PL IGNITION SYSTEM 8D - 1

IGNITION SYSTEM
CONTENTS

page page

GENERAL INFORMATION TESTING FOR SPARK AT COIL—2.0/2.4L . . . . . 7

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . 1 THROTTLE POSITION SENSOR . . . . . . . . . . . . 9
DESCRIPTION AND OPERATION REMOVAL AND INSTALLATION
AUTOMATIC SHUTDOWN RELAY . . . . . . . . . . . 3 AUTOMATIC SHUTDOWN RELAY . . . . . . . . . . 13
CAMSHAFT POSITION SENSOR . . . . . . . . . . . . 4 CAMSHAFT POSITION SENSOR—DOHC . . . . 14
COMBINATION ENGINE COOLANT CAMSHAFT POSITION SENSOR—SOHC . . . . 13
TEMPERATURE SENSOR . . . . . . . . . . . . . . . . 5 COMBINATION ENGINE COOLANT
CRANKSHAFT POSITION SENSOR . . . . . . . . . . 3 TEMPERATURE SENSOR—DOHC . . . . . . . . 15
ELECTRONIC IGNITION COILS . . . . . . . . . . . . . 3 COMBINATION ENGINE COOLANT
IGNITION INTERLOCK . . . . . . . . . . . . . . . . . . . . 7 TEMPERATURE SENSOR—SOHC . . . . . . . . 15
IGNITION SWITCH . . . . . . . . . . . . . . . . . . . . . . . 7 CRANKSHAFT POSITION SENSOR . . . . . . . . . 15
IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . 1 IGNITION COIL . . . . . . . . . . . . . . . . . . . . . . . . 13
INTAKE AIR TEMPERATURE SENSOR . . . . . . . 6 IGNITION INTERLOCK . . . . . . . . . . . . . . . . . . . 17
KNOCK SENSOR . . . . . . . . . . . . . . . . . . . . . . . . 6 IGNITION SWITCH . . . . . . . . . . . . . . . . . . . . . . 16
LOCK KEY CYLINDER . . . . . . . . . . . . . . . . . . . . 7 LOCK CYLINDER HOUSING . . . . . . . . . . . . . . 17
MANIFOLD ABSOLUTE PRESSURE SENSOR LOCK KEY CYLINDER . . . . . . . . . . . . . . . . . . . 17
(MAP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 MAP/IAT SENSOR—DOHC . . . . . . . . . . . . . . . . 16
POWERTRAIN CONTROL MODULE . . . . . . . . . . 2 MAP/IAT SENSOR—SOHC . . . . . . . . . . . . . . . . 16
SPARK PLUG CABLES . . . . . . . . . . . . . . . . . . . 2 POWERTRAIN CONTROL MODULE (PCM) . . . 12
SPARK PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . 2 SPARK PLUG CABLE SERVICE . . . . . . . . . . . . 12
THROTTLE POSITION SENSOR (TPS) . . . . . . . 7 SPARK PLUG SERVICE . . . . . . . . . . . . . . . . . . 12
DIAGNOSIS AND TESTING SPARK PLUG TUBES . . . . . . . . . . . . . . . . . . . 13
CAMSHAFT POSITION SENSOR AND THROTTLE POSITION SENSOR . . . . . . . . . . . 16
CRANKSHAFT POSITION SENSOR . . . . . . . . 9 SPECIFICATIONS
CHECK COIL TEST . . . . . . . . . . . . . . . . . . . . . . 8 FIRING ORDER—2.0L . . . . . . . . . . . . . . . . . . . 18
ENGINE COOLANT TEMPERATURE SENSOR . . 9 IGNITION COIL . . . . . . . . . . . . . . . . . . . . . . . . 18
FAILURE TO START TEST—2.0/2.4L . . . . . . . . . 8 SPARK PLUG CABLE RESISTANCE—DOHC . . 18
IGNITION TIMING PROCEDURE . . . . . . . . . . . . 9 SPARK PLUG CABLE RESISTANCE—SOHC . . 18
INTAKE AIR TEMPERATURE SENSOR . . . . . . . 9 SPARK PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . 18
MANIFOLD ABSOLUTE PRESSURE (MAP) TORQUE SPECIFICATION . . . . . . . . . . . . . . . . 18
SENSOR TEST . . . . . . . . . . . . . . . . . . . . . . . . 9 VECI LABEL . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
SPARK PLUG CONDITION . . . . . . . . . . . . . . . . 10

GENERAL INFORMATION DESCRIPTION AND OPERATION

INTRODUCTION IGNITION SYSTEM
This section describes the electronic ignition sys- Ignition system operation and diagnostics, are
tem for the 2.0L engines used in Neon vehicles. identical for 2.0L Single Overhead Cam (SOHC) and
The On-Board Diagnostics Section in Group 25 2.0L Duel Overhead Cam (DOHC) engines.
describes diagnostic trouble codes. The major difference between the two engines is
Group 0, Lubrication and Maintenance, contains component location which affects the ignition system
general maintenance information for ignition related service procedures. There are various sensors that
items. The Owner’s Manual also contains mainte- are in different locations due to a different cylinder
nance information. head and intake manifold.
8D - 2 IGNITION SYSTEM PL
POWER DISTRI-
BUTION CEN-
TER 40–WAY CONNECTOR BATTERY PCM SPARK
GAUGE
PLUG
DESCRIPTION AND OPERATION (Continued)
The 2.0L engines use a fixed ignition timing sys- that a problem exists in the corresponding cylinder.
tem. The distributorless electronic ignition system is Replace spark plugs at the intervals recommended in
referred to as the Direct Ignition System (DIS). Group 0.
Basic ignition timing is not adjustable. The Spark plugs that have low mileage may be cleaned
Powertrain Control Module (PCM) determines spark and reused if not otherwise defective. Refer to the
advance. The system’s three main components are Spark Plug Condition section of this group. After
the coil pack, crankshaft position sensor, and cam- cleaning, file the center electrode flat with a small
shaft position sensor. point file or jewelers file. Adjust the gap between the
electrodes (Fig. 2) to the dimensions specified in the
POWERTRAIN CONTROL MODULE chart at the end of this section.
The Powertrain Control Module (PCM) regulates
the ignition system (Fig. 1). The PCM supplies bat-
tery voltage to the ignition coil through the Auto
Shutdown (ASD) Relay. The PCM also controls the
ground circuit for the ignition coil. By switching the
ground path for the coil on and off, the PCM adjusts
ignition timing to meet changing engine operating
conditions.
During the crank-start period the PCM maintains
spark advance at 9° BTDC. During engine operation
the following inputs determine the amount of spark
advance provided by the PCM.
• Intake air temperature
• Coolant temperature
• Engine RPM
• Intake manifold vacuum
• Knock sensor
The PCM also regulates the fuel injection system. Fig. 2 Setting Spark Plug Electrode Gap
Refer to the Fuel Injection sections of Group 14. Always tighten spark plugs to the specified torque.
Over tightening can cause distortion and change the
spark plug gap. Tighten spark plugs to 28 N·m (20 ft.
lbs.) torque.

SPARK PLUG CABLES

Spark plug cables are sometimes referred to as sec-
ondary ignition wires. The wires transfer electrical
current from the coil pack to individual spark plugs
at each cylinder. The resistor type, nonmetallic spark
plug cables provide suppression of radio frequency
emissions from the ignition system.
Check the spark plug cable connections for good
contact at the coil and spark plugs. Terminals should
be fully seated. The nipples and spark plug covers
should be in good condition. Nipples should fit tightly
on the coil. Spark plug boot should completely cover
Fig. 1 Powertrain Control Module the spark plug hole in the cylinder head cover. Install
the boot until the terminal snaps over the spark
SPARK PLUGS plug. A snap must be felt to ensure the spark plug
The 2.0L engines uses resistor spark plugs. For cable terminal engaged the spark plug.
spark plug identification and specifications, Refer to Loose cable connections will corrode, increase resis-
the Specifications section at the end of this group. tance and permit water to enter the coil towers.
Remove the spark plugs and examine them for These conditions can cause ignition malfunction.
burned electrodes and fouled, cracked or broken por- Plastic clips in various locations protect the cables
celain insulators. Keep plugs arranged in the order from damage. When the cables are replaced the clips
in which they were removed from the engine. An iso- must be used to prevent damage to the cables. The
lated plug displaying an abnormal condition indicates
 SPARK
INSULATOR
PLUG IGNITIONCOILS

PL IGNITION SYSTEM 8D - 3
SPARK
INSULATOR
PLUG
SPARK PLUG
IGNITION
CABLE
COILS BATTERY SPEED CONTROL SERVO
PCM
POWER DISTRIBUTION CEN-
DESCRIPTION AND OPERATION (Continued) TER

#1 cable must be routed under the PCV hose and

clipped to the #2 cable.

ELECTRONIC IGNITION COILS

WARNING: THE DIRECT IGNITION SYSTEM GEN-
ERATES APPROXIMATELY 40,000 VOLTS. PER-
SONAL INJURY COULD RESULT FROM CONTACT
WITH THIS SYSTEM.

The coil pack consists of 2 coils molded together.

The coil pack is mounted on the valve cover (Fig. 3)
or (Fig. 4). High tension leads route to each cylinder
from the coil. The coil fires two spark plugs every
power stroke. One plug is the cylinder under com-
pression, the other cylinder fires on the exhaust
stroke. Coil number one fires cylinders 1 and 4. Coil Fig. 4 Ignition Coil Pack—DOHC
number two fires cylinders 2 and 3. The PCM deter-
mines which of the coils to charge and fire at the cor- the fuel pump relay and pump. The fuse is located in
rect time. the PDC. Refer to Group 8W, Wiring Diagrams for
The Auto Shutdown (ASD) relay provides battery circuit information.
voltage to the ignition coil. The PCM provides a The PCM controls the ASD relay by switching the
ground contact (circuit) for energizing the coil. When ground path for the solenoid side of the relay on and
the PCM breaks the contact, the energy in the coil off. The PCM turns the ground path off when the
primary transfers to the secondary causing the ignition switch is in the Off position. When the igni-
spark. The PCM will de-energize the ASD relay if it tion switch is in On or Start, the PCM monitors the
does not receive the crankshaft position sensor and crankshaft and camshaft position sensor signals to
camshaft position sensor inputs. Refer to Auto Shut- determine engine speed and ignition timing (coil
down (ASD) Relay—PCM Output, in this section for dwell). If the PCM does not receive crankshaft and
relay operation. camshaft position sensor signals when the ignition
switch is in the Run position, it will de-energize the
ASD relay.
The ASD relay is located in the PDC (Fig. 5). The
inside top of the PDC cover has label showing relay
and fuse identification.

Fig. 3 Ignition Coil Pack—SOHC

AUTOMATIC SHUTDOWN RELAY
The Automatic Shutdown (ASD) relay supplies bat-
tery voltage to the fuel injectors, electronic ignition
coil and the heating elements in the oxygen sensors. Fig. 5 Power Distribution Center (PDC)
A buss bar in the Power Distribution Center (PDC)
supplies voltage to the solenoid side and contact side CRANKSHAFT POSITION SENSOR
of the relay. The ASD relay power circuit contains a The PCM determines what cylinder to fire from the
20 amp fuse between the buss bar in the PDC and crankshaft position sensor input and the camshaft
the relay. The fuse also protects the power circuit for position sensor input. The second crankshaft counter-
 CRANKSHAFT GENERATOR
OIL
POSITION
SENSOR
FILTER

8D - 4 IGNITION SYSTEM PL
DESCRIPTION AND OPERATION (Continued)

Fig. 6 Timing Reference Notches

weight has machined into it two sets of four timing notches and the 60 degree signature notch. The 60
reference notches including a 60 degree signature degree signature notch produces a longer pulse-width
notch (Fig. 6). From the crankshaft position sensor than the smaller timing reference notches. If the
input the PCM determines engine speed and crank- camshaft position sensor input switches from high to
shaft angle (position). low when the 60 degree signature notch passes under
The notches generate pulses from high to low in the crankshaft position sensor, the PCM knows cylin-
the crankshaft position sensor output voltage. When der number one is the next cylinder at TDC.
a metal portion of the counterweight aligns with the The crankshaft position sensor mounts to the
crankshaft position sensor, the sensor output voltage engine block behind the generator, just above the oil
goes low (less than 0.5 volts). When a notch aligns filter (Fig. 7).
with the sensor, voltage goes high (5.0 volts). As a
group of notches pass under the sensor, the output
voltage switches from low (metal) to high (notch)
then back to low.
If available, an oscilloscope can display the square
wave patterns of each voltage pulse. From the fre-
quency of the output voltage pulses, the PCM calcu-
lates engine speed. The width of the pulses represent
the amount of time the output voltage stays high
before switching back to low. The period of time the
sensor output voltage stays high before switching
back to low is referred to as pulse-width. The faster
the engine is operating, the smaller the pulse-width
on the oscilloscope.
By counting the pulses and referencing the pulse
from the 60 degree signature notch, the PCM calcu-
lates crankshaft angle (position). In each group of Fig. 7 Crankshaft Position Sensor
timing reference notches, the first notch represents
69 degrees before top dead center (BTDC). The sec- CAMSHAFT POSITION SENSOR
ond notch represents 49 degrees BTDC. The third The PCM determines fuel injection synchronization
notch represents 29 degrees. The last notch in each and cylinder identification from inputs provided by
set represents 9 degrees before top dead center the camshaft position sensor (Fig. 8) or (Fig. 9) and
BTDC. crankshaft position sensor. From the two inputs, the
The timing reference notches are machined at 20° PCM determines crankshaft position.
increments. From the voltage pulse-width the PCM The camshaft position sensor attaches to the rear
tells the difference between the timing reference of the cylinder head (Fig. 10). A target magnet
CAMSHAFT
REAR OF CYLINDER
POSITION HEAD
SEN-
SOR CAMSHAFT POSITION SEN-
SOR CAM MAGNET/TARGET
TARGET
MAGNET

PL IGNITION SYSTEM 8D - 5
DESCRIPTION AND OPERATION (Continued)

Fig. 8 Camshaft Position Sensor—SOHC

Fig. 10 Target Magnet —Typical

Fig. 9 Camshaft Position Sensor—DOHC

attaches to the rear of the camshaft and indexes to
the correct position. The target magnet has four dif-
ferent poles arranged in an asymmetrical pattern. As
the target magnet rotates, the camshaft position sen-
sor senses the change in polarity (Fig. 11). The sen- Fig. 11 Target Magnet Polarity
sor input switches from high (5 volts) to low (0.30
volts) as the target magnet rotates. When the north COMBINATION ENGINE COOLANT TEMPERATURE
pole of the target magnet passes under the sensor, SENSOR
the output switches high. The sensor output switches The coolant temperature sensor provides an input
low when the south pole of the target magnet passes voltage to the PCM and a separate input voltage to
underneath. the temperature gauge on the instrument panel. The
The camshaft position sensor is mounted to the PCM determines engine coolant temperature from
rear of the cylinder head. The sensor also acts as a the coolant temperature sensor. As coolant tempera-
thrust plate to control camshaft endplay on SOHC ture varies, the coolant temperature sensor resis-
engines. tance changes resulting in a different input voltage
to the PCM.
8D - 6 IGNITION SYSTEM PL
MAP/AIR
PCVINTAKE
VACUUM
TEMPERATURE
MANIFOLD
SENSOR
NIPPLE

DESCRIPTION AND
ENGINE
TEMPERATUREOPERATION
POSITION
CAMSHAFT
COOLANT
SENSOR
SENSOR
FUEL RAIL
(Continued)
COOLANT
ATURE TEMPER-
SENSOR

When the engine is cold, the PCM will demand and Intake Air Temperature (IAT) functions into one
slightly richer air-fuel mixtures and higher idle sensor (Fig. 14) or (Fig. 15).
speeds until normal operating temperatures are
reached. KNOCK SENSOR
SOHC The knock sensor threads into the side of the cyl-
The coolant sensor threads into the end of the cyl- inder block in front of the starter motor. When the
inder head, next to the camshaft position sensor (Fig. knock sensor detects a knock in one of the cylinders,
12). New sensors have sealant applied to the threads. it sends an input signal to the PCM. In response, the
PCM retards ignition timing for all cylinders by a
scheduled amount.
Knock sensors contain a piezoelectric material
which constantly vibrates and sends an input voltage
(signal) to the PCM while the engine operates. As the
intensity of the crystal’s vibration increase, the knock
sensor output voltage also increases.

NOTE: Over or under tightening effects knock sen-

sor performance, possibly causing improper spark
control.

MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)

The PCM supplies 5 volts to the MAP sensor. The
MAP sensor function converts intake manifold pres-
sure into voltage. The PCM monitors the MAP sensor
Fig. 12 Engine Coolant Temperature Sensor—SOHC output voltage. As vacuum increases, MAP sensor
voltage decreases proportionately. Also, as vacuum
DOHC decreases, MAP sensor voltage increases proportion-
The coolant sensor threads into the intake mani- ately.
fold next to the thermostat housing (Fig. 13). New During cranking, before the engine starts running,
sensors have sealant applied to the threads. the PCM determines atmospheric air pressure from
the MAP sensor voltage. While the engine operates,
the PCM determines intake manifold pressure from
the MAP sensor voltage. Based on MAP sensor volt-
age and inputs from other sensors, the PCM adjusts
spark advance and the air/fuel mixture.
The MAP/IAT sensor mounts to the intake mani-
fold (Fig. 14) or (Fig. 15).

Fig. 13 Engine Coolant Temperature Sensor—DOHC

INTAKE AIR TEMPERATURE SENSOR

The intake air temperature sensor measures the
temperature of the air as it enters the engine. The
sensor supplies one of the inputs the PCM uses to
determine injector pulse-width. Fig. 14 MAP/IAT sensor—SOHC
The MAP/Intake Air Temperature (IAT) sensor,
located on the intake manifold, combines the MAP
INTAKE MANI-
FOLD FUEL RAIL
PERATURE
MAP/AIRSENSOR
TEM-

PL OFF
ACCESSORY
UNLOCK IGNITION SYSTEM
ON/RUN 8D -7
START

DESCRIPTION AND OPERATION (Continued)

• On/Run
• Start

Fig. 15 MAP/IAT sensor—DOHC

THROTTLE POSITION SENSOR (TPS)
The TPS mounts to the side of the throttle body. Fig. 16 Ignition Lock Cylinder Detents
The TPS connects to the throttle blade shaft. The IGNITION INTERLOCK
TPS is a variable resistor that provides the Power- All vehicles equipped with automatic transaxles
train Control Module (PCM) with an input signal have an interlock system. The system prevents shift-
(voltage). The signal represents throttle blade posi- ing the vehicle out of Park unless the ignition lock
tion. As the position of the throttle blade changes, cylinder is in the Off, Run or Start position. In addi-
the resistance of the TPS changes. tion, the operator cannot rotate the key to the lock
The PCM supplies approximately 5 volts to the position unless the shifter is in the park position. On
TPS. The TPS output voltage (input signal to the vehicles equipped with floor shift refer to Group 21 -
powertrain control module) represents throttle blade Transaxle for Automatic Transmission Shifter/Igni-
position. The TPS output voltage to the PCM varies tion Interlock.
from approximately 0.38 volts to 1.2 volts at mini-
mum throttle opening (idle) to a maximum of 3.1
volts to 4.4 volts at wide open throttle. DIAGNOSIS AND TESTING
Along with inputs from other sensors, the PCM
uses the TPS input to determine current engine oper- TESTING FOR SPARK AT COIL—2.0/2.4L
ating conditions. The PCM also adjusts fuel injector
pulse width and ignition timing based on these WARNING: THE DIRECT IGNITION SYSTEMS GEN-
inputs. ERATES APPROXIMATELY 40,000 VOLTS. PER-
SONAL INJURY COULD RESULT FROM CONTACT
IGNITION SWITCH WITH THIS SYSTEM.
In the RUN position, the ignition switch connects
power from the Power Distribution Center (PDC) to a The coil pack contains independent coils. Each coil
30 amp fuse in the fuse block, back to a bus bar in must be checked individually.
the PDC. The bus bar feeds circuits for the Power-
CAUTION: Spark plug wire damage may occur if
train Control Module (PCM), duty cycle purge sole-
the spark plug is moved more than 1/4 inch away
noid, EGR solenoid, and ABS system. The bus bar in
from the engine ground.
the PDC feeds the coil side of the radiator fan relay,
A/C compressor clutch relay, and the fuel pump relay.
It also feeds the Airbag Control Module (ACM) CAUTION: Do not leave any one spark plug cable
disconnected any longer than 30 seconds or possi-
LOCK KEY CYLINDER ble heat damage to catalytic converter will occur.
The lock cylinder is inserted in the end of the
housing opposite the ignition switch. The ignition key
rotates the cylinder to 5 different detents (Fig. 16): CAUTION: Test must be performed at idle and in
• Accessory park only with the parking brake on.
• Off (lock)
• Unlock
8D - 8 IGNITION SYSTEM PL
DIAGNOSISENGINE AND TESTING
A GOOD GROUND (Continued)
SPARK PLUG CABLE
BOOT CHECK
SPARKPLUG
SPARK HERE
FOR BATTERY
CYLINDERS
VOLTAGE
2 &TANCE
1 CHECK
3
4 ACROSS
SECONDARY
COILRESIS-
TOW-
ERS

NOTE: New isolated engine valve cover may not (3) Measure the primary resistance of each coil. At
provide adequate ground. Use engine block as the coil, connect an ohmmeter between the B+ pin
engine ground. and the pin corresponding to the cylinders in ques-
tion (Fig. 18). Resistance on the primary side of each
Use a new spark plug and spark plug cable coil should be 0.45 - 0.65 ohm. Replace the coil if
for the following test. resistance is not within tolerance.
(1) Insert a new spark plug into the new spark
plug boot. Ground the plug to the engine (Fig. 17).
Do not hold with your hand.

Fig. 18 Terminal Identification

(4) Remove ignition cables from the secondary tow-
ers of the coil. Measure the secondary resistance of
Fig. 17 Testing For Spark the coil between the towers of each individual coil
(2) Starting with coil insulator #1, remove it from (Fig. 19). Secondary resistance should be 11,000 to
the DIS coil. 14,000 ohms. Replace the coil if resistance is not
(3) Plug the test spark plug cable onto #1 coil within tolerance.
tower. Make sure a good connection is made; there
should be a click sound.
(4) Crank the engine and look for spark across the
electrodes of the spark plug.

CAUTION: Always install the cable back on the coil

tower after testing to avoid damage to the coil and
catalytic converter.

(5) Repeat the above test for the remaining coils. If

there is no spark during all cylinder tests, proceed to
the Failure To Start Test.
(6) If one or more tests indicate irregular, weak, or
no spark, proceed to Check Coil Test.

CHECK COIL TEST

NOTE: Coil one fires cylinders 1 and 4, coil two Fig. 19 Checking Ignition Coil Secondary
fires cylinders 2 and 3. Each coil tower is labeled Resistance
with the number of the corresponding cylinder. FAILURE TO START TEST—2.0/2.4L
This no-start test checks the camshaft position sen-
(1) Remove the ignition cables and measure the sor and crankshaft position sensor.
resistance of the cables. Resistance must be between Use the DRB scan tool to test the camshaft posi-
ranges shown in chart in specifcation section in this tion sensor and the sensor circuits. Refer to the
group. Replace any cable not within tolerance. appropriate Powertrain Diagnostics Procedure Man-
(2) Disconnect the electrical connector from the
coil pack.
 IGNITION COILS CYLINDERS 1BATTERY
& 4 CYLINDERS
VOLTAGE 2 & 3

PL IGNITION SYSTEM 8D - 9
DIAGNOSIS AND TESTING (Continued)
ual. Refer to the wiring diagrams section for circuit priate Powertrain Diagnostics Procedure Manual.
information. Refer to the wiring diagrams section for circuit
The Powertrain Control Module (PCM) supplies 8 information.
volts to the camshaft position sensor and crankshaft (5) Crank the engine. (If the key was placed in the
position sensor through one circuit. If the 8 volt sup- off position after step 4, place the key in the On posi-
ply circuit shorts to ground, neither sensor will pro- tion before cranking. Wait for the test light to flash
duce a signal (output voltage to the PCM). once, then crank the engine.)
When the ignition key is turned and left in the On (6) If the test light momentarily flashes during
position, the PCM automatically energizes the Auto cranking, the PCM is not receiving a crankshaft posi-
Shutdown (ASD) relay. However, the controller de-en- tion sensor signal.
ergizes the relay within one second because it has (7) If the test light did not flash during cranking,
not received a camshaft position sensor signal indi- unplug the crankshaft position sensor connector.
cating engine rotation. Turn the ignition key to the off position. Turn the
During cranking, the ASD relay will not energize key to the On position, wait for the test light to
until the PCM receives a camshaft position sensor momentarily flash once, then crank the engine. If the
signal. Secondly, the ASD relay remains energized test light momentarily flashes, the crankshaft posi-
only if the controller senses a crankshaft position tion sensor is shorted and must be replaced. If the
sensor signal immediately after detecting the cam- light did not flash, the cause of the no-start is in
shaft position sensor signal. either the crankshaft position sensor/camshaft posi-
(1) Check battery voltage. Voltage should approxi- tion sensor 8 volt supply circuit, or the camshaft
mately 12.66 volts or higher to perform failure to position sensor output or ground circuits.
start test.
IGNITION TIMING PROCEDURE
(2) Disconnect the harness connector from the coil
The engines for this vehicle, use a fixed ignition
pack (Fig. 20).
system. The PCM regulates ignition timing. Basic
(3) Connect a test light to the B+ (battery voltage)
ignition timing is not adjustable.
terminal of the coil electrical connector and ground.
The B+ wire for the DIS coil is the center terminal. CAMSHAFT POSITION SENSOR AND CRANKSHAFT
Do not spread the terminal with the test light POSITION SENSOR
probe. The output voltage of a properly operating cam-
shaft position sensor or crankshaft position sensor
switches from high (5.0 volts) to low (0.3 volts). By
connecting an Moper Diagonostic System (MDS) and
engine analyzer to the vehicle, technicians can view
the square wave pattern.
ENGINE COOLANT TEMPERATURE SENSOR
Refer to Group 14, Fuel System for Diagnosis and
Testing.
INTAKE AIR TEMPERATURE SENSOR
Refer to Group 14, Fuel System, for Diagnosis and
Testing.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
TEST
Refer to Group 14, Fuel System for Diagnosis and
Testing.
Fig. 20 Ignition Coil Engine Harness Connector
(4) Turn the ignition key to the ON position. The
THROTTLE POSITION SENSOR
To perform a complete test of the this sensor and
test light should flash On and then Off. Do not turn
its circuitry, refer to the DRB scan tool and appropri-
the Key to off position, leave it in the On posi-
ate Powertrain Diagnostics Procedures manual. To
tion .
test the throttle position sensor only, refer to the fol-
(a) If the test light flashes momentarily, the
lowing:
PCM grounded the ASD relay. Proceed to step 5.
The Throttle Position Sensor (TPS) can be tested
(b) If the test light did not flash, the ASD relay
with a digital voltmeter (DVM). The center terminal
did not energize. The cause is either the relay or
of the sensor is the output terminal. One of the other
one of the relay circuits. Use the DRB scan tool to
test the ASD relay and circuits. Refer to the appro-
 NORMAL DRY DEPOSITS
BLACK COLD (CARBON) FOULING

8D - 10 IGNITION SYSTEM PL
DIAGNOSIS AND TESTING (Continued)
terminals is a 5 volt supply and the remaining ter- Spark plug performance is not affected by MMT depos-
minal is ground. its.
Connect the DVM between the center and sensor COLD FOULING (CARBON FOULING)
ground terminal. Refer to Group 8W - Wiring Dia- Cold fouling is sometimes referred to as carbon foul-
grams for correct pinout. ing because the deposits that cause cold fouling are
With the ignition switch in the ON position, check basically carbon (Fig. 21). A dry, black deposit on one or
the output voltage at the center terminal wire of the two plugs in a set may be caused by sticking valves or
connector. Check the output voltage at idle and at misfire conditions. Cold (carbon) fouling of the entire set
Wide-Open-Throttle (WOT). At idle, TPS output volt- may be caused by a clogged air cleaner.
age should be approximately 0.38 volts to 1.2 volts. Cold fouling is normal after short operating peri-
At wide open throttle, TPS output voltage should be ods. The spark plugs do not reach a high enough
approximately 3.1 volts to 4.4 volts. The output volt- operating temperature during short operating peri-
age should gradually increase as the throttle plate ods. Replace carbon fouled plugs with new
moves slowly from idle to WOT. spark plugs.
Check for spread terminals at the sensor and PCM
connections before replacing the TPS. FUEL FOULING
A spark plug that is coated with excessive wet fuel
SPARK PLUG CONDITION is called fuel fouled. This condition is normally
NORMAL OPERATING CONDITIONS observed during hard start periods. Clean fuel
The few deposits present will be probably light tan fouled spark plugs with compressed air and
or slightly gray in color with most grades of commer- reinstall them in the engine.
cial gasoline (Fig. 21). There will not be evidence of OIL FOULING
electrode burning. Gap growth will not average more A spark plug that is coated with excessive wet oil
than approximately 0.025 mm (.001 in) per 1600 km is oil fouled. In older engines, wet fouling can be
(1000 miles) of operation for non platinum spark caused by worn rings or excessive cylinder wear.
plugs. Non-platnium spark plugs that have normal Break-in fouling of new engines may occur before
wear can usually be cleaned, have the electrodes filed normal oil control is achieved. Replace oil fouled
and regapped, and then reinstalled. spark plugs with new ones.
CAUTION: Never attempt to file the electrodes or OIL OR ASH ENCRUSTED
use a wire brush for cleaning platinum spark plugs. If one or more plugs are oil or ash encrusted, evaluate
This would damage the platinum pads which would the engine for the cause of oil entering the combustion
shorten spark plug life. chambers (Fig. 22). Sometimes fuel additives can cause
ash encrustation on an entire set of spark plugs. Ash
encrusted spark plugs can be cleaned and reused.

Fig. 21 Normal Operation and Cold (Carbon) Fouling

Some fuel refiners in several areas of the United

States have introduced a manganese additive (MMT) for
unleaded fuel. During combustion, fuel with MMT may
coat the entire tip of the spark plug with a rust colored
deposit. The rust color deposits can be misdiagnosed as
being caused by coolant in the combustion chamber.
Fig. 22 Oil or Ash Encrusted
GROUND
ELECTRODE CENTER
ELECTRODE
DEPOSITS GROUND
ELEC-
CENTER
ELECTRODE
TRODE GROUND
ERED WITH
ELECTRODE
WHITE
LOW
CENTER
CHIPPED
ELECTRODE
INSULATOR
DEPOSITS
OR COV-
YEL-

PL IGNITION SYSTEM 8D - 11
DIAGNOSIS AND TESTING (Continued)
HIGH SPEED MISS
When replacing spark plugs because of a high
speed miss condition; wide open throttle opera-
tion should be avoided for approximately 80 km
(50 miles) after installation of new plugs. This
will allow deposit shifting in the combustion chamber
to take place gradually and avoid plug destroying
splash fouling shortly after the plug change.

ELECTRODE GAP BRIDGING

Loose deposits in the combustion chamber can
cause electrode gap bridging. The deposits accumu-
late on the spark plugs during continuous stop-
and-go driving. When the engine is suddenly
subjected to a high torque load, the deposits partially
liquefy and bridge the gap between the electrodes
(Fig. 23). This short circuits the electrodes. Spark Fig. 24 Scavenger Deposits
plugs with electrode gap bridging can be
cleaned and reused.

Fig. 25 Chipped Electrode Insulator

PREIGNITION DAMAGE
Fig. 23 Electrode Gap Bridging
Excessive combustion chamber temperature can
SCAVENGER DEPOSITS cause preignition damage. First, the center electrode
Fuel scavenger deposits may be either white or yel- dissolves and the ground electrode dissolves some-
low (Fig. 24). They may appear to be harmful, but what later (Fig. 26). Insulators appear relatively
are a normal condition caused by chemical additives deposit free. Determine if the spark plugs are the
in certain fuels. These additives are designed to correct type, as specified on the VECI label, or if
change the chemical nature of deposits and decrease other operating conditions are causing engine over-
spark plug misfire tendencies. Notice that accumula- heating.
tion on the ground electrode and shell area may be
heavy but the deposits are easily removed. Spark SPARK PLUG OVERHEATING
plugs with scavenger deposits can be consid- Overheating is indicated by a white or gray center
ered normal in condition, cleaned and reused. electrode insulator that also appears blistered (Fig.
27). The increase in electrode gap will be consider-
CHIPPED ELECTRODE INSULATOR ably in excess of 0.001 in per 1000 miles of operation.
A chipped electrode insulator usually results from This suggests that a plug with a cooler heat range
bending the center electrode while adjusting the rating should be used. Over advanced ignition tim-
spark plug electrode gap. Under certain conditions, ing, detonation and cooling system malfunctions also
severe detonation also can separate the insulator can cause spark plug overheating.
from the center electrode (Fig. 25). Spark plugs
with chipped electrode insulators must be
replaced.
BLISTERED
GRAY
STARTING
ELECTRODE
GROUND
DISSOLVE
COLORED
TOWHITE
INSULATOR
OR CENTER
ELECTRODE
DISSOLVED POWER DISTRI-
BUTION CEN-
TER 40–WAY CONNECTOR BATTERY PCM

8D - 12 IGNITION SYSTEM PL

Fig. 26 Preignition Damage Fig. 28 Powertrain Control Module

(4) Connect positive cable to battery.
(5) Connect negative cable to battery.

SPARK PLUG SERVICE

Failure to route the cables properly could cause the
radio to reproduce ignition noise, cross ignition of the
spark plugs or short circuit the cables to ground.

REMOVAL
REMOVE CABLES FROM COIL FIRST.
Always remove the spark plug cable by grasping
the top of the spark plug insulator, turning the boot
1/2 turn and pulling straight up in a steady motion.
(1) Remove the spark plug using a quality socket
with a rubber or foam insert.
(2) Inspect the spark plug condition. Refer to
Fig. 27 Spark Plug Overheating Spark Plug Condition in this section.
REMOVAL AND INSTALLATION INSTALLATION
(1) To avoid cross threading, start the spark plug
POWERTRAIN CONTROL MODULE (PCM) into the cylinder head by hand.
The PCM attaches to the inner fender panel next (2) Tighten spark plugs to 28 N·m (20 ft. lbs.)
to the washer fluid bottle on the driver’s side (Fig. torque.
28). (3) Install spark plug insulators over spark plugs.
Ensure the top of the spark plug insulator covers the
REMOVAL upper end of the spark plug tube.
(1) Disconnect negative cable from battery. Reconnect to coil.
(2) Remove positive cable from battery.
(3) Remove the washer bottle neck from the rubber SPARK PLUG CABLE SERVICE
grommet. Failure to route the cables properly could cause the
(4) Remove screws attaching PCM to body. radio to reproduce ignition noise, cross ignition of the
(5) Lift PCM up and disconnect two 40-way con- spark plugs or short circuit the cables to ground.
nectors.
REMOVAL
INSTALLATION Remove spark plug cable from coil frist.
(1) Attach two 40-way connectors to PCM. Always remove the spark plug cable by grasping
(2) Install PCM. Tighten mounting screws to 6.75 the top of the spark plug insulator, turning the boot
N·m61 N·m (60 in. lbs.6 10 in. lbs.) torque. 1/2 turn and pulling straight up in a steady motion.
(3) Install washer bottle neck into the rubber
grommet.
PL IGNITION SYSTEM 8D - 13
REMOVAL AND INSTALLATION (Continued)
INSTALLATION
Install spark plug insulators over spark plugs.
Ensure the top of the spark plug insulator covers the
upper end of the spark plug tube.The connect the
other end to coil pack. On SOHC engines, be sure
that dual plastic clip holds #1,#2 cables off of valve
cover and that PCV hose plastic clip holds #3 cable
away from metal PCV clamp and edge of air duct. On
DOHC , be sure that the plastic clip on PCV hose is
positioned so that cable clip is beneath hose, and that
#1 cable is snapped into this clip to protect it from
metal PCV clamp.
Fig. 30 Electronic Ignition Coil Pack—DOHC
SPARK PLUG TUBES of the relay within the PDC, refer to the PDC cover
The spark plugs tubes are pressed into the cylinder for location. Check electrical terminals for corrosion
head. Sealant is applied to the end of the tube before and repair as necessary.
installation. For engine information, refer to Group
9, Engines.

IGNITION COIL
SOHC/DOHC
The electronic ignition coil pack attaches directly
to the valve cover (Fig. 29) or (Fig. 30).

REMOVAL
(1) Disconnect electrical connector from coil pack.
(2) Remove coil pack mounting nuts.
(3) Remove coil pack.

INSTALLATION
(1) Install coil pack on valve SPARK
cover.
INSULATOR
PLUG
SPARK PLUG
IGNITION
CABLE
COILS

(2) Transfer spark plug cables to new coil pack.

The coil pack towers are numbered with the cylinder
identification. Be sure the ignition cables snap onto
the towers.

Fig. 31 Power Distribution Center (PDC)

CAMSHAFT POSITION SENSOR—SOHC
The camshaft position sensor is mounted to the
rear of the cylinder head (Fig. 32).

REMOVAL
(1) Disconnect the filtered air tube from the throt-
tle body and air cleaner housing. Remove filtered air
tube.
(2) Remove the air cleaner inlet tube.
(3) Disconnect electrical connectors from engine
coolant sensor and camshaft position sensor.
(4) Remove brake booster hose and electrical con-
nector from holders on end of cylinder head cover.
(5) Remove camshaft position sensor mounting
Fig. 29 Electronic Ignition Coil Pack—SOHC screws. Remove sensor.
(6) Loosen screw attaching target magnet to rear
AUTOMATIC SHUTDOWN RELAY of camshaft (Fig. 33).
The relay is located in the Power Distribution Cen-
ter (PDC) (Fig. 31). The PDC is located next to the
battery in the engine compartment. For the location
CAMSHAFT
REAR
REAR
OF CYLINDER
OF
POSITION
CYLINDER
HEAD
HEAD
SEN-
SOR TARGET MAGNETMOUNTING BOLT CAMSHAFT POSITION
MOUNTINGBOLT
SEN-
SOR TARGET
MAGNET

8D - 14 IGNITION SYSTEM PL
REMOVAL AND INSTALLATION (Continued)

Fig. 32 Camshaft Position Sensor Location—SOHC Fig. 34 Camshaft Position Sensor Location—DOHC
(2) Disconnect electrical connector from camshaft
position sensor.
(3) Remove camshaft position sensor mounting
screws. Remove sensor.
(4) Loosen screw attaching target magnet to rear
of camshaft (Fig. 35).

Fig. 33 Target Magnet Removal/Installation

INSTALLATION
The target magnet has two locating dowels that fit
into machined locating holes in end of the camshaft.
(1) Install target magnet in end of camshaft.
Tighten mounting screw to 3.4 N·m (30 in. lbs.)
torque. Fig. 35 Target Magnet Removal/Installation
(2) Install camshaft position sensor. Tighten sensor INSTALLATION
mounting screws to 9 N·m (80 in. lbs.) torque. The target magnet has locating dowels that fit into
(3) Place brake booster hose and electrical harness machined locating holes in the end of the camshaft
in holders on end of valve cover. (Fig. 36).
(4) Attach electrical connectors to coolant tempera- (1) Install target magnet in end of camshaft.
ture sensor and camshaft position sensor. Tighten mounting screw to 3 N·m (30 in. lbs.) torque.
(5) Install air cleaner inlet tube and filtered air (2) Install camshaft position sensor. Tighten sensor
tube. mounting screws to 9 N·m (80 in. lbs.) torque.
(3) Carefully attach electrical connector to cam-
CAMSHAFT POSITION SENSOR—DOHC shaft position sensor. Installation at an angle may
The camshaft position sensor is mounted to the damage the sensor pins.
rear of the cylinder head (Fig. 34). (4) Install filtered air tube. Tighten clamps to 3
N·m 61 (25 in. lbs. 65) torque.
REMOVAL
(1) Remove filtered air tube from the throttle body
and air cleaner housing.
PL IGNITION SYSTEM 8D - 15
REMOVAL AND INSTALLATION (Continued)

Fig. 36 Target Magnet Installation Fig. 38 Engine Coolant Temperature Sensor

CRANKSHAFT POSITION SENSOR REMOVAL
The crankshaft position sensor mounts to the (1) With the engine cold, drain the cooling system
engine block behind the generator, just above the oil until coolant level drops below sensor. Refer to Group
filter (Fig. 37). 7, Cooling System.
(2) Disconnect coolant sensor electrical connector.
REMOVAL (3) Remove coolant sensor
(1) Disconnect electrical connector from crankshaft
POSITION
CRANKSHAFT
OIL FILTER
position SEN-
SOR
sensor. GENER-
ATOR INSTALLATION
(2) Remove sensor mounting screw. Remove sensor. (1) Install coolant sensor. Tighten sensor to 18.6
N·m (165 in. lbs.) torque.
INSTALLATION (2) Attach electrical connector to sensor.
Reverse procedure for installation. (3) Fill cooling system. Refer to Group 7, Cooling
System.

COMBINATION ENGINE COOLANT

FUEL RAIL
TEMPERATURE
COOLANT
ATURE TEMPER-
SENSOR

SENSOR—DOHC
The coolant sensor threads into the intake mani-
fold next to the thermostat housing (Fig. 39). New
sensors have sealant applied to the threads.

Fig. 37 Crankshaft Position Sensor

COMBINATION ENGINE COOLANT TEMPERATURE
SENSOR—SOHC
The combination engine coolant sensor is located at
the rear of the cylinder head next to the camshaft
position sensor (Fig. 38). New sensors have sealant
applied to the threads. Fig. 39 Engine Coolant Temperature Sensor—DOHC
8D - 16 IGNITION SYSTEM PL
REMOVAL AND INSTALLATION (Continued)
REMOVAL
(1) With the engine cold, drain coolant until level
drops below cylinder head. Refer to Group 7, Cooling
System.
(2) Disconnect coolant sensor electrical connector.
(3) Remove coolant sensor.

INSTALLATION
(1) Install coolant sensor. Tighten sensor to 18.6
N·m (165 in. lbs.) torque.
(2) Attach electrical connector to sensor.
(3) Fill cooling system. Refer to Group 7, Cooling
System.

MAP/IAT SENSOR—SOHC
Refer to Group 14, Fuel Injection Section for
Removal/Installation. Fig. 41 Steering Column Shrouds
MAP/IAT SENSOR—DOHC (4) Disconnect electrical connectors from ignition
Refer to Group 14, Fuel Injection Section for switch.
Removal/Installation.. (5) Remove ignition switch mounting screw (Fig.
42) with a #10 Torxt bit.
THROTTLE POSITION SENSOR
Refer to Group 14, Fuel Injection Section, for
Removal/Installation.

IGNITION
IGNITIONSWITCH SWITCH RETAINING
LOCKTABS
CYLINDER HOUSING

The ignition switch attaches to the lock cylinder

housing on the end opposite the lock cylinder (Fig.
40). For ignition switch terminal and circuit identifi-
cation, refer to Group 8W, Wiring Diagrams.

Fig. 42 Ignition Switch Mounting Screw

(6) Depress retaining tabs (Fig. 43) and pull igni-
tion switch from steering column.

INSTALLATION
(1) Ensure the ignition switch is in the RUN posi-
tion and the actuator shaft in the lock housing is in
the RUN position.
(2) Carefully install the ignition switch. The
Fig. 40 Ignition Switch—Viewed From Below switch will snap over the retaining tabs (Fig. 44).
Column Install mounting screw (Fig. 42).
REMOVAL (3) Install electrical connectors to ignition switch.
(1) Disconnect negative cable from battery. (4) Install upper and lower shrouds.
(2) Place key cylinder in RUN position. Through (5) Install key cylinder (cylinder retaining tab will
the hole in the lower shroud, depress lock cylinder depress only in the RUN position).
retaining tab and remove key cylinder (Fig. 41). (6) Connect negative cable to battery.
(3) Remove upper and lower shrouds from steering (7) Check for proper operation of ignition switch
column. and key-in warning switch.
IGNITION
SWITCH RETAININGTABS
DEPRESS

PL IGNITION SYSTEM 8D - 17
REMOVAL AND INSTALLATION (Continued)

Fig. 45 Ignition Lock Cylinder Detentes

Fig. 43 Removing Ignition Switch
(2) The shaft at the end of the lock cylinder aligns
with the socket in the end of the housing. To align
the socket with the lock cylinder, ensure the socket is
in the Run position (Fig. 46).

Fig. 44 Ignition Switch Installation

LOCK KEY CYLINDER
The lock cylinder is inserted in the end of the
housing opposite the ignition switch. The ignition key Fig. 46 Socket in Lock Cylinder Housing
rotates the cylinder to 5 different detentes (Fig. 45):
(3) Align the lock cylinder with the grooves in the
• Accessory
housing. Slide the lock cylinder into the housing
• Off (lock)
until the tab sticks through the opening in the hous-
• Unlock
ing.
• On/Run
(4) Turn the key to the Off position. Remove the
• Start
key.
REMOVAL (5) Connect negative cable to battery.
(1) Disconnect negative cable from battery.
(2) Place key cylinder in RUN position. Through IGNITION INTERLOCK
the hole in the lower shroud, depress lock cylinder Refer to Group 21, Transaxle for Shifter/Ignition
retaining tab and remove key cylinder. Interlock Service.

INSTALLATION LOCK CYLINDER HOUSING

(1) Install key in lock cylinder. Turn key to run Refer to Steering Column in Group 19, Steering,
position (retaining tab on lock cylinder can be for Lock Cylinder Housing Service.
depressed).
 FIRING ORDER 1–3–4–2
IGNITION COIL
FRONT OF ENGINE CONNECTOR

8D - 18 IGNITION SYSTEM PL

SPECIFICATIONS TORQUE SPECIFICATION

VECI LABEL DESCRIPTION TORQUE

If anything differs between the specifications found Camshaft Position Sensor Screw . 9 N·m (80 in. lbs.)
on the Vehicle Emission Control Information (VECI) SOHC Cam Magnet/Target . . . . 3.4 N·m (30 in. lbs.)
label and the following specifications, use specifica- DOHC Cam Magnet/Target . . . . . 3 N·m (30 in. lbs.)
tions on VECI label. The VECI label is located in the Crankshaft Position Sensor Screw . 9 N·m (80 in. lbs.)
engine compartment. Coolant Temp. Sensor . . . . . . 18.6 N·m (165 in. lbs.)
Ignition Coil to Cyl. Head . . . . 22 N·m (200 in. lbs.)
FIRING ORDER—2.0L Ignition Coil Bracket Nuts . . . . 22 N·m (200 in. lbs.)
Knock Sensor . . . . . . . . . . . . . . . 10 N·m (90 in. lbs.)
MAP/IAT Sensor Plastic Manifold . 2 N·m (20 in. lbs.)
MAP/IAT Sensor Aluminum Manifold . 3 N·m (30 in.
lbs.)
Spark Plugs . . . . . . . . . . . . . . . . 28 N·m (20 ft. lbs.)
SPARK PLUG CABLE RESISTANCE—SOHC
CABLE RESISTANCE
#1,#4 3500 ohms—
4900 ohms
#2,#3 2950 ohms—
4100 ohms

SPARK PLUG CABLE RESISTANCE—DOHC

CABLE RESISTANCE
#1,#4 3050 ohms—
4250 ohms
#2,#3 2300 ohms—
3300 ohms

SPARK PLUG
Engine Spark Plug Gap Thread Size
2.0L RC9YC 0.033 TO 0.038 14mm (3/4 in.) reach

IGNITION COIL
Primary Resistance at 21°C-27°C Secondary Resistance at 21°C-
Coil Manufacture
(70°F-80°F) 27°C (70°F-80°F)
Weastec (Steel Towers) 0.45 to 0.65 Ohms 7,000 to 15,800 Ohms
 WEASTEC (SILVER TOW-
ERS)

PL IGNITION SYSTEM 8D - 19
SPECIFICATIONS (Continued)

Coil Polarity