Maximum clearance is 0.119 mm (0.00475 inch). If the
crankshaft journal is within limits, replace the main bearings. If not within specifications, grind the crankshaft to
next size and use oversize bearings.
5. Measure thrust distance at the No.6 position.

REMOVAL
3. Partially drain engine coolant into container suitable for re-use (Refer to 7 - COOLING - STANDARD PROCE-
DURE).
4. Lower vehicle.
6. Disconnect coolant recovery bottle hose from radiator filler neck.
7. Disconnect windshield washer pump supply hose and electrical connections and lift washer bottle off of fan
shroud.
8. Remove viscous fan/drive assembly. (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
9. Remove cooling fan shroud and fan assembly from the vehicle.
11. Remove the cooling fan support/hub from the front of the engine.
12. Raise the vehicle on hoist.
13. Remove the crankshaft damper and speed indicator ring.
14. Remove power steering pump.

16. Remove the gear cover-to-housing bolts and gen-

tly pry the cover away from the housing, taking
care not to mar the gasket surfaces. Remove
crank seal dust shield with cover.
17. Support the cover on a flat work surface with
wooden blocks, and using a suitable punch (1)
and hammer, drive the old seal out of the cover
from the back side of the cover to the front side.
INSTALLATION
CAUTION: The seal lip and the sealing surface on

te crankshaft must be be from all oil residue, to
prevent leaks. The crankshaft and seal surface
must be completely dry when the seal is installed.
1. Clean cover and housing gasket mating surfaces.

Use a suitable scraper and be careful not to dam-
age the gear housing surface. Remove any old
sealer from the oil seal bore. Thoroughly clean the
front seal area of the crankshaft. The seal lip and
the sealing surface on the crankshaft must be free
from all oil residue to prevent seal leaks.
2. Inspect the gear housing and cover for cracks and
replace if necessary. Carefully straighten any bends
or imperfections in the gear cover with a ball-peen
hammer on a flat surface. Inspect the crankshaft
front journal for any grooves or nicks that would
affect the integrity of the new seal.
3. Apply a bead of MoparT Stud & Bearing Mount to
the outside diameter of the seal. Do not lubricate
the inside diameter of the new seal.
4. With the cover supported by wood blocks, install the seal into the rear of the cover using crankshaft seal installer
Special Tool 8281 and driver handle C-4171. Strike the driver handle until the installation tool bottoms out on the
inside of the cover.
CAUTION: Do not distort or damage seal.

5. Install the plastic seal pilot (provided with seal kit)

into the crankshaft seal.
6. Apply a bead of MoparT Silicone Rubber Adhesive
Sealant or equivalent to the gear housing cover
sealing surface.
7. Install the cover to the gear housing, aligning the
seal pilot with the nose of the crankshaft.
8. Install the cover bolts and tighten to 24 N·m (18 ft.
lbs.) torque. Remove pilot tool.
9. Install dust shield over nose of crankshaft.
10. Install the crankshaft damper and speed indicator
ring. Torque the bolts to 40 N·m (30 ft. lbs.). Then
rotate an additional 60°. Use the engine barring
tool to keep the engine from rotating during tightening operation.
11. Install the fan support/hub assembly and torque bolts to 32 N·m (24 ft. lbs.).
13. Install accessory drive belt tensioner. Torque bolt to 43 Nm (32 ft.lbs.).
14. Install cooling fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
18. Start engine and check for oil leaks.

REMOVAL
2. Remove the transmission and transfer case (if
equipped).
3. Remove the clutch cover and disc (if manual trans-
mission equipped) (Refer to 6 - CLUTCH/CLUTCH
DISC - REMOVAL).
4. Remove the flywheel or converter drive plate.
5. FOR LATE BUILDS Remove the flywheel adapter
plate.
6. Drill holes 180° apart into the seal. Be careful not
to contact the drill against the crankshaft.
7. Install #10 sheet metal screws (1) in the drilled
holes and remove the rear seal with a slide ham-
mer (4).
INSTALLATION
CAUTION: The seal lip and the sealing surface on the crankshaft must be free from all oil residue to prevent
seal leaks. The crankshaft and seal surfaces must be completely dry when the seal is installed. Use a soap
and water solution on outside diameter of seal to ease assembly.
1. Clean the crankshaft journal with a suitable solvent and dry with a clean shop towel or compressed air. Wipe the
inside bore of the crankshaft seal retainer with a clean shop towel.
2. Inspect the crankshaft journal for gouges, nicks, or other imperfections. If the seal groove in the crankshaft is
excessively deep, install the new seal 1/8” deeper into the retainer bore, or obtain a crankshaft wear sleeve that
is available in the aftermarket.
3. Install the seal pilot and new seal, provided in the replacement kit, onto the crankshaft.
4. Remove the seal pilot.
5. Install the installation tool over crankshaft.
6. Using a ball peen hammer, strike the tool (2) at the

12, 3, 6, and 9 o’clock positions until the alignment
tool bottoms out on the retainer.
7. Install the flywheel or converter drive plate. Tighten
the bolts to 137 N·m (101 ft. lbs.) torque.
8. Install the clutch cover and disc (if equipped)
(Refer to 6 - CLUTCH/CLUTCH DISC - INSTALLA-
TION).
9. Install the transmission and transfer case (if
equipped).
10. Lower vehicle.
12. Check engine oil level and adjust, if necessary.
RETAINER - CRANK REAR OIL SEAL

REMOVAL
3. Remove the oil pan drain plug and drain the engine
oil. Re-install plug and torque to 50 N·m (44 ft. lbs.)
torque.
4. Remove transmission and transfer case (if
equipped) from vehicle.
5. Remove flywheel or torque converter drive plate.
6. FOR LATE BUILDS Remove flywheel adapter
plate.
7. Disconnect starter cables from starter motor.
8. Remove starter motor (Refer to 8 - ELECTRICAL/
STARTING/STARTER MOTOR - REMOVAL) and
transmission adapter plate assembly.
9. Remove four 4 oil pan rear bolts. Slide a feeler
gauge between the seal retainer and oil pan gasket
to break the seal.
10. Remove the six 6 retainer-to-block bolts (3).
11. Remove the rear seal retainer and gasket (3).
12. Support the seal retainer and drive out the crankshaft seal with a hammer and suitable punch.
INSTALLATION
NOTE: Late and Early build engines use different retainers, they are not interchangeable.
1. If using the old seal retainer, the crankshaft seal

must be replaced.
2. Inspect oil pan gasket for nicks or cuts. If gasket is
damaged, the oil pan must be removed and gasket
must be replaced. Wipe oil pan gasket dry and
apply light coating of RTV.
3. Using the retainer alignment/seal installation tool
provided in the seal service kit, install the align-
ment tool into the retainer and install to the cylinder
block, using a new gasket. Tighten the six (6)
mounting bolts by hand.
4. The seal alignment tool is used to align rear cover
properly. Starting with the center two bolts, tighten
the retainer in a circular pattern to 10 N·m (89 in.
lbs.). Remove the alignment tool.
CAUTION: The seal lip and the sealing surface on

the crankshaft must be free from all oil residue to
prevent seal leaks. The crankshaft and seal sur-
faces must be completely dry when the seal is
installed. Use a soap and water solution on out-
side diameter of seal to ease assembly.
NOTE: Later build engines are equipped with a

dual mass flywheel, which uses a crankshaft
adapter. The rear seal retainer will not interchange
with a non dual mass flywheel. The rear seal
retainer for a dual mass flywheel is shorter and
will not fit on earlier engines which have a stan-
dard flywheel.
5. Make sure the provided seal pilot (1) is installed

into the new crankshaft seal (3). Use the alignment/installation tool and press the seal onto the crankshaft. Alter-
nately drive the seal at the 12, 3, 6 and 9 o’clock positions.
6. Remove the alignment tool and trim the retainer

gasket (1) even with the oil pan mounting surface.
7. Remove the seal pilot.
8. Apply a small amount of MoparT Silicone Rubber
Adhesive Sealant to the oil pan rail T-joints.
9. Install the four (4) oil pan rear mounting bolts and
torque to 28 N·m (21 ft. lbs.).
10. Install new rectangular ring seal for cam bore.
11. Install the flywheel housing and bolts. Torque
bolts to 77 N·m (57 ft. lbs.).
12. Install the flywheel housing and bolts. Torque
bolts to 77 N·m (57 ft. lbs.).
13. FOR EARLY BUILDS Install the flywheel or con-
verter drive plate. Tighten bolts to 137 N·m (101
ft. lbs.).
14. FOR LATE BUILDS Install the dual mass flywheel with crankshaft adapter. Tighten bolts to 137 N·m (101 ft.
lbs.).
15. Install the starter motor Refer to (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - INSTALLATION).
16. Install the transmission and transfer case (if equipped).
17. Lower vehicle.
18. Fill the crankcase with new engine oil.
TAPPETS - VALVE
REMOVAL
NOTE: This procedure requires use of Miller Tool

8502 Tappet Replacement Kit.
1. Remove camshaft (Refer to 9 - ENGINE/ENGINE

REMOVAL).
2. Insert the trough (1) (provided with tool kit) the full
length of the camshaft bore. Make sure the cap
end goes in first and the open side faces up
(towards tappets).
3. Remove only one tappet at a time. Remove rub-

ber band from one cylinder pair and attach tappet
dowel not being removed to the next cylinder pair.
4. Raise dowel rod (disengage from tappet) and allow

tappet to fall into trough.
5. Carefully remove trough (do not rotate) and tap-
pet. If the tappet is not being replaced, mark it so it
can be installed in its original location.
6. Re-install trough (1) and repeat procedure on

remaining tappets.
CLEANING
Clean tappet with a suitable solvent. Rinse in hot water and blow dry with a clean shop rag or compressed air.
INSPECTION
1. Visually inspect the tappet the tappet socket, stem,
and face for excessive wear, cracks, or obvious
damage.
2. Measure the tappet stem diameter. Replace the
tappet if it falls below the minimum size.
INSTALLATION
1. Insert the trough (1) the full length of the camshaft
bore. Again, make sure the cap end goes in first
and the open side faces up (towards tappets).
2. Lower the tappet installation tool through the push

rod hole and into the trough.
3. Retrieve the tappet installation tool using the

hooked rod provided with the tool kit
.
4. Lubricate the tappet with clean engine oil or suit-

able equivalent and install the tappet to the instal-
lation tool.
5. Pull the tappet up and into position. If difficulty is
experienced getting the tappet to make the turn
into the tappet bore, wiggle the trough while gently
pulling up on the tappet.
6. With the tappet in place, rotate the trough one half

turn so the open side is down (toward crankshaft).
7. Remove the tappet installation tool from the tappet.
8. Re-install a dowel rod and secure the rod with a
rubber band.
9. Rotate the trough one half turn and repeat the pro-
cedure for the remaining tappets.
10. Install the camshaft (Refer to 9 - ENGINE/EN-
GINE BLOCK/CAMSHAFT & BEARINGS (IN
BLOCK) - INSTALLATION).

DESCRIPTION
PISTONS
The piston is constructed of aluminum and is gravity

cast, free floating design. The piston incorporates a
centrally located high swirl combustion bowl, and uti-
lizes a “keystone” style top compression ring, and a
“Tapered Face” intermediate ring, for superior cylinder
wall scraping. Piston cooling nozzles cool the piston
and pin with engine oil supplied by the crankshaft
main journals. High horsepower pistons are gallery
cooled and utilize J-jet piston cooling nozzles. Pistons
are directional in order to provide clearance to piston
cooling nozzles.
CONNECTING RODS
The connecting rods are a split angle design. They
have a pressed-in-place wrist pin bushing that is lubri-
cated by piston cooling nozzle oil spray.
Machined connecting rods are no longer used in
the diesel engine. Do not install machined con-
necting rods into an engine that has fractured split
connecting rods.
Fractured split connecting rods are first manufactured as a single piece and then fractured into two pieces. Frac-
tured split connecting rods can be identified by a rough and irregular surface at the connecting rod split face. To
properly assemble the rod cap to the connecting rod, the bearing tangs on the connecting rod and cap must be
located on the same side of the rod. The long end of the connecting rod must be assembled on the intake or
camshaft side of the engine.
Each matched fractured split connecting rod and cap is an assembly and are not interchangeable. If a connecting
rod or cap is damaged, the entire assembly must be replaced.
STANDARD PROCEDURE - HEAD GASKET SELECTION

1. Measure piston protrusion for all six pistons.
2. Calculate the average piston protrusion. Maximum allowable protrusion is 0.516 mm (0.020 inch).
NOTE: There are two different head gaskets available. One gasket is for Average piston protrusion less than
0.30 mm (0.011 inch). The other gasket is for Average piston protrusion greater than 0.30 mm (0.011 inch)
REMOVAL
1. Disconnect the battery cables.
3. Remove the oil pan and suction tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
4. Remove bolts and the block stiffener.
5. Using Miller Tool 7471-B crankshaft barring tool, rotate the crankshaft so all of the pistons are below TDC.
6. Before removing the piston(s) from the bore(s):
a. Remove any carbon ridge formations or deposits at the top of the bore with a dull scraper or soft wire brush.
b. If cylinder bore wear ridges are found, use a ridge reamer to cut the ridge from the bore. DO NOT remove
more metal than necessary to remove the ridge.
7. Remove the J-jet cooling nozzles, if equipped.
NOTE: If cylinders have ridges, the cylinders are oversize and will more than likely need boring.
8. Using a hammer and steel stamp, stamp the cylinder number in the top of each piston. The front of the piston
is identified by a stamping on the top of the piston. DO NOT stamp in the outside 5 mm (.197 in.) of the piston
diameter. DO NOT stamp over the piston pin.
9. Mark the connecting rod and cap with the corresponding cylinder numbers.
10. Remove the connecting rod bolts and rod caps. Use care so the cylinder bores and connecting rods are not
damaged.
11. Use a hammer handle or similar object to push the piston and connecting rod through the cylinder bore.
12. Store the piston/rod assemblies in a rack.
CLEANING—PISTON AND CONNECTING ROD

CAUTION: DO NOT use bead blast to clean the pistons. DO NOT clean the pistons and rods in an acid tank.
PISTON
Clean the pistons and pins in a suitable solvent, rinse in hot water and blow dry with compressed air. Soaking the
pistons over night will loosen most of the carbon build up. De-carbon the ring grooves with a broken piston ring and
again clean the pistons in solvent. Rinse in hot water and blow dry with compressed air.
CONNECTING ROD
Clean the connecting rods in a suitable solvent, rinse in hot water and blow dry with compressed air.
INSPECTION
INSPECTION - PISTONS
PISTON SKIRT DIAMETER (MIN.)

101.775 mm (4.006 in. )
Inspect the pistons for damage and excessive wear. Check top of the piston, ring grooves, skirt and pin bore. Mea-
sure the piston skirt diameter. If the piston is out of limits, replace the piston.
The upper groove only needs to be inspected for dam-

age. Use a new piston ring (2) to measure the clear-
ance in the intermediate ring groove. Minimum
clearance is 0.045 mm (0.0018 inch), maximum clear-
ance is 0.095 mm (.0037 inch). If the clearance of the
intermediate ring exceeds specifications, replace the
piston (3).
Use a new oil ring to measure the clearance in the oil
groove. Minimum clearance is 0.040 mm (0.0016
inch), maximum clearance is 0.085 mm (.0033 inch). If
the clearance exceeds specifications, replace the
piston.
Measure the pin bore (2). The maximum diameter is

40.012 mm (1.5753 inch), Minimum is 40.006 mm
(1.575 inch). If the bore is over limits, replace the pis-
ton (1).
Inspect the piston pin for nicks, gouges and excessive

wear. Measure the pin diameter (1). The minimum
diameter is 39.990 mm (1.5744 inch), maximum
40.003 mm (1.5749 inch). If the diameter is out of lim-
its, replace the pin (1).
INSPECTION - CONNECTING ROD
Inspect the connecting rod for damage and wear. The

I-Beam section of the connecting rod cannot have
dents or other damage. Damage to this part can
cause stress risers which will progress to breakage.
Measure the connecting rod pin bore (1). The maxi-
mum diameter is 40.042 mm (1.5765 inch), minimum
diameter is 40.019 mm (1.5756 inch). If out of limits,
replace the connecting rod.
INSTALLATION
1. Lubricate the cylinder bores with clean engine oil.
2. Generously lubricate the rings and piston skirts
with clean engine oil.
3. Orientate the rings on the piston (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON RINGS - STAN-
DARD PROCEDURE).
4. Compress the rings using a piston ring compressor
tool (1). If using a strap-type ring compressor,
make sure the inside end of the strap does not
hook on a ring gap and break the ring.
5. Bar the crankshaft so the rod journal for the piston

to be installed is at BDC (Bottom Dead Center).
6. Make sure the front of the piston is oriented prop-
erly according to the marking on the top of the pis-
ton and the connecting rod is oriented properly.
7. Position the piston and rod assembly into the cylinder bore with the front of the piston oriented properly accord-
ing to the stamping in the top of the piston. Use care when you install the piston and connecting rod so the
cylinder bore is not damaged. The long side of the connecting rod must be installed on the intake side of the
engine.
8. Push the piston into the bore until the top of the piston is approximately 50 mm (2 inch) below the top of the
block. Carefully pull the connecting rod onto the crankshaft journal.
9. Use clean engine oil to lubricate the threads and under the heads of the connecting rod bolts.
10. For fractured/split type connecting rods, the long end of the rod must be installed towards the intake side of
the engine.
a. The connecting rod split/face must face toward the same side as the piston notch feature on the skirt. The
split face will face toward the exhaust side of the engine if properly installed.
11. Install the rod cap and bolts to the connecting rod. Tighten the connecting rod bolts evenly in 3 steps.
• Tighten the bolts to 30 N·m (22 ft. lbs.) torque.
• Tighten the bolts to 60 N·m (44 ft. lbs.) torque.
• Rotate 60° clockwise.
12. The crankshaft must rotate freely. Check for freedom of rotation as the caps are installed. If the crankshaft does
not rotate freely, check the installation of the rod bearing and the bearing size.
13. Measure the side clearance between the connecting rod and the crankshaft. DO NOT measure the clearance
between the cap and crankshaft.
14. Install J-jet piston cooling nozzles if equipped.
15. Install block stiffener. Torque to 43 N·m (32 ft. lbs.).
16. Install the suction tube and oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
17. Install the cylinder head onto the engine (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
18. Install a new filter and fill the crankcase with new engine oil.Prefill the filter with clean oil.
19. Connect the battery negative cables and start engine.
RINGS - PISTON
1. Determine the piston diameter and obtain the
appropriate ring set. The piston rings can be iden-
tified as shown.
2. Position each ring in the cylinder and use a piston

(1) to square it with the bore at a depth (3) of 89.0
mm (3.5 inch).
PISTON RING GAP CHART

TOP RING 0.26 - 0.36 mm (0.010 - 0.014 in.)
INTERMEDIATE RING 0.85-1.15 mm (0.033 - 0.045 in.)
OIL CONTROL RING 0.25-0.55 mm (0.010 - 0.022 in.)
3. Use a feeler gauge to measure the piston ring gap.
4. The top surface of all of the rings are identified with

the word TOP or the supplier’s MARK. Assemble
the rings with the word TOP or the supplier’s
MARK up.
5. Position the oil ring expander (2) in the oil control
ring (1) groove (bottom groove).
6. Install the oil control ring (1) with the end gap
OPPOSITE the ends on the expander.
7. Install the intermediate piston ring in the second

groove.
8. Install the top piston ring in the top groove.
9. Position the rings as shown.

DAMPER - CRANKSHAFT
REMOVAL
2. Remove the four (4) damper to crankshaft bolts and remove damper and speed indicator ring.
INSPECTION
1. Inspect the damper hub for cracks and replace if
any are found.
2. Inspect the rubber member for deterioration or
missing segments.
3. Inspect the index lines (1) on the damper hub (2)

and the inertia member (3). If the lines are more
than 1.59 mm (1/16 in.) out of alignment, replace
the damper.
INSTALLATION
1. Install speed indicator ring.
NOTE: The speed indicator ring is located over a dowel pin.
2. Install the crankshaft damper and bolts. Tighten bolts to 40 N·m (30 ft. lbs.) torque, plus an additional 60°.
NOTE: The damper must be installed so the hole is located over the dowel pin.
MOUNT - FRONT
REMOVAL
2. Remove the viscous fan/drive assembly (Refer to 7
- COOLING/ENGINE/RADIATOR FAN -
REMOVAL).
4. Install engine support fixture tool# 8534 and steel
bracket tool # 8534A
5. Loosen the thru-bolt and nut.
6. Lift the engine SLIGHTLY and remove the insulator
to block bolts.
7. Remove the RH insulator (2) from the vehicle.
8. Remove the LH insulator (2) from the vehicle.

INSTALLATION
1. With engine raised SLIGHTLY, position the LH
insulator (2) to the mount. Install the bolts and
torque to specification.
2. With engine raised SLIGHTLY, position the RH

insulator (2) to the mount. Install the bolts and
torque to specification.
3. Lower the engine using tool # 8534, while guiding
the mount and thru-bolt into the frame mounted
support cushion brackets.
4. Install the thru-bolt nut and tighten the nut to 95
5. Remove the engine support fixture tool #8534.
7. Install the viscous fan/drive assembly (Refer to 7 -
TION).
MOUNT - REAR
REMOVAL

2. Position a transmission jack in place.
3. Remove support cushion stud nuts.
4. Raise rear of transmission and engine SLIGHTLY.
5. Remove the bolts holding the support cushion to the transmission support bracket. Remove the support cushion.
6. If necessary, remove the bolts holding the transmission support bracket to the transmission.
INSTALLATION
1. If removed, position the transmission support bracket to the transmission. Install new attaching bolts and tighten
to 102 N·m (75 ft. lbs.) torque.
2. Position support cushion to transmission support bracket. Install stud nuts and tighten to 47 N·m (35 ft. lbs.)
torque.
3. Using the transmission jack, lower the transmission and support cushion onto the crossmember .
4. Install the support cushion bolts and tighten to 47 N·m (35 ft. lbs.) torque.
5. Remove the transmission jack.
LUBRICATION
DESCRIPTION
NOTE: Refer to and for circuit illustrations.
A gear driven gerotor type oil pump is mounted behind the front gear cover in the lower right portion on the engine.
OPERATION
A gerotor style oil pump draws oil from the crankcase through the suction tube and delivers it through the block
where it enters the oil cooler cover and pressure regulator valve. When oil pressure exceeds 517 kPa (75 PSI), the
valve opens exposing the dump port, which routes excess oil back to the oil pump.
At the same time, oil is directed to a cast in passage in the oil cooler cover, leading to the oil cooler element. As the
oil travels through the element plates, it is cooled by engine coolant traveling past the outside of the plates. It is
then routed to the oil filter head and through a full flow oil filter. If a plugged filter is encountered, the filter by-pass
valve opens, allowing unfiltered oil to lubricate the engine. This condition can be avoided by frequent oil and filter
changes, per the maintenance schedules found in the owners manual. The by-pass valve is calibrated to open when
it sees a pressure drop of more than 345 kPa (50 psi) across the oil filter.
The oil filter head then divides the oil between the engine and the turbocharger. The turbocharger receives filtered,
cooled and pressurized oil through a supply line from the filter head. The oil lubricates the turbocharger and returns
to the pan by way of a drain tube connecting the bottom of the turbocharger to a pressed in tube in the cylinder
block.
CAUTION:
Two different styles of J-jet piston cooling nozzles and nozzle mounting fasteners are used, depending on
engine build date. The two designs are NOT interchangeable. One design uses an all metal piston cooling
nozzle (1) with a fluted mounting capscrew (3). The second design uses a plastic nozzle/body/locating arm
(5) , and a metal nozzle tip (4). The second design nozzle must be used with a banjo bolt (6). When replac-
ing piston cooling nozzles, it is important to replace the cooling nozzle mounting fastener with the same
type that was removed. Do not intermix both designs in the same engine. Severe engine damage can result
if the two designs are intermixed.
Oil is then carried across the block to an angle drilling which intersects the main oil rifle (3). The main oil rifle (3)
runs the length of the block and delivers oil to the crankshaft main journals and valve train. Oil travels to the crank-
shaft through a series of transfer drillings (one for each main bearing) and lubricates a groove in the main bearing
upper shell. From there another drilling feeds the camshaft main journals. J-jet piston cooling nozzles (1,4) are sup-
plied by a separate oil rifle. Plugs are used in place of saddle jets when J-jets are used. Crankshaft internal cross-
drillings supply oil to the connecting rod journals.
Another series of transfer drillings intersecting the main oil rifle supply (14) the valve train components. Oil travels
up the drilling, through a hole in the head gasket, and through a drilling in the cylinder head (one per cylinder),
where it enters the rocker arm pedestal (3) and is divided between the intake and exhaust rocker arm (1). Oil travels
up and around the rocker arm mounting bolt, and lubricates the rocker shaft (2) by cross drillings that intersect the
mounting bolt hole. Grooves at both ends of the rocker shaft supply oil through the rocker arm where the oil travels
to the push rod and socket balls and.
DIAGNOSIS AND TESTING—ENGINE OIL PRESSURE

1. Remove the 1/8 npt plug from the top of the oil filter housing.
2. Install Oil Pressure Line and Gauge Tool C-3292 with a suitable adapter.
3. Start engine and warm to operating temperature.
4. Record engine oil pressure and compare with engine oil pressure chart.
CAUTION: If engine oil pressure is zero at idle, DO NOT RUN THE ENGINE.
Engine Oil Pressure (MIN)

At Idle 68.9 kPa (10 psi)
At 2500 rpm 206.9 kPa (30 psi)
If minimum engine oil pressure is below these ranges, (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
5. Remove oil pressure gauge and install the 1/8 npt plug.
OIL
STANDARD PROCEDURE
STANDARD PROCEDURE - ENGINE OIL LEVEL
CAUTION: Do not overfill crankcase with engine

oil, oil foaming and oil pressure loss can result.
To ensure proper lubrication of an engine, the engine

oil must be maintained at an acceptable level. The
acceptable oil level is in the SAFE RANGE (3) on the
engine oil dipstick.
2. With engine OFF, allow approximately 15 minutes
for oil to settle to bottom of crankcase, remove
engine oil dipstick.
4. Replace dipstick and verify it is seated in the tube.
6. Add oil only if level is below the SAFE RANGE area on the dipstick.
7. Replace dipstick.

WARNING: HOT OIL CAN CAUSE PERSONAL INJURY.
NOTE: Change engine oil and filter at intervals specified in the owner’s manual.
1. Operate the engine until the water temperature reaches 60°C (140°F). Shut the engine off.
2. Use a container that can hold at least 14 liters (15 quarts) to hold the used oil. Remove the oil drain plug and
drain the used engine oil into the container.
3. Always check the condition of the used oil. This can give you an indication of engine problems that might exist.
• Thin, black oil indicates fuel dilution.
• Milky discoloration indicates coolant dilution.
4. Clean the area around the oil filter head. Remove the filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER -
REMOVAL).
5. Install new oil filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER - INSTALLATION).
6. Clean the drain plug and the sealing surface of the pan. Check the condition of the threads and sealing surface
on the oil pan and drain plug.
8. Use only High-Quality Multi-Viscosity lubricating oil in the Cummins Turbo Diesel engine. Choose the correct oil
for the operating conditions (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - DESCRIPTION).
9. Fill the engine with the correct grade of new oil (Refer to LUBRICATION & MAINTENANCE/FLUID CAPACITIES
- SPECIFICATIONS).
10. Start the engine and operate it at idle for several minutes. Check for leaks at the filter and drain plug.
11. Stop engine. Wait 15 minutes to allow the oil to drain back to the pan and check the level again.

Care should be exercised when disposing of used engine oil after it has been drained from a vehicle’s engine.
COOLER - ENGINE OIL & LINES

CLEANING
CLEANING AND INSPECTION
Clean the sealing surfaces.
Apply 483 kPa (70 psi) air pressure to the element to check for leaks. If the element leaks, replace the element.
FILTER - ENGINE OIL

REMOVAL
1. Clean the area around the oil filter head. Remove the filter from below using a cap-style filter wrench.
2. Clean the gasket surface of the filter head. The filter canister O-Ring seal can stick on the filter head. Make sure
it is removed.
INSTALLATION
1. Fill the oil filter element with clean oil before installation. Use the same type oil that will be used in the engine.
2. Apply a light film of lubricating oil to the sealing surface before installing the filter.
CAUTION: Mechanical over-tightening may distort the threads or damage the filter element seal.
3. Install the filter until it contacts the sealing surface of the oil filter adapter. Tighten filter an additional 1⁄2 turn.
PAN - ENGINE OIL

REMOVAL
2. Install engine support fixture # 8534.
4. Disconnect starter cables from starter motor.
5. Remove transmission and transfer case (if equipped).
6. Remove flywheel or flexplate.

7. Remove starter motor (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - REMOVAL) and transmission
adapter plate assembly.
WARNING: HOT OIL CAN CAUSE PERSONAL INJURY.
8. Drain the engine oil (Refer to 9 - ENGINE/LUBRICATION/OIL - STANDARD PROCEDURE).

9. Install the oil pan drain plug if sealing surface is not damaged and tighten to 50 N·m (37 ft. lbs.) torque.
10. Remove oil pan bolts, break the pan to block seal, and lower pan slightly and remove oil suction tube fasteners.
11. Remove oil pan and suction tube.
CLEANING
Remove all gasket material from the oil pan and cylinder block sealing surfaces. Extra effort may be required
around T-joint areas. Clean oil pan and flush suction tube with a suitable solvent.
INSPECTION
Inspect the oil pan, suction tube, and tube braces for cracks and damage. Replace any defective component.
Inspect the oil drain plug and drain hole threads. Inspect the oil pan sealing surface for straightness. Repair any
minor imperfections with a ball-peen hammer. Do not attempt to repair an oil pan by welding.
INSTALLATION
1. Fill the T-joint between the pan rail/gear housing and pan rail/rear seal retainer with sealant. Use MoparT Silicone
Rubber Adhesive Sealant or equivalent.
2. Place suction tube in oil pan and guide them into place. Slide oil pan gasket into postion.Using a new tube to
block gasket, install and tighten the suction tube bolts by hand. Starting with the oil pump inlet bolts, tighten the
bolts to 24 N·m (18 ft. lbs.) torque. Tighten the remaining tube brace bolts to 43 N·m (32 ft. lbs.) torque.
3. Starting in the center and working outward, tighten the oil pan bolts to 28 N·m (21 ft. lbs.) torque.
4. Install the flywheel housing assembly with the starter motor attached and tighten bolts to 77 N·m (57 ft. lbs.)
torque.
5. Connect starter motor cables.
NOTE: Early build engines are equipped with a standard flywheel with an NV 5600 transmission. Later
builds use a G 56 transmission, and a dual mass flywheel, which uses a crankshaft to flywheel adapter.
6. FOR EARLY BUILDS Install the flywheel or flexplate. Torque to 137 N·m (101 ft. lbs.).
7. FOR LATE BUILDS Install the flywheel to crankshaft adapter. Torque to 137 N·m (101 ft. lbs.).
8. Install transmission and transfer case (if equipped).
9. Lower vehicle.
10. Remove the engine support fixture # 8534.
11. Install battery negative cables.
12. Fill the crankcase with new engine oil.
13. Start engine and check for leaks. Stop engine, check oil level, and adjust, if necessary.
VALVE - OIL PRESSURE RELIEF

REMOVAL
2. Remove the threaded plug (2), spring (4) and valve
(5). Insert a finger or a seal pick to lift the plunger
from the bore.
NOTE: If the plunger is stuck in the bore, it will be

necessary to remove the filter head.
CLEANING
1. Clean the regulator spring and plunger with a suitable solvent and blow dry with compressed air. If the plunger
bore requires cleaning, it is necessary to remove the oil filter head to avoid getting debris into the engine.
INSPECTION
Inspect the plunger and plunger bore for cracks and

excessive wear. Polished surfaces are acceptable.
Verify that the plunger moves freely in the bore.
Check the spring for height and load limitations.
Replace the spring if out of limits shown in the figure.
INSTALLATION
1. Install the plunger, spring, and plug as shown in. Tighten the plug to 80 N·m (59 ft. lbs.) torque.
3. Start the engine and verify that it has oil pressure.

REMOVAL
2. Disconnect the oil pressure switch connector.
3. Using a suitable socket, remove the oil pressure switch from the block (counter-clockwise).
INSTALLATION
1. If the switch is not being replaced, replace and lubricate the o-ring.
2. Install the oil pressure switch and tighten to 18 N·m (159 in. lbs.) torque.
3. Connect oil pressure switch connector.
5. Start engine and check for oil leaks at the switch.
PUMP - ENGINE OIL

REMOVAL
2. Remove fan/drive assembly (Refer to 7 - COOL-
3. Remove the accessory drive belt (Refer to 7 -
REMOVAL).
4. Remove the fan support/hub assembly.
REMOVAL) and speed indicator ring.
8. Remove the gear housing cover (Refer to 9 -
ENGINE/VALVE TIMING/GEAR HOUSING COVER
- REMOVAL).
9. Remove the four mounting bolts (2) and pull the oil
pump (1) from the bore in the cylinder block.
CLEANING
Clean all parts in solvent and dry with compressed air. Clean the old sealer residue from the back of the gear
housing cover and front of the gear housing.
INSPECTION
Disassemble and inspect the oil pump as follows:
1. Visually inspect the lube pump gears for chips,

cracks or excessive wear.
2. Remove the back plate (1).
3. Mark TOP on the gerotor planetary (3) using a felt
tip pen.
4. Remove the gerotor planetary (3) inspect for
excessive wear or damage. Inspect the pump
housing and gerotor drive (2) for damaged and
excessive wear.
5. Install the gerotor planetary in the original position.

6. Measure the tip clearance (1). Maximum clearance
is 0.1778 mm (0.007 inch). If the oil pump is out of
limits, replace the pump.
7. Measure the clearance of the gerotor drive/gerotor

planetary (2)to port plate (1). Maximum clearance
is 0.127 mm (0.005 inch). If the oil pump is out of
limits, replace the pump.
8. Measure the clearance of the gerotor planetary to

the body bore (1). Maximum clearance is 0.381
mm (0.015 inch). If the oil pump is out of limits,
replace the pump.
9. Measure the gears backlash (3,4). The limits of a

used pump is 0.15- 0.25 mm (0.006-0.010 inch). If
the backlash is out of limits, replace the oil pump.
10. Install the back plate.
INSTALLATION
1. Lubricate the pump with clean engine oil. Filling the
pump with clean engine oil during installation will
help to prime the pump at engine start up.
2. Install the pump. Verify the idler gear pin is
installed in the locating bore in the cylinder block.
Tighten the oil pump mounting bolts in two steps, in
the sequence shown in.
• Step 1—Tighten to 8 N·m (71 in. lbs.) torque.
3. The back plate on the pump seats against the bot-

tom of the bore in the cylinder block. When the
pump is correctly installed, the flange on the pump
will not touch the cylinder block.
4. Measure the idler gear to pump drive gear back-
lash and the idler gear to crankshaft gear backlash.
The backlash should be 0.15- 0.25 mm
(0.006-0.010 inch). If the backlash is out of limits,
replace the oil pump.
5. If the adjoining gear moves when you measure the
backlash, the reading will be incorrect.
6. Apply a bead of MoparT Silicone Rubber Adhesive Sealant or equivalent to the gear housing cover sealing sur-
face.
7. Install the gear housing cover (Refer to 9 - ENGINE/VALVE TIMING/GEAR HOUSING COVER - INSTALLA-
TION).
8. Install the vibration damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION) and
speed indicator ring.
9. Install the fan support/hub assembly Refer to (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLA-
TION)
11. Install accessory drive belt tensioner. Torque bolt to 43 N·m (32 ft. lbs.).
13. Install the cooling fan (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
MANIFOLD - INTAKE
REMOVAL
2. Remove the charge air cooler outlet tube (6) from
the air inlet housing (8).
3. Remove the engine oil dipstick tube mounting bolt.

4. Remove dipstick support at fuel filter housing. Posi-
tion dipstick tube to the side.
5. Disconnect the air grid heater power cables at the
cable mounting studs.
6. Remove the engine wiring harness connections at
the air inlet housing elbow.
7. Remove the four (4) air inlet housing mounting
bolts and remove the housing from top of the
heater elements.
8. Remove the intake air grid heater (1)from the
manifold.
9. Remove the high pressure fuel lines and fuel rail (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL LINES
- REMOVAL).
10. Disconnect manifold air temperature/pressure sensor connector.
11. Remove the remaining intake manifold cover-to-cylinder head bolts.
12. Remove the intake manifold cover and gasket. Keep the gasket material and any other material out of the air
intake.
13. Clean the intake manifold cover and cylinder head sealing surface.
CLEANING
Clean manifold in solvent and blow dry with compressed air.
Clean cylinder block gasket surfaces using a suitable solvent.
The plenum pan rail must be clean and dry (free of all foreign material).
INSPECTION
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness with a straightedge.
INSTALLATION
1. Using a new gasket, install the intake manifold cover.
2. Install the cover-to-cylinder head bolts that do not hold down the fuel rail. Tighten the bolts to 24 N·m (18 ft. lbs.)
torque.
3. Install the high pressure rail and fuel lines (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL LINES -
INSTALLATION).
4. Using two (2) new gaskets, install the intake air grid heater and air inlet housing.
5. Connect the manifold air temperature/pressure sensor connector.
6. Install and tighten the air intake heater power supply nuts to 14 N·m (120 in. lbs.) torque.
7. Install oil dipstick tube support at fuel filter housing.
8. Install the engine oil dipstick tube and mounting bolt.
9. Position the charge air cooler outlet tube onto the air inlet housing. Tighten the clamps to 11 N·m (100 in. lbs.)
torque.
10. Attach the engine wire harness to the air inlet housing at two locations.
11. Prime the fuel system. Refer to the fuel priming procedure in Group 14, Fuel System.
MANIFOLD - EXHAUST
REMOVAL
3. Disconnect the exhaust pipe from the turbocharger
elbow.
4. Disconnect oil drain tube from turbocharger.
5. Lower vehicle.
6. Disconnect the electronic wastegate command
valve from harness.
7. Disconnect the turbocharger air inlet hose.
9. Disconnect the turbocharger oil supply line.
10. Disconnect the charge air cooler inlet pipe from
the turbocharger.
11. Remove the turbocharger and gasket from the
exhaust manifold.
12. Remove the cab heater return pipe nuts from the
exhaust manifold stud. Position the tube out of the
way.
14. Remove exhaust manifold bolt lockplates (1).
15. Remove the exhaust manifold-to-cylinder head
bolts(2,6) and spacers (3).
16. Remove the exhaust manifold and gaskets.
CLEANING
Clean the cylinder head and exhaust manifold sealing surfaces with a suitable scraper. Use a Scotch-Brite™ pad or
equivalent.
INSPECTION
Inspect the exhaust manifold for cracks. Measure the exhaust manifold for flatness. Place a ruler over all of the
exhaust ports and insert a feeler gauge between the port flange and the ruler. Maximum deviation from flat is 0.20
mm (.008 inch).
INSTALLATION
1. Using new gaskets, install the exhaust manifold and gaskets. Install the bolts and spacers and tighten the bolts
in the sequence shown in to 43 N·m (32 ft. lbs.) torque.
2. Retorque the four center bolts.
3. Install heat shield and torque nuts to 24 Nm (18 ft. lbs.).
4. Install cab heater tube.
5. Install exhaust manifold bolt retention straps.
6. Install the cab heater return hose to the manifold bolt stud. Tighten the nut to 24 N·m (18 ft. lbs.) torque.
7. Install the turbocharger and a new gasket. Tighten the turbocharger mounting nuts to 43 N·m (32 ft. lbs.) torque.
9. Install the oil drain tube and a new gasket to the turbocharger. Tighten the drain tube bolts to 24 N·m (18 ft. lbs.)
torque.
10. Connect the exhaust pipe to the turbocharger and tighten the bolts to 11 N·m (100 ft. lbs.) torque.
11. Connect the wastegate command valve connector.
13. Pre-lube the turbocharger. Pour 50 to 60 cc (2 to 3 oz.) clean engine oil in the oil supply line fitting on the
turbo. Rotate the turbocharger impeller by hand to distrubute the oil thoroughly.
14. Install and tighten the oil supply line fitting nut to 24 N·m (18 ft. lbs.) torque.
15. Position the charge air cooler inlet pipe to the turbocharger. With the clamp in position, tighten the clamp nut to
11 N·m (95 in. lbs.) torque.
16. Position the air inlet hose to the turbocharger. Tighten the clamp to 4 N·m (35 in. lbs.) torque.
18. Start the engine to check for leaks.
VALVE TIMING
STANDARD PROCEDURE - TIMING VERIFICATION
REMOVAL).
2. Remove fuel injector from cylinder number 1 (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR
- REMOVAL).
3. Using Special Tool 7471B rotate the engine until the TDC mark on the damper is at 12 o’clock.
4. Using a 8 in.x 1/4 in. dowel rod inserted into cylinder number 1, rock the crankshaft back and forth to verify
piston number 1 is at TDC.
5. With cylinder number still at TDC, inspect the keyway on the crankshaft gear for proper alignment (12 o’clock
position).
6. If the keyway is not at 12 o’clock position replace the crankshaft gear assembly.
7. If the keyway is at 12 o’clock position, remove front gear cover and verify timing mark alignment between the
camshaft gear and crankshaft gear, if not aligned inspect keyway on camshaft gear.
8. Inspect keyway on camshaft gear for proper alignment with the key in the camshaft, if alignment is off replace
the camshaft/gear assembly.
9. If timing marks alignment is off and no damage is found at either the crankshaft or camshaft gear keyways,
realign timing marks as necessary.
CASE - FRONT
REMOVAL
3. Partially drain engine coolant into container suitable for re-use (Refer to 7 - COOLING - STANDARD PROCE-
DURE).
4. Lower vehicle.
6. Disconnect coolant recovery bottle hose from radiator filler neck.
11. Remove the crankshaft damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - REMOVAL) and
speed indicator ring.
12. Remove the lower fan shroud bracket.
13. Remove the upper fan shroud bracket that is mounted to the gear housing.
15. Remove the power steering pump.
16. Remove the accessory drive belt tensioner.
the gasket surfaces.
18. Remove the fuel injection pump (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL INJECTION PUMP -
REMOVAL).
19. Disconnect the camshaft position sensor connector.
20. Disconnect and remove engine speed sensor.
21. Remove the camshaft (Refer to 9 - ENGINE/ENGINE BLOCK/CAMSHAFT & BEARINGS (IN BLOCK) -
REMOVAL).
22. Remove the six front oil pan fasteners.
23. Remove the gear housing fasteners.
NOTE: Use care when removing the gear housing, to avoid damage to the oil pan gasket, as the gasket will
be reused if it is not damaged.
24. Slide a feeler gauge between the gear housing and oil pan gasket, to break the gasket seal.
25. Remove the gear housing and gasket.
26. Clean the gasket material from the cylinder block and gear housing.
INSTALLATION
1. Inspect oil pan gasket. If torn, gasket must be
replaced.
2. Install a new gear housing gasket onto cylinder
block and trim any excesss gasket material flush to
oil pan rail.
3. Install the gear housing. Torque bolts to 24 N·m (18
ft. lbs.).
4. If a new housing is installed, the camshaft position sensor, and engine speed sensor must be transferred to the
new housing.
5. Connect the camshaft position sensor connector.
6. Install and connect engine speed sensor.
7. Install the injection pump (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL INJECTION PUMP -
INSTALLATION).
8. Install the camshaft (Refer to 9 - ENGINE/ENGINE

INSTALLATION). Align the crankshaft and camshaft
gear marks as shown.
9. Install a new front crankshaft seal into the gear cover.

10. Apply a bead of MoparT Silicone Rubber Adhesive Sealant or equivalent to the gear housing cover. Be sure to
surround all through holes.
11. Using the seal pilot to align the cover, install the cover to the housing and install the bolts. Tighten the bolts to
12. Remove the seal pilot. Install front seal dust shield.
14. Trim any excess gear housing gasket to make it flush with the oil pan rail.
15. Install the crankshaft damper and speed indicator ring (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - INSTALLATION). Torque bolts to 40 Nm (30 ft. lbs.), plus an additional 60°.
16. Install the lower fan shroud bracket. Torque bolts to 24 N·m (18 ft. lbs.) torque.
17. Install the upper fan shroud brackets.
18. Lower vehicle.
19. Install the fan support/hub assembly and tighten bolts to 32 N·m (24 ft. lbs.) torque.
21. Install the accessory drive belt tensioner. Torque bolt to 43 N·m (32 ft. lbs.) torque.
23. Install the upper cooling fan/drive/shroud assembly (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTAL-
LATION).
24. Connect the coolant recovery bottle hose to the radiator filler neck.
25. Install the radiator upper hose and clamps.
26. Add engine oil.
27. Add coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).
28. Connect the battery cables.
COVER - TIMING
REMOVAL
3. Partially drain engine coolant into container suitable for re-use (Refer to 7 - COOLING - STANDARD PROCEDURE).
4. Lower vehicle.
12. Remove the crankshaft damper and speed indicator ring (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - REMOVAL).
the gasket surfaces.
INSTALLATION
1. Install a new front crankshaft oil seal.
2. Obtain a seal pilot (1) installation tool from a crank-
shaft front seal service kit and install the pilot into
the seal.
3. Apply a bead of MoparT Silicone Rubber Adhesive
Sealant or equivalent to the gear housing cover. Be
sure to surround all through holes.
4. Using the seal pilot to (1) align the cover , install
the cover to the housing and install the bolts.
Tighten the bolts to 24 N·m (18 ft. lbs.) torque.
5. Remove the seal pilot. Install front seal dust shield.

7. Install the speed indicator ring and the crankshaft damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - INSTALLATION).
8. Lower vehicle.
9. Install the fan support/hub assy, and tighten bolts to 32 N·m (24 ft. lbs.) torque.
11. Install accessory drive belt tensioner. Torque bolt to 43 N·m (32 ft. lbs.) torque.
13. Install the cooling fan/drive/shroud assembly (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLA-
TION).
14. Install the radiator upper hose and clamps.
15. Add coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).
16. Connect the battery cables.

Dodge Ram Truck 2005 1500,2500, 3500 Service Repair Manual - Engine

Uploaded by

Copyright:

Available Formats

Dodge Ram Truck 2005 1500,2500, 3500 Service Repair Manual - Engine

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Dodge Ram Truck 2005 1500,2500, 3500 Service Repair Manual - Engine

Uploaded by

Copyright:

Available Formats

DR/DH ENGINE 9-1

ENGINE - ELECTRICAL DIAGNOSTICS - ENGINE - 3.7L - SERVICE INFORMATION . . . . 2037

ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L

ENGINE - ELECTRICAL DIAGNOSTICS - P0107-MANIFOLD ABSOLUTE PRESSURE

P0562-BATTERY VOLTAGE LOW . . . . . . . . . 584 P0685-AUTO SHUTDOWN RELAY CONTROL

P2112-ELECTRONIC THROTTLE CONTROL P2181-COOLING SYSTEM PERFORMANCE . 957

ENGINE - ELECTRICAL DIAGNOSTICS - 3.7L/4.7L/5.7L

PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE

Are you currently experiencing a NO RESPONSE condition?

Is the customer complaint a NO START condition?

3. VEHICLE HISTORY AND TSB(s)

Choose the following scenario that best applies.

Were any repairs made that fixed the customer’s complaint?

Were any problems found during the above inspections?

P0016–CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT

ERRATIC CAM POSITION SENSOR SIGNAL

Does the P0016 return?

2. CHECKING THE CMP SIGNAL WITH A LAB SCOPE

Are there any irregular or missing signals?

Were any of the above conditions present?

4. TONE WHEEL/PULSE RING INSPECTION

Were any problems found?

5. CAMSHAFT POSITION SENSOR

If there are no possible causes remaining, view repair.

Does the P0016 return?

7. CHECKING THE CKP SIGNAL WITH A LAB SCOPE

Are there any irregular or missing signals?

Were any of the above conditions present?

9. TONE WHEEL/FLEX PLATE INSPECTION

Were any problems found?

Were any problems found?

P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW

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

1. O2 SENSOR HEATER OPERATION

Does the O2 Sensor voltage stay above 4.5 volts?

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

Is the resistance below 5.0 ohms?

Were there any problems found?

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH

(K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN

Is the DTC active at this time?

4. (Z42) O2 HEATER GROUND CIRCUIT OPEN

Is the resistance below 5.0 ohms?

Does the test light illuminate brightly?

6. (K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN

Is the resistance below 5.0 ohms?

Were there any problems found?

P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW

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

1. O2 SENSOR HEATER OPERATION

Does the O2 Sensor voltage stay above 4.5 volts?

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

Is the resistance below 5.0 ohms?

Were there any problems found?

P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH

(K299) O2 1/2 HEATER CONTROL CIRCUIT OPEN

Is the DTC active at this time?

4. (Z43) O2 HEATER GROUND CIRCUIT OPEN

Is the resistance below 5.0 ohms?

Does the test light illuminate brightly?