1996 Viper Roadster Good Jtec Stuff

Engine Management
Engine Management
Engine Management
TABLE OF CONTENTS
INTRODUCTION AND OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ACRONYMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
POWERTRAIN CONTROL MODULE (PCM) – GENERAL INFORMATION . . . . . . . . . 4
SINGLE BOARD ENGINE CONTROLLER (SBEC) – 1992–1995 . . . . . . . . . . . . . . . . 5
VIPER IGNITION CONTROLLER (VIC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
JEEP/TRUCK ENGINE CONTROLLER (JTEC) – 1996–2000 . . . . . . . . . . . . . . . . . . 8
JTEC Learning Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
SPEED DENSITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FUEL DELIVERY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
EMISSIONS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
IDLE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
CHARGING CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1996 Viper Roadster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1996 Viper Coupe/1997 All Vipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
ENGINE COOLING CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
A/C CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
TRANSMISSION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FUEL DELIVERY COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
FUEL PUMP MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Check Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
FUEL PRESSURE REGULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
FUEL PUMP RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
FUEL LINES AND RAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Fuel Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Fuel Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
THROTTLE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
POWERTRAIN CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
POWER SUPPLIES AND GROUNDS (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
POWER SUPPLIES AND GROUNDS (SBEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
DATA LINK CONNECTOR (DLC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
I
Engine Management
TABLE OF CONTENTS (CONTINUED)
FUEL INJECTION SYSTEM – PCM INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

CRANKSHAFT POSITION SENSOR (CKP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Crankshaft Position Sensor Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
CAMSHAFT POSITION SENSOR (CMP) (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Cam/Crank Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Camshaft Position Sensor Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
CAMSHAFT POSITION SENSOR (CMP) SBEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Injection/Ignition Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR . . . . . . . . . . . . . . . . . . . . . . . . 50
Map Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Map Sensor Limp–In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Component Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
THROTTLE POSITION SENSOR (TPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
TPS PROGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Off–Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Acceleration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Wide Open Throttle (WOT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Deceleration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Wide Open Throttle Fuel Cut–Off During Cranking . . . . . . . . . . . . . . . . . . . . . 61
TPS Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
TPS Limp–In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
ENGINE COOLANT TEMPERATURE (ECT) SENSOR . . . . . . . . . . . . . . . . . . . . . . . . 64
1996 Coupe/1997 and Up All . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
ECT Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
ECT Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
ECT Sensor Limp–In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
INTAKE AIR TEMPERATURE (IAT) SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
SBEC IAT Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
IAT Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
IAT Sensor Limp–In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
SENSED BATTERY VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Charging – 1996 Coupe/1997–2000 All . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Charging – 1996 Viper Roadster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
II
Engine Management
OXYGEN (O2) SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Stoichiometric Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Catalyst . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Upstream O2 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
O2 Sensor Electrical Operation (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
O2 Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Downstream O2 Sensor (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
OBD II (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Catalyst Monitor (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
O2 Monitor (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
O2 Sensor Heater Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
ADAPTIVE MEMORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Short–Term Adaptive Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Long–Term Adaptive Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Idle Adaptive Memory (1992–1995 SBEC Only) . . . . . . . . . . . . . . . . . . . . . . . . . 88
Purge–Free Cells (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Purge Corruption Reset Feature (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
DRBIII Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
BRAKE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
CLUTCH PEDAL POSITION (CPP) SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
VEHICLE SPEED SENSOR (VSS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Vehicle Speed Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
FUEL–LEVEL SENSOR INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
BATTERY/AMBIENT TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
1996 Coupe/1997–2000 All Vipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
1996 Viper Roadster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Battery Temperature Sensor Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
AIR CONDITIONING SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
FUEL INJECTION SYSTEM – PCM OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
SOLENOID AND RELAY CONTROL (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
SOLENOID AND RELAY CONTROL (SBEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
AUTOMATIC SHUTDOWN RELAY (ASD) (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
AUTOMATIC SHUTDOWN RELAY (ASD) (SBEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
FUEL PUMP RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Fuel Injector Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
IGNITION COILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Coil Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
PCM Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
III
Engine Management
IDLE AIR CONTROL (IAC) STEPPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
IAC Stepper Motor Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Target Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
IAC Motor Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
IAC Stepper Motor Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
IAC Diagnostics (JTEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
RADIATOR FAN RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
1992–1995 SBEC Radiator Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
1996–2000 JTEC Radiator Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Radiator Fan ON Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Radiator Fan Low/High Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
GENERATOR FIELD CONTROL – 1992–1996 ROADSTER . . . . . . . . . . . . . . . . . 130
GENERATOR FIELD CONTROL – EXCEPT 1992–1996 ROADSTER . . . . . . . . 130
CHARGING SYSTEM INDICATOR LIGHT – 1992–1996 ROADSTER . . . . . . . . 132
CHARGING SYSTEM INDICATOR LIGHT – 1996 COUPE, 1997–2000 ALL . . 132
TACHOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
REVERSE LOCKOUT SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
SKIP SHIFT SOLENOID AND INDICATOR LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . 133
MALFUNCTION INDICATOR LAMP (MIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Trip Definition – 1996–2000 Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
EVAPORATIVE PURGE SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
LEAK DETECTION PUMP SOLENOID (STARTING IN 1998) . . . . . . . . . . . . . . . . 136
EMISSIONS CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
EVAPORATIVE EMISSION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Rollover Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Purge Solenoid (Bi–Level Purge) (1992–1995) . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Duty–Cycle Purge Solenoid (1996–2000) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Fuel–Vapor Recovery System (Duty–Cycle Purge Control) . . . . . . . . . . . . . . 142
On–Board Refueling Vapor Recovery (ORVR) System – 2000 . . . . . . . . . . . 142
Leak Detection Pump (Beginning in 1998) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM (1992–1997) . . . . . . . . 144
POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM (1998 & LATER) . . . . 146
AIR CONDITIONING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
INSTRUMENT PANEL A/C SELECT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
A/C REQUEST SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
A/C COMPRESSOR CLUTCH RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
IV
Engine Management
INTRODUCTION AND OBJECTIVES
The Viper “Engine Management” Book contains information regarding the systems
controlled by the Powertrain Control Module (PCM). These include fuel, emissions,
charging, radiator fan, PCM–related A/C control functions, and PCM–related
transmission control functions.
From 1992–1995 engine controllers were SBEC PCMs with a supplemental Viper
Ignition Controller (VIC). 1992–1995 Vipers were not OBDII compliant. From 1996
forward, all Vipers are equipped with a Jeep Truck Engine Controller (JTEC), and
are OBDII compliant.
The fuel system for all Viper engines utilizes a speed density sequential multiport
fuel injection system, to deliver precise amounts of fuel to each cylinder. Fuel for all
vehicles is delivered by an in–tank pump module.
All engines use a distributorless ignition system. The PCM (and VIC for 1992–1995)
controls the ignition and fuel injector operation and provides outputs to fuel and
ignition components to promote the most efficient operation possible.
Note: Early 1997 PCMs have an eight–digit part number and operate like a 1996
PCM. Later 1997 models have a 10–digit part number.
After completing the “Engine Management” book, you will understand the various
operations of the PCM (inputs/outputs) and the operation of the fuel system.
1
Engine Management
ACRONYMS
The following is a list of acronyms used throughout this publication:

D ACM Airbag Control Module
D A/D Analog to Digital
D ASD Relay Automatic Shutdown Relay
D ATF Automatic Transmission Fluid
D Baro Barometric Pressure
D BTS Battery Temperature Sensor
D BCM Body Control Module
D CARB California Air Resources Board
D C2D Chrysler Collision Detection (also CCD)
D CKP Crankshaft Position Sensor
D CMP Camshaft Position Sensor
D DB Decibel
D DCP Solenoid Duty Cycle Purge Solenoid
D DIS Distributorless Ignition System
D DLC Data Link Connector
D DRBIII Scan Tool Diagnostic Readout Box
D DRL Daytime Running Lamps
D DTC Diagnostic Trouble Code
D ECT Engine Coolant Temperature
D EEM Electronic Entry Module
D EEPROM Electrically Erasable Programmable Read–Only
Memory
D EES Electronic Entry System
D EIC Electronic Instrument Cluster
D EMCR Equipment Manufacturer’s Claim Request Form
D EMI Electro Magnetic Interface
D EPP Engine Position Pulse
D HDPE High Density Polyethylene
D HO2S Heated Oxygen Sensor
D IAC Idle Air Control
D IAT Intake Air Temperature
2
Engine Management
ACRONYMS (CONTINUED)
D ICM Ignition Control Module

D ISO International Standards Organization
D JTEC Jeep/Truck Engine Controller
D LDP Leak Detection Pump
D MAP Manifold Absolute Pressure
D MDS Mopar Diagnostic System
D MIC Mechanical Instrument Cluster
D MIL Malfunction Indicator Lamp
D NTC Negative Temperature Coefficient
D OBD II On–Board Diagnostics Generation Two
D O2S Oxygen Sensor
D PCM Powertrain Control Module
D PDC Power Distribution Center
D PPA Polyphthalamide
D PTC Positive Temperature Coefficient
D RFI Radio Frequency Interface
D RIM Reaction Injection Molding
D RKE Remote Keyless Entry
D RPM Revolutions Per Minute
D RTM Resin Transfer Molding
D RTV Room Temperature Vulcanizing
D SAM Security Alarm Module
D SCI Standard Corporate Interface
D SBEC Single Board Engine Controller
D SMC Sheet Molded Compound
D SPIO Serial Peripheral Interface/Output
D TDC Top Dead Center
D TPO Thermal Plastic Olefin
D TPS Throttle Position Sensor
D VIC Viper Ignition Control Module (also ICM)
D VSS Vehicle Speed Sensor
D VTSS Vehicle Theft Security System
3
Engine Management
POWERTRAIN CONTROL MODULE (PCM) – GENERAL INFORMATION
The PCM is a digital computer that contains a microprocessor. The PCM receives
input signals from various switches and sensors that are referred to as PCM Inputs.
Based on these inputs, the PCM adjusts various engine and vehicle operations
through devices that are referred to as PCM Outputs. Based on inputs it receives,
the PCM adjusts injector pulse width, idle speed, ignition spark advance, ignition
coil dwell, and EVAP canister purge operation. The PCM also performs diagnostics.
The PCM used on the Viper varies, depending on the year and specific vehicle
application. It is important to understand which PCM is used on the vehicle you are
servicing because replacement controllers are model year specific with internal
hardware differences. Refer to Table One for a list of vehicles along with their
specific PCM.
Table One PCM Applications

Model Year(s) Vehicle/Application
1992 – 1994 Roadster (multi–piece intake manifold) – SBEC/
VIC
1994 – 1995 Roadster (one–piece intake manifold) – SBEC/VIC
1996 Roadster – Unique JTEC
1996 – 1998 Coupe – JTEC
1997 – 1998 Roadster – JTEC
1999 – 2000 Coupe and Roadster – JTEC+
4
Engine Management
SINGLE BOARD ENGINE CONTROLLER (SBEC) – 1992–1995
The PCM, also referred to as Single Board Engine Controller (SBEC) or engine
controller, and the Viper Ignition Controller (VIC), also referred to as the Ignition
Control Module (ICM), are located under the hood and are mounted to the right of
the heater housing (fig. 1). This engine controller arrangement is used on Vipers
from 1992–1995. As a running change in 1994, a revised intake manifold was used.
This change required a revised SBEC calibration. The recalibrated SBEC cannot be
used to service models with the previous intake manifold.
The SBEC and the VIC manage the operation of the engine control system. They
receive information from input sensors that monitor engine conditions. After
processing this information, the SBEC and VIC control a number of outputs, which
regulate engine performance. The SBEC and VIC communicate with each other
through the SCI Transmit, SCI Receive, and the MUX lines of communication.
ÁÁÁ
ÁÁÁ
ÁÁÁ
1
ÁÁ
ÁÁ2
ÁÁÁ
ÁÁÁ
3
99128–001
Figure 1 SBEC/VIC Locations

1 SBEC Engine Controller (PCM) 3 Viper Ignition Controller (VIC)
2 Heater Housing
5
Engine Management
VIPER IGNITION CONTROLLER (VIC)
Inputs
As mentioned earlier, the VIC and SBEC communicate with each other through the
SCI Transmit, SCI Receive, and the MUX lines of communication. The VIC receives
information from the following inputs:
D Sync pickup D Vehicle speed in D SCI Receive
D Reference pickup D Ignition
The VIC receives information from these inputs and determines when to energize
the Ignition Coils and injectors #1 and #5.
Outputs
There are two Ignition Coil assemblies used on the Viper. One is a single unit that
contains three separate Ignition Coils. The other is a single unit that contains two
separate Ignition Coils (fig. 2). Each Ignition Coil Primary is joined to the power
wire from the ASD Relay. Based on information from the Crankshaft Position
Sensor (CKP) and Camshaft Position Sensor (CMP), the VIC will provide a ground for
each coil primary, which causes spark plugs on two cylinders to fire. Since two
spark plugs are fired at the same time, one cylinder is on the compression stroke,
and the other cylinder is on the exhaust stroke.
ÁÁ
ÁÁ
3
ÁÁ
ÁÁ 1
ÁÁ
ÁÁ
2
99128–002
Figure 2 Ignition Coil Locations

1 DIS Coils (4) 3 DIS Coils (6)
2 Thermostat Housing
6
Engine Management
The following table shows the VIC Pin number that fires the applicable coil:
Table Two VIC/Ignition Coil Firing

VIC Pin Number Fired Coil Cylinders
Pin 3 Coil #1 Cylinder #1 and #6
7
Engine Management
JEEP/TRUCK ENGINE CONTROLLER (JTEC) –1996–2000
Introduced in 1996, the Jeep/Truck Engine Controller (JTEC), also known as the
Powertrain Control Module (PCM) does not require air to flow through the controller
for cooling (fig. 3).
99128–003
Figure 3 JTEC Powertrain Control Module

The changes to the PCM from previous Chrysler controllers include:
D Increased memory:
D 2k 1996
D 4k 1997
D Increased speed at which the processor runs:
D Clock speed (8 MHz) (22MHz for JTEC+)
D 16–bit microprocessor
D Two 8–bit microprocessors
D Increased number of drivers to control outputs from 22 to 30
D Increased number of terminals in the connector from 60 to three 32–way
connectors (96 total).
D Gold–plated, low–insertion–force terminals (new tool No. 6934 required for
servicing the terminals).
D Uses an Electrically Erasable Programmable Read–Only Memory (EEPROM) on
all PCMs (flashable).
D Full Range Misfire Detection (2000)
8
Engine Management
The PCM is a multiprocessor unit, containing one 16–bit microprocessor and two
8–bit microprocessors. The PCM controls operation of the fuel, emissions, charging,
idle, radiator fan, and air conditioning systems. This is accomplished by the 16–bit
processor, which transmits fuel and spark requirements to the two 8–bit processors,
communicating with outside devices; and processing some of the analog inputs.
One of the 8–bit processors controls fuel–injector timing pulses and some 1–bit
inputs and outputs. The other 8–bit processor controls spark timing pulses,
handles a few analog inputs and some 1–bit (on/off) inputs and outputs. After the
PCM processes the information, it operates outputs regulating engine performance,
ignition components, generator field, A/C compressor, and radiator fan. This cycle
of input/processing/output ensures that the engine meets emission, performance,
fuel economy, driveability and customer expectations.
The JTEC PCM uses voltage level detection to determine when a switched device or
circuit is present. This means that the internal circuit of an input is constructed in
a way that there must be a specific voltage present to recognize a change. The
voltage required is approximately 5 volts.
The analog to digital (A/D) converters are part of the microprocessors in the JTEC.
The A/D converter changes the analog input signal from a sensor into a digital
signal with the same value. The digital signal is then processed by the
microprocessor.
JTEC Learning Functions
Because the same basic controller is used on a wide variety of engine packages, it is
necessary for the PCM to learn the options on the vehicle. This function is shown
as “Learned Vehicle Configuration” on the DRBIII. In order for the PCM and
DRBIII to diagnose and report faults, for items such as air conditioning, the PCM
must see the input of the item at least once with the engine running. The PCM then
knows that the vehicle is equipped with that option. This is important because if
the DRBIII does not show the item as equipped, it will not display any fault codes,
even though they may be present in the PCM.
Anytime the direct battery is disconnected from the PCM, for approximately 60
seconds, the “Learned Vehicle Configuration” is erased. Erasing fault codes with the
DRBIII causes the PCM to perform a battery reset function if the PCM has an
8–digit number. This means that the previously mentioned configuration is erased,
as well as all learned memory functions, such as Long Term Adaptive Memory and
IAC steps. On l0–digit part numbered PCMs, erasing DTCs clears faults, freeze
frames and similar conditions only.
9
Engine Management
SPEED DENSITY
A speed density system measures the engine rpm, as well as the intake manifold
absolute pressure. Coolant temperature and throttle position are necessary inputs
also. On PCMs from 1992–1996, both the crankshaft and camshaft position inputs
are needed to start and run the engine. The engine cannot run without them. On
10–digit JTEC PCMs (1997 and later), once the engine is running, the cam sensor
signal is not needed for continued operation. The RPM signal tells the PCM how
often to add fuel, while the Manifold Absolute Pressure (MAP) Sensor input
determines how much fuel the engine receives (fig. 4).
For a speed density system to operate, the first and most important piece of
information that must be determined is the amount of air that is entering the
engine. To do this, the PCM looks first at the current rpm, divided by the MAX rpm.
This allows the PCM to calculate the greatest volume of air entering the engine at
that rpm. The PCM then looks at the present manifold vacuum, compared to the
barometric pressure that was seen at key–ON. This gives the PCM the reference for
current air pressure in the intake system. With these two pieces of information, the
PCM determines the current load being placed on the engine. For instance, if rpm
was low and vacuum nearly matched baro, wide open throttle (WOT), then the PCM
would know that the engine is under a heavy load and inhaling as much air as
possible for that rpm.
The PCM uses the TPS to determine the current mode of operation such as idle,
off–idle acceleration, WOT, or deceleration. The PCM uses this information to
perform various operating strategies. If the TPS increases rapidly, the injectors will
be fired longer to increase fuel flow. If the TPS is closed and the vehicle is moving,
the PCM will limit and/or close off injectors during coast down.
99128–004
Figure 4 Speed Density Engine Management Strategy
10
Engine Management
The PCM has to see a value for every sensor so that it can correctly calculate the
pulse. If a sensor goes bad, a value must be substituted. For example, if the MAP
Sensor is bad, the PCM will use the TPS and rpm to make up a value to use as MAP.
The next modifier is Engine Coolant Temperature (ECT), which is the second biggest
modifier of pulse width, after MAP. If the engine is cold, the fuel will not atomize
easily. To overcome this problem, the PCM will add extra fuel, depending on the
value from the ECT. Conversely, if the engine is very hot, fuel will be limited. ECT
is also used for engine cooling control. If ECT becomes too high, the PCM will
automatically turn on the cooling fan. If the ECT signal is lost, the PCM will
substitute a preset (limp–in) value and turn the cooling fan on.
Intake Air Temperature (IAT) is also used to modify the amount of fuel delivered,
although it is not as big a modifier as ECT. If ECT is high and IAT shows cold
(dense air), then the PCM will add extra fuel. Another feature of IAT is that spark
advance is limited, if the air is hot (thin). If the IAT signal is lost, the PCM will
substitute a value based on Battery/Ambient Temperature Sensor.
Sensed battery voltage is needed as a modifier because the injectors are rated for
specific flow at a specific voltage. If the voltage is lower than what the injector was
rated at, it will take longer for the injector to open, and it may not open as far.
Therefore, the PCM needs to know the voltage, so it can compensate by changing
the pulse width on–time.
Up to this point, it is not necessary that any fuel is burned, and/or the PCM is in an
open–loop operating condition.
After the fuel is delivered, the PCM looks at the 02 signal to determine how well it
did on the initial calculation. The 02S provides the PCM with the raw input, as to
how much oxygen was left over, after the combustion process.
The adaptive memories allow the PCM to do two things. First, it gives it the
capability to change the pulse width to bring the 02S to its mid–range of operation
(short term). Second, it allows to store in memory corrections required for specific
operating conditions (long term).
Based upon all of these inputs, the PCM delivers what it believes to be the optimum
pulse width, to deliver the correct emissions performance, fuel economy, and
driveability.
11
Engine Management
FUEL DELIVERY SYSTEM
The fuel system receives fuel pressure from an in–tank pump module. The PCM
controls the operation of the fuel system by providing battery voltage to the fuel
pump through the Fuel Pump Relay. The PCM requires only two inputs and a good
ground to operate the Fuel Pump Relay. The two inputs are:
D Ignition voltage
D Crankshaft Position (CKP) Sensor
Note: The PCM uses inputs from the CMP and CKP sensors to calculate engine speed.
EMISSIONS SYSTEM
The emissions system has several components, all used to lower the quantities of
hydrocarbons (HC), carbon monoxide (CO) and oxides of nitrogen (NOx). Emissions
systems are required not only to control the quantity of emissions out the tailpipe,
but also any emissions that might be escaping into the atmosphere from the fuel
system and engine. The emissions system includes:
D Evaporative control system
D Engine crankcase pressure–control system (positive crankcase pressure)
D Exhaust emissions
The PCM controls the evaporative emissions by the operation of a Duty–Cycle Purge
(DCP) solenoid. The inputs required to control the DCP solenoid include:
D ECT Sensor
D 02 Sensor
D TPS Engine speed
D MAP Sensor
D Ambient/Battery Temperature Sensor
The engine crankcase is ventilated by a Positive Crankcase Ventilation (PCV) system.

It is not controlled by the PCM.
The exhaust emissions are controlled by the use of a catalytic converter, and almost
every input and output of the PCM. The only inputs and outputs that DO NOT
control emissions are:
D Tachometer
D Air Conditioning (A/C Request) circuit, A/C Relay, and the A/C Pressure
Switches
D ASD and Fuel Pump relays
12
Engine Management
IDLE CONTROL SYSTEMS
The PCM maintains a quality idle by controlling the Idle Air Control (IAC) motor.
Inputs to the PCM required to operate the IAC motor include:
D TPS
D MAP Sensor
D ECT Sensor
D VSS
D Spark scatter (output)
D A/C Switch
D Ambient/Battery Temperature sensor
CHARGING CONTROL SYSTEMS
1996 Viper Roadster
The PCM does not control the charging system on the Roadster. Charging system
voltage control is performed by a regulator built into the generator.
1996 Viper Coupe/1997 All Vipers
The PCM maintains battery voltage within a range of approximately 13.04 volts to
15.09 volts by providing battery voltage to the generator field through the ASD Relay
and by controlling the ground side of the generator field.
The inputs required to maintain the proper battery voltage are:

D Battery voltage
D BTS
D Engine speed
13
Engine Management
ENGINE COOLING CONTROL SYSTEMS
To maintain engine temperature, the PCM controls the electric Radiator Fan, by
providing battery voltage to the fan through the Radiator Fan ON and High/Low
Relays. The PCM controls the ground side of both fan relay coils. The PCM uses
the following inputs to operate the Radiator Fan Relays:
D ECT Sensor
D A/C Switch
D Vehicle speed
A/C CONTROL SYSTEMS
Finally, the PCM uses the A/C Request and Select circuits to identify when to
energize the A/C Relay. The A/C Relay provides the A/C Compressor Clutch with
battery voltage, when energized. Besides the A/C Request and Select circuits, the
PCM uses the following inputs to determine when the A/C Relay should be
energized:
D Engine speed
D TPS
D Engine Running Timer
D A/C pressure switches
D ECT Sensor
TRANSMISSION CONTROL
Although the Viper is equipped with a manual transmission, the PCM still has some
control functions that it performs. The PCM controls operation of the reverse
lockout solenoid, first–to–fourth gear shift indicator and the skip shift solenoid.
Note: The following pages of this student reference book describe each section in
detail. The function and operation of the inputs and outputs are explained the
first time each input or output is introduced. Subsequent sections will elaborate
on any input or output not previously described.
14
Engine Management
FUEL DELIVERY COMPONENTS
FUEL TANK
From 1992–1997 fuel tanks on Vipers were made of high density polyethylene
(HDPE). Starting in 1998, the fuel tank is constructed of extruded 5–layer
polypropylene. From 1992–1995, fuel tank capacity was 22 gallons. In 1996, all
models switched to a 19–gallon tank. For the 2000 model year, all models switched
to a 18.5–gallon tank. All tanks also incorporate a fuel pump module and rollover
valve (fig. 5). Roadster models have a fuel tank access panel located in the trunk
area, attached with rivets. When servicing the fuel tank on Coupes, an access panel
must be cut in order to remove the tank. If only the fuel pump needs to be serviced,
Coupe models have a fuel pump module access panel that can be removed, while
the Roadster fuel tank must be removed.
In 1998, a leak detection pump (LDP) was added to all Viper models. Starting in
2000, all Vipers are equipped with an On–Board Refueling Vapor Recovery (ORVR)
system. The LDP and vapor canister move to the rear of the vehicle.
ÁÁÁ
ÁÁÁ
ÁÁÁ
1
ÁÁ
ÁÁ 2
99128–005
Figure 5 Fuel Tank (Typical)

1 Fuel Tank 2 Fuel Pump Module
15
Engine Management
FUEL PUMP MODULE
The Viper fuel pump module is an in–tank unit with an integral fuel level sensor and
pressure regulator (fig. 6). The pump is driven by a 12–volt DC motor anytime the
fuel pump relay is energized. Serviceable components on the module may be:
D Inlet strainer
D Fuel level sensor
D Filter/pressure regulator
The pump draws fuel through a strainer and pushes it through the motor to the
outlet. The pump contains two check valves. One valve relieves internal fuel pump
pressure and regulates maximum pump output. The second valve, in the pump
outlet, maintains pump pressure during engine–off conditions.
1
2
5
8
6
7
99128–006
Figure 6 Fuel Pump Module

1 Full Stop 5 1/4 Tank
2 Full Tank 6 Empty Tank
3 3/4 Tank 7 Empty Stop
4 1/2 Tank 8 Height
16
Engine Management
Check Valve Operation
The electric fuel pump outlet contains a one–way check valve to prevent fuel flow
back into the tank and to maintain fuel supply–line pressure (engine warm) when
the pump is not operational. It is also used to keep the fuel supply line full of
gasoline when the pump is not operating. After the vehicle has cooled down, fuel
pressure may drop to 0 psi (cold fluid contracts), but liquid gasoline will remain in
the fuel supply line between the check valve and the fuel injectors. Fuel pressure
that has dropped to 0 psi on a cooled–down vehicle (engine off) is a normal
condition. When the electric fuel pump is activated, fuel pressure should
immediately rise to specification.
The fuel systems use a positive displacement, gerotor, immersible pump with a
permanent magnet electric motor.
This fuel system does not contain the traditional fuel return lines. The regulator
contains a calibrated spring, which forces a diaphragm against the fuel filter return
port. When pressure exceeds the calibrated amount, the diaphragm retracts,
allowing excess pressure and fuel to vent into the tank.
If the fuel delivery system becomes blocked between the fuel pump and the
regulator, the maximum deadhead pressure of the pump is approximately 880 kPa
(130 psi). The regulator adjusts fuel system pressure to approximately 379 kPa
(55 +/– 5 psi).
A fuel gauge level sending unit is attached to the fuel pump module. The fuel level
input is used as an input for OBD II. Fuel level below 15% or above 85%, on
LDP–equipped vehicles, of total tank capacity disables several monitors. There are
diagnostics for the fuel level circuit open and shorted (Table 3).
Table Three Fuel Level Diagnostics
Diagnostic DTC MIL

OBDII Major Monitors Disabled Disabled
Front O2S Voltage Checks Active Active
Rear O2S Voltage Checks Faults Active Active
Front/Rear O2 Heater Active Active
VSS Rationality Active Active
Warning: Be very careful when removing the fuel pump module from the fuel tank as
gasoline remaining in the module reservoir will spill.
17
Engine Management
FUEL PRESSURE REGULATOR
All Viper vehicles use a returnless fuel system. On a return system, all fuel is
routed through the hot environment of the engine compartment. Without a return
line, the fuel remains in the tank and is cooler. This reduces evaporative emissions,
resulting in less evaporative canister purging.
Returnless fuel systems do not have a return line routed from the fuel rail to the
fuel tank. The pressure regulator is part of the fuel pump module. It is part of a
regulator assembly on some vehicles and a separate piece on others.
The pressure regulator is a mechanical device that is not controlled by the PCM
(fig. 7). The regulator contains a calibrated spring and a diaphragm that actuates
the regulator valve. Fuel pressure operates on one side of the diaphragm, while
spring pressure operates on the other side. The diaphragm opens the valve to the
return port, allowing fuel to be dumped back into the fuel tank. System fuel
pressure reflects the amount of fuel pressure required to open the port. The spring
on the opposite side of the diaphragm attempts to close the valve, causing an
increase of pressure on the fuel as it travels to the fuel rail. The spring is not
adjustable. The spring is calibrated to maintain approximately 379 kPa (55 +/– 5
psi) of fuel pressure.
In the past, the regulator was mounted on the fuel rail so that as the manifold
vacuum at the tip of the injector changed, fuel pressure was modified to maintain a
constant injector flow volume. With the regulator mounted at the tank, a constant
fuel pressure is always supplied to the injectors. The PCM uses a special formula
using MAP information that calculates the pressure differential across the injector,
and then adjusts injector pulse width.
Fuel Flow
D Remote–mounted filter (two hoses) (1992–1999) – Fuel flows from the pump
to the regulator mounted on top of the module. From the regulator, it flows to
the filter, mounted to the frame, and then to the fuel rail. The regulator on the
pump module maintains 55 +/– 5 psi in the filter and lines.
D 2000 – The Viper uses a new filter & regulator which is integral to the pump
module. The in–line filter is removed for the 2000 MY.
18
Engine Management
ÁÁ
ÁÁ
1
ÁÁ ÁÁÁ
ÁÁ 7
ÁÁÁ 2
ÁÁ ÁÁÁ
ÁÁ ÁÁÁ
3
6
ÁÁÁ
ÁÁ ÁÁÁ
4
ÁÁ
5
99128–007
Figure 7 Typical Fuel Pressure Regulator

1 Fuel Flow to Fuel Injectors 5 Fuel Inlet
2 Pressure Regulator 6 Calibrated Springs
3 O–Rings 7 Rubber Grommet at Pump Module
4 Excess Fuel Back to Tank
19
Engine Management
FUEL PUMP RELAY
The Fuel Pump Relay is located in the trunk. It is energized to provide power to
operate the fuel pump under the following conditions:
D For approximately 1.8 seconds during the initial key–on cycle (JTEC).
D For approximately 0.5 to 1.5 seconds during the initial key–on cycle, depending
on temperature (SBEC).
D While the CKP sensor is providing an RPM signal that exceeds a predetermined
value.
Ignition voltage is provided to the fuel–pump relay coil anytime the key is in the
RUN/START position (figs. 8 & 9). The PCM provides the ground control to energize
the relay. Unlike previous Chrysler systems (non–OBD II), the fuel pump relay does
not provide power to operate the 02 Sensor heater.
The relay is energized when the key is cycled to RUN to prime the fuel rail with
liquid fuel, allowing for a quick start–up. Anytime the CKP sensor indicates that an
RPM signal exceeds a predetermined value, the relay is energized to ensure proper
fuel pressure and volume during engine cranking and running conditions. Anytime
the CKP sensor signal is lost (engine has been shut off or the sensor indicates no
rpm), the fuel pump relay is de–energized.
20
Engine Management
99128–008
Figure 8 JTEC Fuel Pump Relay Circuit
ASD
RELAY
TO:
IGN. COIL
02 HEATER
ASD SENSE
99128–009
Figure 9 SBEC Fuel Pump Relay Circuit
21
Engine Management
FUEL INJECTORS
Warning: Release fuel system pressure before servicing fuel system components. The
procedure is described on the MDS2 and the Service Manual. Service vehicles
and fuel system components in well–ventilated areas. Avoid sparks, flames
and other ignition sources. Never smoke while servicing the vehicle’s fuel
system.
Caution: If an injector must be removed on a Viper for inspection or service, you must
purge the fuel rail of all fuel, otherwise, flooding of one cylinder with fuel
may occur. Consult the Fuel Injection section on the MDS2 or the
appropriate Service Manual for proper service procedures.
The Viper engine uses bottom feed injectors. They are supplied fuel from a rail that
is part of the intake manifold.
The fuel injectors are 12–ohm electrical solenoids (fig. 10). Each injector contains a
needle valve that closes off an orifice at the nozzle end. When electrical current is
supplied to the injector, the armature and needle move a short distance against a
spring, allowing fuel to flow out the orifice. Because the fuel is under high pressure,
a fine spray is developed in the shape of a hollow cone. The spraying action
atomizes the fuel, adding it to the air entering the combustion chamber.
The fuel injectors are positioned in the intake manifold with the nozzle ends directly
above the intake valve port for the corresponding cylinder. Fuel is dispersed
through one opening at the bottom of each injector. This design allows for an
atomized spray, similar to that of a pintle injector, but with the low cost and easy
serviceability of a pencil–stream injector.
ÁÁ
ÁÁ3
ÁÁ ÁÁ
ÁÁ ÁÁ
1
ÁÁ
2
99128–010
Figure 10 Fuel Injector

1 Screen (fuel inlet) 3 Upper O–ring
2 Lower O–ring
22
Engine Management
FUEL FILTER
The fuel filter is mounted just outside the tank (fig. 11). The remote filter has two
lines attached to it. Filters are life–of–the–vehicle items. Replacement is necessary
only if something has caused the filter to become plugged, such as contaminants in
the fuel. Regular maintenance is no longer required because only the fuel actually
being used by the engine is filtered.
Note: Always lubricate the O–rings inside the quick–connect fittings with engine oil,
before reassembling the fuel line connections at the fuel pump module, fuel filter
fuel lines and the fuel rail.
99128–011
Figure 11 Fuel Filter
23
Engine Management
FUEL LINES AND RAIL
Fuel Lines
The high–pressure line from the tank to the filter or engine is a combination of
rubber, plastic, and steel lines. The hose clamps used to secure rubber hose
sections have a special rolled edge construction to prevent the edge of the clamp
from cutting into the hose.
Note: If the O–rings at the quick–connect fittings become damaged, the line must be
replaced.
Fuel Rail
The fuel rail is an integral part of the intake manifold (fig. 12). The fuel rails attach
to the fuel line with a quick connect fitting. If the O–rings at the quick connect
fittings become damaged, the line must be replaced. There is a test port located on
the Intake Manifold Right Bank between Injectors #9 and #10. Always follow the
procedures on the MDS2 or the Service Manual when removing fuel system
components.
ÁÁ ÁÁ
ÁÁ4
ÁÁ ÁÁ
1
ÁÁ ÁÁ 2
ÁÁ
ÁÁ3
99128–012
Figure 12 Fuel Rails

1 Fuel Rails 3 Fuel Pressure Test Port
2 Intake Manifold 4 Fuel Injection
24
Engine Management
NOTES:
25
Engine Management
THROTTLE BODY
The throttle bodies are mounted to the intake manifold. On Vipers equipped with
the heavyweight engine, a separate throttle cable and linkage control each throttle
body (fig. 13). The throttle cables must be adjusted after replacement or removal of
one or both throttle bodies, or after installation of a new throttle cable. The throttle
cable will require adjustment if the throttle arm does not contact the throttle stop
on the throttle body housing at WOT. For throttle cable adjustment procedures,
refer to the MDS2 or the Service Manual.
Vipers equipped with the lightweight engine incorporate a single throttle cable
design with a synchronization shaft (fig. 14). The throttle cable controls the left
throttle plate and mechanical motion is transmitted to the opposite throttle plate
through a synchronization shaft. This shaft is not an adjustable component. It is
calibrated at the factory and is serviced as a replacement component only.
The contoured throttle body changes air velocity slightly with moderate pedal
movement. The first 1/3 of opening takes a lot of throttle movement, then opening
occurs much faster. This helps reduce buck and bobble at light throttle positions.
The TPS is attached to the left throttle body.
ÁÁÁ
ÁÁÁ
1
ÁÁ
ÁÁ2
ÁÁ
ÁÁ
3
ÁÁÁ
ÁÁÁ 4
99128–013
Figure 13 Heavyweight Throttle Attachments

1 Shaft 3 Button
2 Clasp 4 Ratchet
26
Engine Management
99128–014
Figure 14 Lightweight Throttle Synchronization Shaft
27
Engine Management
POWERTRAIN CONTROL MODULE
POWER SUPPLIES AND GROUNDS (JTEC)
In order to function, the PCM must be supplied with battery voltage and a ground
(fig. 15). The PCM monitors battery voltage during engine operation. If the voltage
level falls, the PCM increases the initial injector opening point to compensate for low
voltage at the injector. Low voltage causes a decrease in current flow through the
injector and can prevent the injector plunger from fully opening in the allotted time,
resulting in decreased fuel flow.
Battery charging rate is controlled by the PCM, except on 1996 Roadsters. The
target charging rate voltage is based upon inputs from Battery Temperature Sensor
(BTS). The BTS is located in the bottom of the battery tray.
The PCM must be able to store diagnostic information. This information is stored in
a battery–backed RAM. Once a Diagnostic Trouble Code (DTC) is read, the
technician can clear the RAM by disconnecting the battery for approximately 60
seconds, or using the DRBIII scan tool.
The PCM has two power inputs: direct 12 volts and switched ignition 12 volts.
Battery voltage is supplied to the PCM to power the 5–volt power supply and allow
the PCM to perform fuel, ignition and emission control functions. The PCM
monitors this direct battery–feed input to determine charging rate, control the
injector initial opening point, and back up the RAM used to store the DTC functions.
This is called sensed battery and will be discussed later.
When the ignition switch is turned ON, the 12–volt input acts as a “wake up” signal
to an integrated circuit that then turns on the power supply.
The power supply output of 5 volts supplies multiple locations within the controller
and is also used as the reference voltage for sensor operation. Some of the locations
within the controller that use 5 volts are the microprocessors. Another output of
the 5–volt power supply is a line that is split to make the primary and secondary
5–volt outputs.
The primary output is used as a reference voltage for the TPS and MAP sensors as
well as a power supply to operate the CMP and CKP sensors. It is also used as a
power supply for the VSS.
28
Engine Management
Another use of the power supply is a reference voltage for the internal use of the
PCM. The microprocessors determine current sensor state by comparing the sensor
signal to the reference voltage. The difference between the two voltages equals the
sensor state.
The PCM has two grounds, both identified as power grounds. All the high current,
noisy devices are connected to these grounds as well as all the sensor returns. The
sensor return comes in, passes through noise suppression and is then connected to
the power ground.
99128–015
Figure 15 JTEC Power Supplies and Grounds
29
Engine Management
POWER SUPPLIES AND GROUNDS (SBEC)
In order to function, the PCM must be supplied with battery voltage and a ground
(fig. 16). The PCM monitors battery voltage during engine operation. If the voltage
level falls, the PCM increases the initial injector opening point to compensate for low
voltage at the injector. Low voltage causes a decrease in current flow through the
injector and can prevent the injector plunger from fully opening in the allotted time,
resulting in decreased fuel flow.
The PCM must be able to store diagnostic information. This information is stored in
a battery–backed RAM. Once a DTC is read by the technician, the technician can
clear the RAM by disconnecting the battery for approximately 60 seconds, or using
the DRBIII scan tool.
The PCM monitors the direct battery feed input to control the injector initial opening
point and back–up the RAM used to store DTCs. Direct battery feed is also used to
supply working voltage to the controller. This is called sensed battery and will be
discussed later.
Ignition voltage is supplied to the PCM. Battery voltage is supplied to this pin
through the Ignition Switch when the ignition key is in the RUN or START position.
Voltage is supplied to this circuit to power the 9–volt regulator and to allow the PCM
to perform fuel, ignition, and emissions control functions. This ignition input acts
as a “wake up” signal to the PCM. The battery voltage on this line is supplied to the
9–volt regulator which then passes on a power supply to the 5–volt regulator.
Voltage on the ignition input can be as low as 6 volts and the PCM will still function.
Internally, all ground pins are connected together, however there is a noise
suppression on the sensor ground. For Electro Magnetic Interface (EMI) and Radio
Frequency Interface (RFI) protection, the case is also grounded separately from the
ground pins.
A 9–volt power supply is provided to supply the VSS, CKP, and CMP sensors with a
regulated voltage. The same power supply also provides the 5–volt regulator with
power. The 9–volt regulator is protected from short circuits. If the regulator were
externally shorted to ground, a circuit in the regulator would cause the external
supply voltage to shut down, but still provide power to the 5–volt regulator.
A 5–volt power supply is used to provide a regulated power supply to most of the
inputs to the PCM. This circuit is also protected from shorts to ground and a circuit
in the regulator allows the 5–volt signal to be sent to other inputs if the 5–volt power
supply were shorted to ground at the MAP sensor or TPS.
30
Engine Management
99128–016
Figure 16 SBEC Power Supplies and Grounds
31
Engine Management
DATA LINK CONNECTOR (DLC)
The PCM maintains communication with scan tools through the vehicle’s DLC. The
DLC for pre–1996 Vipers is located under the hood, next to the PCM. From 1996
forward, the DLC is located inside the vehicle, below the Instrument Panel and to
the left of the clutch pedal (fig. 17). This change in location is a result of OBD II.
ÁÁ
ÁÁ
ÁÁ ÁÁ
3
ÁÁ 2
ÁÁ
ÁÁ 1
99128–017
Figure 17 Data Link Connector (1996 and Later)

1 Brake Pedal 3 Data Link Connector
2 Clutch Pedal
32
Engine Management
NOTES:
33
Engine Management
FUEL INJECTION SYSTEM — PCM INPUTS
CRANKSHAFT POSITION SENSOR (CKP)
The Crankshaft Position Sensor (CKP) is mounted in the passenger side of the
engine block, below the exhaust manifold. The CKP is a Hall–effect type sensor that
is used to provide input to the PCM regarding the exact position of the crankshaft
and pistons. This type of sensor detects slots cut into a pulse ring machined into
the middle of the crankshaft. The CKP signal alone is used to determine engine
RPM. When combined with input from the Camshaft Position Sensor (CMP –
discussed later), CKP input is used to determine:
D Top Dead Center (TDC)
D Ignition Timing
D Injector Synchronization
Note: The engine will not start if the PCM does not receive the CKP signal.
The pulse ring has five groups of two notches equally spaced at its outer edge
(fig. 18). Each group of notches represents a signal for a specific set of pistons. The
PCM determines basic timing by the position of the falling edge of the slots. Each
corresponding slot is 72° apart and is 3° wide. There are 15° between each slot in
the pair. The falling edge of the first slot of each pair of slots is used for cylinders
10, 4, 6,8 and 2, and the second falling edge is used for cylinders 1, 9, 3, 5 and 7
(fig. 19). It may take the PCM one full engine revolution to determine crankshaft
position while cranking. The following shows companion or paired cylinders:
D #10 and #5
D #9 and #8
D #4 and #7
D #3 and #2
D #1 and #6
The V10 is a 90° block. This means that the combined angle of the bore center lines
of the opposing banks are 90° and that a piston comes up to TDC every 90°. With
10 cylinders, each one would be fired in 900° of crankshaft rotation (10 x 90 =900).
To match cylinder firing with crankshaft rotation, it was necessary to make an “odd
fire” engine. This means that all the cylinders are not fired at the same amount of
crankshaft rotation. Five cylinders are fired at 54° and the other five are fired at 90°
of crankshaft rotation (fig. 19). All of these angles added together total 720° or two
complete crankshaft revolutions. Because of the odd firing, it is necessary to use
different notch edges to properly stagger the spark.
Note: The CKP does not inform the SBEC which pistons are approaching top dead
center (TDC). The CMP signal provides this information.
34
Engine Management
99128–018
Figure 18 Crankshaft Notches
35
Engine Management
99128–019
Figure 19 Crankshaft Pulse Ring
36
Engine Management
The PCM supplies 5 volts (9 volts on SBEC) to the sensor for operation of the
Hall–effect chip and other sensor electronics (figs. 20 & 21). The PCM also provides
a ground for the sensor on the sensor return circuit. Finally, the PCM provides a
5–volt reference signal to the CKP through a third circuit. This reference voltage
alternates between 5 volts and 0 volts with the rotation of the crankshaft.
The Hall–effect switch contains a magnet. As the magnetic field passes over the
solid portion of the pulse ring, the 5–volt signal is pulled to ground through a
transistor in the sensor. When a notch is in front of the sensor, the transistor is
turned off and the reference voltage rises to 5 volts. The PCM identifies crankshaft
position by registering the cycles from 0 to 5 volts.
99128–020
Figure 20 JTEC Crankshaft Position Sensor Circuit
37
Engine Management
ÁÁÁ
ÁÁÁVIC
ÁÁÁ
ÁÁÁ
ÁÁÁÁ
CMP
ÁÁÁÁ
VSS
99128–021
Figure 21 SBEC Crankshaft Position Sensor Circuit
38
Engine Management
Crankshaft Position Sensor Service
The sensor’s powerful magnet is susceptible to damage. Do not drop the sensor on
a metal table, or store sensors face–to–face. The clearance between the sensor and
the counterweight is not adjustable. Though the clearance is critical,
manufacturing tolerances allow for some differences in clearance.
In order for the vehicle to start, both the cam and crankshaft position sensor signals
must be present. On SBEC PCMs and eight–digit part number JTEC PCMs, both
the cam and crankshaft position sensor signals are necessary for continued
operation.
On 10–digit part number PCMs (1997 and later), once the engine is running, the
cam sensor signal is not needed for continued operation.
Caution: The crankshaft position sensor has a foil heat shield attached by the CKP
mounting bolt covering the sensor. The heat shield must be property
installed to ensure that the CKP sensor remains protected from the heat of
the exhaust system.
39
Engine Management
CAMSHAFT POSITION SENSOR (CMP) (JTEC)
The Camshaft Position Sensor (CMP) functions similarly to the CKP. The CMP is
also a Hall–effect sensor that provides input to the PCM regarding crankshaft
position and cylinder identification. The PCM uses the CMP input along with the
CKP input to determine exact piston location and determines spark/fuel delivery.
The CMP Sensor is mounted in the front of the timing case cover (fig. 22). The
camshaft sprocket has a metallic step that passes in front of the CMP sensor. The
PCM is able to identify piston location by monitoring the position of this step.
ÁÁÁ
ÁÁÁ
ÁÁÁ
1
ÁÁ ÁÁÁ
ÁÁ
4 ÁÁÁ
2
ÁÁÁ
ÁÁÁ3
ÁÁÁ
99128–022
Figure 22 JTEC Camshaft Position Sensor Operation

1 Timing Step 3 Mounting Bolt
2 Camshaft Sprocket 4 Camshaft Position Sensor
40
Engine Management
The PCM supplies 5 volts to the sensor for operation of the Hall–effect chip and
other sensor electronics (fig. 23). The PCM also provides a ground for the sensor on
the sensor return circuit. This reference voltage alternates between 5 volts and 0
volts with the rotation of the camshaft.
99128–023
Figure 23 JTEC Camshaft Position Sensor Circuit
41
Engine Management
Similar to the CKP, when the step passes in front of the CMP, the 5 volt reference
voltage from the PCM goes to approximately 0 volts. When the step rotates away
from the sensor, the reference voltage returns to 5 volts. The result is a square
wave signal that alternates between 0 and 5 volts (fig. 24).
ÁÁ
ÁÁ
ÁÁ
1
ÁÁ
ÁÁ2
99128–024
Figure 24 JTEC CMP Sensor Signal

1 Crankshaft 2 Camshaft
42
Engine Management
The PCM determines crankshaft position from the inputs provided by the Camshaft
and Crankshaft Position Sensors. Once the crankshaft position is determined the
PCM can synchronize fuel injection and cylinder identification.
In order for the vehicle to start, both the CMP and CKP sensor signals must be
present. On 1992–1996 vehicles, both CMP and CKP sensor signals are necessary
for continued engine operation. On 1997 and later vehicles, once the engine is
running, the CMP sensor signal is not needed for continued engine operation.
When the PCM sees the falling edge of the CMP sensor it knows that cylinder #1 is
next. When the PCM sees the second falling edge after the CMP sensor it knows
that the crankshaft is at 9° BTDC compression for cylinder #1. The PCM then
knows that the next falling edge it will see is 9° BTDC compression for cylinder #10
and so on. Because of the odd fire the injector–firing is also staggered. The
injectors for cylinders 1, 9, 3, 5 and 7 are fired at 423° BTDC. The injectors for
cylinders 10, 4, 6, 8 and 2 are fired at 441° BTDC.
Cam/Crank Diagnosis
In order for the PCM to diagnose either the CAM or CRANK sensor signals, one of
the signals must be present.
Camshaft Position Sensor Service
Caution: When installing a CMP sensor the cam drive gear position must be checked.
If the cam gear is positioned at the low area, the sensor will be broken
when the engine is started. Refer to the MDS2 or the Service Manual for
proper procedures.
43
Engine Management
CAMSHAFT POSITION SENSOR (CMP) (SBEC)
The PCM sends approximately 9 volts to the Hall–effect sensor (fig. 25). This voltage
is required to operate the Hall–effect chip and the electronics inside the sensor. A
ground for the sensor is provided through the sensor return circuit. The input to
the PCM occurs on a 5–volt output reference circuit. The PCM identifies camshaft
position by registering the change from 5 to 0 volts, as signaled from the CMP.
ÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
VIC
ÁÁÁÁ
ÁÁÁ
ÁÁÁÁ
CKP
ÁÁÁÁ
ÁÁÁVSS
99128–025
Figure 25 SBEC Camshaft Position Sensor Circuit
44
Engine Management
The camshaft timing gear has six areas with notched slots (fig. 26). There are two
areas with a single slot spaced 180° apart and one area with two slots spaced next
to each other. The timing gear also has one long and two shorter, solid, un–notched
surfaces. Because of the arrangement of solid and notched areas on the camshaft
timing gear, a predictable sequence of signals is produced, which allows the SBEC
to determine camshaft position. The SBEC then calculates which coil and injector
should be energized. The SBEC is able to make these calculations within one
revolution of start–up.
99128–026
Figure 26 SBEC Camshaft Sprocket
45
Engine Management
The PCM determines fuel injection synchronization and cylinder identification from
inputs provided by the CMP and CKP (fig. 27). From the two inputs, the PCM
determines camshaft–to–crankshaft misalignment.
ÁÁÁ
ÁÁÁ
ÁÁÁ
1
ÁÁ
ÁÁ
2
ÁÁ
ÁÁ
ÁÁ
3
99128–027
Figure 27 SBEC Camshaft Position Sensor Signal

1 Synchronization 3 Camshaft
2 Crankshaft
46
Engine Management
NOTES:
47
Engine Management
Injection/Ignition Timing
The term “sequential” means the injectors have a specific firing order, and fuel
injection is timed to piston movement. Although it is a fuel system, sequential
injection is more easily understood if it is compared to an ignition system. Ignition
timing matches spark plug firing to piston position, and spark plugs are fired in a
specific order: 1–10–9–4–3–6–5–8–7–2.
In order for the SBEC to fire injectors in a specific order timed to crankshaft and
piston movement, it must first establish a reference point. Establishing the
reference point requires SBEC inputs from the CKP and CMP. The CKP provides the
SBEC with crankshaft angle and speed. The SBEC converts crankshaft speed into
engine rpm and crankshaft angle into piston position. The notched crankshaft,
rotating past the CKP, contains 5 pairs of two notches, equally spaced around the
crankshaft. Each notch represents a signal for piston position. The CMP receives
signals from the notches on the camshaft timing gear. The timing gear has an area
of two single notches spaced 180° apart and an area with two notches next to each
other. The timing gear also has one long and two shorter, solid, un–notched
surfaces. These signals provide information as to which piston is approaching TDC.
Based on these inputs, the SBEC energizes the appropriate injector for a particular
cylinder, and energizes the ignition coil to fire the spark plugs of those paired
cylinders.
When the engine is running, based on its sync signal, it energizes the injector 432°
of crankshaft rotation prior to ignition. For example: when the VIC recognizes
cylinder #1, it energizes the injector for cylinder #5. The ignition coil dwell can be
started any time before TDC of the previous cylinder in the firing order. However,
during high rpms, the dwell time can be as many as four previous cylinders in the
firing order.
48
Engine Management
Sychronization
There are only three ways the engine can “sync”; otherwise, the engine will not start.
The three conditions are (fig. 28):
D If the SBEC sees seven crank signals (with no sync) after one camshaft
signal has been encountered.
D If the SBEC receives seven (+) crankshaft signals, and then a signal from
the CMP.
D If the SBEC receives two camshaft signals encountered between two
crankshaft signals.
Since the SBEC does not have enough output drivers to support all of the injectors,
two of the injectors, #1 and #5, are controlled by the VIC.
ÁÁÁ
ÁÁÁ
ÁÁÁ
1
ÁÁ
ÁÁ
2
ÁÁ
ÁÁ
ÁÁ
3
99128–028
Figure 28 Synchronization
1 Synchronization 3 Camshaft
2 Crankshaft
49
Engine Management
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
The MAP signal serves as a PCM input, using a silicon–based sensing unit to provide
data on the manifold vacuum that draws the air/fuel mixture into the combustion
chamber. The PCM requires this information to determine injector pulse width and
spark advance. When MAP voltage (engine running) equals the voltage seen when
barometric pressure was learned or updated, the pulse width will be at its
maximum.
Also, like the cam and crank sensors, 5 volts is supplied from the PCM and the MAP
Sensor returns a voltage signal to the PCM that reflects manifold pressure (figs. 29
& 30). The MAP Sensor operating range is from 0.45 volt (high vacuum) to 4.8 volts
(low vacuum). The sensor is supplied a regulated 4.8 to 5.1 volts to operate the
sensor. Like the cam and crank sensors, ground is provided through the sensor
return circuit.
99128–029
Figure 29 JTEC Manifold Absolute Pressure Sensor Circuit
50
Engine Management
PCM
A/D CONV.
5V SENSOR
TPS
SENSOR
5V SUPPLY
5V
POS.
TO VSS MAP
SENSOR 5V SENSOR
A/D CONV.
SENSOR
RETURN
99128–030
Figure 30 SBEC Manifold Absolute Pressure Sensor Circuit
51
Engine Management
The MAP Sensor input is the number one contributor to pulse width. An important
function of the MAP Sensor is to determine barometric pressure (fig. 31). The PCM
needs to know if the vehicle is at sea level, or in Denver at 5,000 feet above sea level,
because the air density changes with altitude. It will also help to correct for varying
weather conditions. This is important, because as air pressure changes, barometric
pressure changes. Barometric pressure and altitude have a direct inverse
correlation; as altitude goes up, barometric pressure goes down. The first thing that
happens as the key is rolled on, before reaching the crank position, the PCM powers
up, looks at the MAP voltage, and based upon the voltage it sees, it knows the
current barometric pressure relative to altitude.
ÁÁÁ
ÁÁÁ
Altitude
1
Baro
ÁÁÁ
ÁÁÁ 2
99128–031
Figure 31 MAP Sensor Voltage Values

1 Altitude in Thousands 2 Voltage
52
Engine Management
Once the engine starts, the PCM looks at the voltage again at the trailing edge of the
last slot on the current cylinder and the leading edge of the first slot of the next
cylinder. These two values are added and then divided by 2 to get an average. It
then averages these signals and compares the current voltage to what it was at
key–ON. The difference between current voltage and what voltage was at key ON is
manifold vacuum (fig. 32).
ÁÁ
ÁÁ 1
ÁÁ
ÁÁ
2
ÁÁÁ
ÁÁÁ 3
99128–032
Figure 32 MAP Voltage vs. Vacuum

1 Done at 29.92 Baro at Sea Level 3 Vacuum
2 Voltage
53
Engine Management
During key–ON (engine not running) the sensor reads (updates) barometric (Baro)
pressure. A normal range can be obtained by monitoring a known valid sensor.
As the altitude increases, the air becomes thinner (less oxygen). If a vehicle is
started and driven to a very different altitude than where it was at key ON, the
barometric pressure must be updated. Anytime the PCM sees at least 1.8 volts
above minimum TPS, and based upon rpm, it will update barometric pressure in the
MAP memory cell. With periodic updates, the PCM can make its calculations more
effectively. Also, if MAP is ever greater than Baro, such as coming down from a high
altitude, Baro automatically updates.
The PCM uses the MAP Sensor to aid in calculating the following:
D Barometric pressure.
D Engine load.
D Manifold pressure.
D Injector pulse width.
D Spark–advance programs.
D IAC position.
D Deceleration fuel shutoff.
The PCM recognizes a decrease in manifold pressure by monitoring a decrease in

voltage from the reading stored in the barometric pressure memory cell. The MAP
Sensor is a linear sensor. As pressure changes, voltage changes proportionately.
The range of voltage output from the sensor is usually between 4.6 volts at sea level
to as low as 0.3 volt at 26 in. Hg. of manifold vacuum. Barometric pressure is the
pressure exerted by the atmosphere upon an object. At sea level, on a standard
day, with no storm, barometric pressure is 29.92 in. Hg. For every 100 feet of
altitude, barometric pressure drops 0.10 in. Hg. A storm can either add (high
pressure) or decrease (low pressure) from what should be present for that altitude.
You should know the average pressure and corresponding barometric pressure for
your area. Always use the Diagnostic Test Procedures Manual for MAP Sensor
testing.
The MAP Sensor signal is provided from a single silicone piezoresistive element
located in the center of a diaphragm. The element and diaphragm are both made of
silicone. Pressure change moves the diaphragm, causing the element to deflect,
which in turn stresses the silicone. When silicone is exposed to stress, its
resistance changes. As manifold vacuum increases, the MAP Sensor input voltage
decreases proportionally. The sensor also contains electronics that filters the signal
and provides temperature compensation.
54
Engine Management
MAP Sensor Diagnostics
Note: JTEC examples are given, SBEC are similar. Refer to the applicable Powertrain
Diagnostic Manual or MDS2 for the vehicle you are servicing.
There are three MAP Sensor diagnostic routines:

D MAP voltage too high (voltage is above 4.9 volts).
D MAP voltage too low (voltage below 2.35 volts at start–up or below 0.1 volt with
engine running).
D No change in MAP voltage at start–to–run transfer.
With the engine running between 400 to 1,500 rpm, near closed throttle and MAP
voltage is above 4.9 volts, the voltage high fault is set. Beginning with the 1997
model year, the MAP diagnostic range is 416 to 3,500 rpm.
There are two different ways to set the voltage low fault. If MAP voltage is below
2.35 volts at start–up, the fault will be set. The other is MAP voltage below O. 1 volt
while the engine is running.
To set the rationality fault “no change in MAP from start to run”, the PCM must
detect too small a difference between engine MAP voltage running and Baro at
key–ON. This is checked at all times. If rpm becomes close to idle speed and the
throttle is closed, vacuum should be greater than a calibrated amount. If vacuum is
not high, then a fault will be set.
MAP voltage is only looked at when the vehicle is near closed throttle and rpm is
between approximately 400 to 1,500 rpm. This means that if a MAP sensor is faulty
at an rpm above 1,500, the PCM will interpret whatever reading it gets from the
MAP sensor as true. Beginning with the 1997 model year, the MAP diagnostic range
is 416 to 3,500 rpm.
MAP Sensor Limp–In
The PCM stores a DTC when the MAP sensor malfunctions. When the PCM sets a
DTC, the MAP sensor’s information is considered inaccurate. At this point, the PCM
moves into “limp–in” mode. Limp–in for the MAP sensor allows the engine to
continue to function, without input to the PCM from the MAP. The PCM must
calculate the amount of air being consumed by the engine, which is accomplished
by calculating MAP values based upon readings from the CKP sensor (RPM) and the
Throttle Position Sensor (TPS). Anytime the PCM sets a DTC for MAP, the
Malfunction Indicator Light (MIL) is illuminated.
55
Engine Management
Component Locations
The MAP Sensor is located on the rear portion of the left intake manifold (fig. 33).
ÁÁÁ
ÁÁÁ 1
ÁÁÁ
ÁÁÁ
ÁÁÁ
2
99128–033
Figure 33 MAP Sensor Location

1 MAP Sensor 2 Intake Manifold
56
Engine Management
THROTTLE POSITION SENSOR (TPS)
The TPS is mounted to the side of the throttle body. The PCM needs to identify the
actions of the throttle blade at all times to assist in performing the following
calculations:
D Ignition timing advance.
D Fuel injection pulse–width.
D Idle (learned value or minimum TPS).
D Off–Idle (0.04 volt above minimum TPS) (0.06 volt for SBEC).
D Wide–Open Throttle (WOT) open loop (2.608 volts above learned idle voltage).
D Deceleration fuel lean–out.
D Fuel cutoff during cranking at WOT (2.608 volts above learned idle voltage).
The PCM supplies the TPS with a regulated voltage that ranges from 4.8 to 5. 1 volts
(figs. 34 & 35). On SBEC, the regulated output voltage is the same voltage that the
MAP Sensor uses. On JTEC, the 5–volt reference (primary) is the same voltage that
the MAP, CMP, and CKP Sensors use. The TPS receives its ground from the PCM.
The input of the TPS to the PCM is through a 5–volt sensor circuit.
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Engine Management
99128–034
Figure 34 JTEC Throttle Position Sensor Circuit
58
Engine Management
TO MAP
SENSOR
THROTTLE
POSITION
SENSOR
99128–035
Figure 35 SBEC Throttle Position Sensor
59
Engine Management
TPS PROGRAMS
Idle
As with other Chrysler fuel–injection systems, the PCM is able to recognize an idle
command based upon inputs from the TPS. Also, like other Chrysler systems, the
PCM is programmed to monitor the TPS signal whenever the key is ON. While the
key is ON and the engine is running, the PCM assumes that the lowest voltage it
can receive, above the fault threshold, must be where the throttle blade lever hits
the idle stop. Normally, this voltage range is approximately 0.5–1.0 volt. At the
low–voltage position, the PCM records the signal as “idle,” better known as
“minimum TPS.”
The PCM’s memory is updated anytime the sensed voltage is less than the recorded
value in the memory cell. The PCM uses voltage change to determine when the
throttle has returned to the previously learned value. At key ON, the PCM will raise
the target voltage value in the TPS Min idle memory cell by approximately 0.04 of a
volt. This new value becomes the new minimum TPS. When the engine is started, if
the actual TPS voltage is lower than the new memory value, the PCM will store
actual as minimum TPS.
Note: JTEC examples given; SBEC similar.
If the key is cycled ON without starting the engine (start–to–run transfer), the value
in target memory will increase up to a maximum of approximately 1.0 volt. Once
the maximum is reached, the voltage will automatically drop to approximately 0.86
volt. At the next key–on it will increment 0.04 volt and will stay in this loop until it
can learn a new actual minimum with the engine running. Limiting the upper
threshold of minimum TPS reduces the chance that minimum TPS would get so
high that the clear flood function would not work.
Anytime the PCM receives the idle voltage signal, the PCM is programmed to
maintain target idle, using timing and the Idle Air Control (IAC) motor. Idle speed
may vary, based on ECT.
Spark advance curves and injection pulse–width programs are unique as they are
specifically calibrated for idle conditions.
Off–Idle
Once the throttle is opened, the PCM moves into its off–idle program at
approximately 0.04 volt above minimum TPS. At this point, spark scatter advance
is no longer being used to control idle speed. The IAC motor has been repositioned
to act like a dashpot. The dashpot function operates the IAC motor, to prevent the
possibility of the engine dying out during a sudden deceleration. So, if the throttle
blade is actually closed but the TPS voltage did not drop to minimum TPS (dirty
throttle body), idle quality will be poor: minimum TPS with engine running cannot
be learned upward (higher voltage than minimum TPS to .04). Only a lower voltage
can be learned.
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Engine Management
Acceleration
A rapid rise in TPS voltage within a specified time frame causes the injector pulse
width to increase. The amount of pulse width increase is determined by the rate of
voltage rise. For maximum response, the PCM will momentarily increase the pulse
width for all the injectors.
Wide Open Throttle (WOT)
With the engine running, the PCM spark–advance and fuel pulse–width programs
are affected during WOT conditions. The PCM is programmed to go into open loop
anytime the TPS voltage exceeds 2.7 volts (80% throttle blade) above minimum idle.
This enables the PCM to enrich the air/fuel ratio at WOT to allow the combustion
chamber to run a little cooler.
Deceleration
Under deceleration, the PCM is programmed to “lean out” the air/fuel ratio, since
engine power is not needed. One of the main components involved with the
deceleration program is the TPS. If, while the vehicle is in motion (based on the
Vehicle Speed Sensor), the TPS is closed, and manifold vacuum is high, the PCM
narrows the pulse width, so that the air/fuel ratio becomes leaner. In some
instances, the pulse width goes to 0.0 msec., at which time no fuel is supplied to the
engine. This action causes extremely low vehicle emissions. During deceleration,
the adaptive numerator is updated, as there is no load on the crankshaft. The
adaptive numerator is explained in detail in the On Board Diagnostics II Student
Workbook.
Wide Open Throttle Fuel Cut–Off During Cranking
One last function that the PCM performs from inputs delivered by the TPS is the
WOT fuel cut–off while cranking. To ensure short cranking times, the PCM fires all
of the injectors simultaneously once during cranking. After that, the PCM waits two
revolutions, then fires the injectors sequentially. If the programmed pulse width
allows too much fuel into the combustion chamber, or if circumstances do not allow
the engine to start up with the programmed quantity of fuel, the driver can operate
the accelerator pedal to WOT, so the PCM de–energizes all injectors. This program
occurs only during cranking, and when the TPS voltage exceeds 2.4 volts above
minimum TPS.
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Engine Management
TPS Diagnostics
Note: JTEC examples given, SBEC similar.
There are three TPS diagnostic routines:

D TPS voltage high (above 4.9 volts)
D TPS voltage low (below 0.1 volts)
D TPS voltage does not agree with MAP
The diagnostic routine “TPS voltage low” is set when TPS voltage is below 0.1 volt
and engine speed is greater than 1500 rpm. The “TPS voltage high” routine is set
when TPS voltage is above 4.9 volts and engine rpm is as follows: above 1500 rpm
for 1996, or between 416–3500 rpm for 1997. The diagnostic routine: “TPS voltage
does not agree with MAP” fault is set when the PCM interprets the MAP indication
as a load condition that does not agree with what the TPS indicates. This can occur
in two ways: TPS voltage less than 1.16 volts with vacuum less than 2 in., or TPS
voltage more than 2.16 volts and vacuum greater than 11.8 in.
TPS Limp–In
When the TPS indicates a voltage that is too low, too high or not believable, the PCM
sets a DTC. When the DTC is set, the MIL is illuminated and the PCM moves into
limp–in mode. Limp–in for the TPS is divided into three categories: idle, part–
throttle and WOT. These limp–in values are mainly rpm–based, although the MAP
sensor has an input to the program. Refer to the Diagnostic Test Procedures
Manual for complete diagnostic information.
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Engine Management
NOTES:
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Engine Management
ENGINE COOLANT TEMPERATURE (ECT) SENSOR
On lightweight engines, the ECT is located on the front of the driver side cylinder
head, just beneath the left throttle body (fig. 36). On heavyweight engines, the ECT
is located below the rear of the intake manifold near the thermostat housing (fig.
37).
ÁÁ
ÁÁ1
ÁÁ
ÁÁ
ÁÁ
2
99128–036
Figure 36 Lightweight ECT Location

1 ECT Sensor 2 Thermostat Housing
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Engine Management
ÁÁ
ÁÁ 1
ÁÁÁ ÁÁÁ
ÁÁÁ ÁÁÁ
3 2
99128–037
Figure 37 Heavyweight ECT Location

1 Rear of Engine 3 Temperature Gauge Sensor
2 ECT Sensor
The PCM uses inputs from the ECT sensor to calculate:

D Injector pulse width
D Spark–advance curves
D Fuel Pump Relay Latch Times (SBEC only)
D Idle Air Control (IAC) motor key–on steps
D Initial fuel injection
D O2 Sensor closed–loop times (30° and above)
D Purge solenoid on/off times
D Radiator fan relay on/off points
D Target idle speed
The ECT input is the second most powerful modifier of injector pulse width. The
ECT Sensor is a Negative Thermal Coefficient (NTC) sensor. The PCM sends five
volts to the sensor, and is grounded through the sensor return line (fig. 38). As
temperature increases, resistance in the sensor decreases (fig. 39).
As the temperature goes up, the voltage drop increases, which causes a lower
voltage at the A/D converter. Unlike SBEC, the JTEC ECT is not a dual–ranging
circuit.
1996 Coupe/1997–2000 All

The ECT Sensor on these vehicles is a 4 wire sensor located in the front of the driver
side cylinder head. Two wires are for the gauge and two for the sensor input to the
PCM. This sensor is used as a PCM input, a message center input for the
dashboard warning light, and for the water temperature gauge.
65
Engine Management
SBEC
Message
Center
Engine Coolant
Temperature
Sensor
Engine Coolant
Temperature
Gauge
Case
Ground
JTEC
99128–038
Figure 38 Engine Coolant Temperature Sensor Circuits (SBEC and JTEC)
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Engine Management
Resistance
Temperature (Degrees F)
99128–039
Figure 39 ECT/IAT Temperature/Resistance Curve (SBEC & JTEC)
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Engine Management
ECT Operation
As the temperature of the coolant goes up, the voltage drop increases, which causes
a lower voltage at the A/D converter (fig. 40). Unlike previous years (SBEC), this is
not a dual–range circuit.
99128–040
Figure 40 JTEC ECT/IAT Temperature/Voltage Curve
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Engine Management
The SBEC PCM has a dual temperature–range program for better sensor accuracy at
cold temperatures. At key–ON, the PCM sends a regulated 5–volt signal through a
10,000 ohm resistor to the ECT Sensor. The A/D converter monitors the voltage
signal as it passes through the ECT Sensor to ground. The A/D converter registers
the voltage drop across the ECT Sensor and then converts the signal into a binary
code. When the voltage drop reaches approximately 1.25 volts, the PCM turns on a
transistor. The transistor connects a 1,000 ohm resistor in parallel with the 10,000
ohm resistor. With this drop in resistance, the A/D converter recognizes an
increase in voltage on the input circuit (fig. 41). The program allows the PCM to
have a full binary control at cold temperatures up to approximately 120° F, and a
second full binary control at temperatures over 120° F.
99128–041
Figure 41 SBEC ECT/IAT Sensor Dual Range
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Engine Management
At key–ON, the PCM assumes a cold engine. 5 volts is sent through the 10,000 ohm
resistor out to the sensor element to ground. If the engine is cold, the resistance of
the element is high, and thus there is very little voltage drop through the thermister
and the corresponding sensed voltage is high. If the sensed voltage at key–ON is
low, this indicates it could either be a warm engine or a short in the circuit. A
transistor is turned on, adding a 1,000 ohm resistor in parallel to the 10,000 ohm
resistor. Using ohms law for parallel circuits gives us a new total resistance of 909
ohms. By changing the known resistance and checking sensed voltage if the voltage
increases, then the sensor is hot. If the voltage fails to increase then there is a
short, and the PCM will set a fault.
This dual–ranging is done because the sensor covers a range of 300° F. The PCM
requires an accuracy that cannot be achieved using a 5–volt signal with one sensor
for this wide range. Therefore, this dual–curve programming allows us to get the
necessary resolution using one sensor.
ECT Sensor Diagnostics
There are four ECT diagnostic routines:

D ECT Too High is set when voltage is above 4.9 volts for 3 seconds.
D ECT Too Low is set when voltage is below 0.08 volt for 3 seconds.
D ECT Too–Cold, Too–Long Fault is set when the ECT is between 19° and 212° F
at start–up and the engine runs for 14 minutes under any condition, then runs
another 14 minutes above 28 mph and ECT does not reach 160° F.
D (JTEC only) The closed loop temperature not reached, fault is set when the
engine fails to reach a calibrated (approximately 50° F) temperature within
approximately five minutes.
The two rationality faults (ECT too–cold too–long and closed–loop temperature not
reached) will turn the “Check Engine” light on if the fault is present for two trips.
For more information, refer to the OBD II course.
ECT Sensor Limp–In
When the ECT Sensor indicates voltage that is too high or too low, the PCM sets a
DTC. When a DTC is set, the Mil is illuminated and the PCM moves into limp–in
mode. Limp–in mode for the ECT Sensor is a preset value and the radiator fan
operates at high speed.
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Engine Management
NOTES:
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Engine Management
INTAKE AIR TEMPERATURE (IAT) SENSOR
The IAT Sensor is located on the engine air cleaner (fig. 42). The IAT Sensor
measures the temperature of the air that is about to enter the intake manifold
through the air cleaner housing.
ÁÁÁ
ÁÁÁ
ÁÁÁ
1
ÁÁÁ
ÁÁÁ 2
99128–042
Figure 42 IAT Sensor Location

1 Air Cleaner Housing 2 IAT Sensor
The IAT Sensor sends information to the PCM on the density of the air entering the
manifold, based upon temperature. The PCM uses this input to calculate:
D Injector pulse width
D ⋅Adjustment of spark timing (to prevent knock with high–intake air
temperatures)
The IAT Sensor exerts more control at cold temperatures and during wide–open
throttle (high rpm, low manifold vacuum). At a temperature of –20_F and wide–open
throttle, the PCM can increase fuel injector pulse width by as much as 37%, based
upon input from the IAT Sensor.
The PCM sends 5 volts to the sensor and is grounded through the sensor return line
(figs. 43 & 44). As temperature increases, resistance in the sensor decreases. The
resistance of the IAT Sensor is the same as for the ECT Sensor.
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Engine Management
99128–043
Figure 43 JTEC Intake Air Temperature Sensor Circuit
99128–044
Figure 44 SBEC Intake Air Temperature Sensor Circuit
73
Engine Management
SBEC IAT Operation
The SBEC PCM has a dual temperature–range program for better sensor accuracy at
cold temperatures. At key–ON, the PCM sends a regulated 5–volt signal through a
10,000 ohm resistor to the IAT Sensor. The A/D converter monitors the voltage
signal as it passes through the IAT Sensor to ground. The A/D converter registers
the voltage drop across the IAT Sensor and then converts the signal into a binary
code. When the voltage drop reaches approximately 1.25 volts, the PCM turns on a
transistor. The transistor connects a 1,000 ohm resistor in parallel with the 10,000
ohm resistor. With this drop in resistance, the A/D converter recognizes an
increase in voltage on the input circuit. The program allows the PCM to have a full
binary control at cold temperatures up to approximately 120° F, and a second full
binary control at temperatures over 120° F.
At key–ON, the PCM assumes a cold engine. 5 volts is sent through the 10,000 ohm
resistor out to the sensor element to ground. If the engine is cold, the resistance of
the element is high, and thus there is very little voltage drop through the thermister
and the corresponding sensed voltage is high. If the sensed voltage at key–ON is
low, this indicates it could either be a warm engine or a short in the circuit. A
transistor is turned on, adding a 1,000 ohm resistor in parallel to the 10,000 ohm
resistor. Using ohms law for parallel circuits gives us a new total resistance of 909
ohms. By changing the known resistance and checking sensed voltage, if the
voltage increases then the sensor is hot. If the voltage fails to increase then there is
a short, and the PCM will set a fault.
IAT Sensor Diagnostics

D Voltage Too Low is set when voltage is below 0.1 volt
D Voltage Too High is set when voltage is above 4.9 volts
IAT Sensor Limp–In
When the IAT Sensor indicates voltage that is too high or too low, the PCM sets a
DTC. When the DTC is set, the MIL is illuminated and the PCM moves into limp–in
mode. The IAT Sensor uses the BTS information, as long as the information is
believed to be accurate. If the BTS is already in limp–in, the PCM uses a
temperature that has very little effect on fuel and spark programming.
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Engine Management
SENSED BATTERY VOLTAGE
The direct battery circuit to the PCM is also used as a reference point to sense
battery voltage.
Fuel Injectors
Fuel injectors are rated for operation at a specific voltage. If the voltage increases,
the plunger will open faster and further. Conversely, if voltage is low, the injector
will open slowly and not as far. Therefore, if sensed battery voltage drops, the PCM
will increase pulse width to maintain the same volume of fuel through the injector.
Charging – 1996 Coupe/1997–2000 All
The PCM uses sensed battery voltage to verify that target charging voltage
(determined by Battery Temperature Sensor) is being reached. To maintain the
target charging voltage, the PCM will full–field the generator to 0.5 volt above target,
then turn off to 0.5 volt below target. This will continue to occur at a rate of up to a
100Hz frequency, 100 times per second.
Charging – 1996 Viper Roadster
The charging system is turned on and off with the Ignition Switch. The amount of
DC current produced by the generator is controlled by the voltage regulator
contained within the generator. The circuitry is connected in series with the second
rotor field terminal and ground.
Note: Externally, the generators on the 1996 Viper look very similar. The generator
for the Roadster has an internal voltage regulator while the Coupe is regulated
by the PCM. Do not interchange the generators.
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Engine Management
OXYGEN (O2) SENSORS
General Information
V10 engines use an O2 Sensor for each bank. An O2 Sensor provides the PCM with
a voltage signal (0–1 volt) inversely proportional to the amount of oxygen in the
exhaust. In other words, if oxygen content is low, voltage output is high and vice
versa. This information allows the PCM to adjust injector pulse width to achieve the
air/fuel ratio necessary for proper engine operation and to control emissions.
An O2 Sensor must have a source of oxygen from outside of the exhaust stream for
comparison. Current O2 Sensors receive their fresh oxygen (outside air) supply
through the wire harness (fig. 45). This is why it is important to never solder an O2
Sensor connector, or pack the connector with grease.
From 1992–1995, Viper vehicles were equipped with SBEC PCMs and upstream O2
Sensors only. These vehicles were not OBD II compliant. Starting in 1996, vehicles
were equipped with a JTEC PCM and downstream O2 Sensors, allowing them to
conform to OBD II standards.
Note: Information in the following pages that refers to downstream O2 Sensors refers
to 1996 and later vehicles.
The downstream sensor, located after the catalytic converter, produces an input
signal similar to that of an upstream sensor, that the PCM uses to verify catalytic
converter efficiency, as part of required OBD II diagnostics.
Both O2 Sensors are zirconium dioxide, four–wire, and heated. The heaters on both
sensors are fed battery voltage from the ASD Relay, which is also controlled by the
PCM (refer to ASD Relay for more information). Both sensor heaters use a common
ground. One of the other two wires is the input to the PCM and the last wire is the
sensor ground. Both circuits are isolated from each other and the sensor housing.
The O2 Sensor uses a Positive Thermal Coefficient (PTC) heater element. As

temperature increases, resistance increases. At ambient temperatures around
70° F, the resistance of the heating element is approximately 6 ohms. As sensor
temperature increases, resistance in the heater element increases. Even though
these are heating elements, current flow is low. At 70° F, current flow is
approximately 1.5 amps. As it approaches operating temperature, it drops to
approximately 200 milliamps. This allows the heater to maintain the optimum
operating temperature of approximately 1400°–1500° F. Although both sensors
operate the same, physical differences, due to the environment in which they
operate, keep them from being interchangeable.
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Engine Management
ÁÁ
ÁÁ
ÁÁ
1
ÁÁÁ ÁÁ
ÁÁÁ ÁÁ
6 2
ÁÁÁ
ÁÁÁ 3
ÁÁÁ
ÁÁÁ ÁÁÁ
ÁÁÁ ÁÁÁ
ÁÁÁ ÁÁÁ
5 4
99128–045
Figure 45 Oxygen Sensor Internal Operation

1 Outside Air 4 Outer Electrode
2 Exhaust Oxygen 5 Inner Electrode
3 Solid Electrolyte 6 Exhaust Oxygen
77
Engine Management
Stoichiometric Ratio
Engineers found they could maximize catalyst efficiency to a point that would
minimize hydrocarbon, carbon monoxide and oxides of nitrogen emissions by
controlling the air/fuel ratio. This (optimum) air/fuel ratio is 14.7 to 1 (ideal for
both fuel efficiency and emission control). In other words, 14.7 units of air are
mixed with every unit of fuel, to produce the minimum amount of emissions. The
14.7 to 1 ratio is called the stoichiometric (stoy–key–oh–met–rick) ratio (fig, 46).
However, conditions inside an engine’s combustion chamber are not ideal. There
just is not enough time in the engine’s operating cycle to allow complete combustion
to take place. So, even with a stoichiometric ratio, the engine’s exhaust gases
contain a certain percentage of pollutants in the form of HC and CO. The severe
conditions (principally high temperatures) inside the combustion chamber cause
some of the free oxygen and nitrogen in the air/fuel mixture to combine, forming
various oxides of nitrogen (NOx). All things considered, the stoichiometric ratio is
the optimum air/fuel ratio, for minimizing undesirable emissions.
99128–046
Figure 46 Exhaust Emissions vs. Air/Fuel Ratio
78
Engine Management
NOTES:
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Engine Management
Catalyst
The latest technology provides the use of a three–way catalytic converter on most
automobiles. The three–way catalyst simultaneously converts three harmful
exhaust emissions into harmless gases. Specifically, HC and CO emissions are
converted into water (H2O) and carbon dioxide (CO2). Oxides of nitrogen (NOx) are
converted into elemental nitrogen (N) and oxygen. The three–way catalyst is most
efficient in converting HC, CO and NO, at the stoichiometric air/fuel ratio of 14.7:1
(fig. 47). If the mixture becomes leaner than 14.7:1 (extra oxygen), the ability to
convert NOx drops. As the mixture becomes richer than 14.7:1 (less oxygen), the
ability to convert HC and CO drops.
ÁÁ
ÁÁ
ÁÁ
2
ÁÁÁ
ÁÁÁ
1
99128–047
Figure 47 Conversion Efficiencies of a Three–Way Catalyst

1 Air/Fuel Ratio 2 Conversion Efficiency %
80
Engine Management
Upstream O2 Sensor
The upstream sensor is located on the exhaust manifold and is used to maintain an
Air/Fuel (A/F ratio of approximately 14.7:1 (stoichiometric). This is accomplished
by the fact that an O2 Sensor acts like a switch when the A/F ratio is near 14.7: 1
(fig. 48). When the A/F is lean (extra oxygen), the sensor output will be very close to
O volt. As the A/F becomes richer (less oxygen), the sensor output will change
rapidly to 0.5 volt and can continue movement up to 1 volt if the mixture becomes
too rich (low oxygen). Based on these operating characteristics, the PCM can be
programmed with switch points, to maintain the proper A/F ratio. The O2 Sensor
must reach a minimum of 660°F in order to effectively monitor oxygen content in
the exhaust system. To provide optimum functioning of the O2 Sensor, the PCM
waits until the system goes into closed loop before it controls the air/fuel ratio; it
does not attempt to control the ratio immediately after start–up.
Example of closed–loop parameters are:
D Engine temperature exceeds 35°F
D O2 Sensor is in the ready mode
D All timers have timed out, following the START to RUN transfer (the timer
lengths vary, based upon engine temperature at key–ON) as follows:
–– 35°F/41 sec.
–– 50°F/36 sec.
–– 70°F/19 sec.
–– 167°F/11 sec.
ÁÁÁ ÁÁÁ
ÁÁÁ 3
ÁÁÁ
ÁÁÁ ÁÁÁ
1
ÁÁÁ
ÁÁÁ 2
99128–048
Figure 48 Oxygen Sensor Output

1 Stoichiometric Air/Fuel Ratio 3 Voltage (V)
2 Air/Fuel Ratio
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Engine Management
O2 Sensor Electrical Operation (JTEC)
When the O2 Sensor is cold, resistance is extremely high (infinite). As the sensor
heats up, two things happen. First, the resistance of the sensors drops. Second,
once it heats to a certain temperature, above 660° F, the sensor becomes a galvanic
battery, actually creating a voltage output.
The PCM must be able to power up the heaters, read an input voltage and diagnose
the circuit, and the operation of the sensors. To be able to do all this, the PCM uses
a 5–volt diagnostic circuit (fig. 49). On a cold start, the PCM sends out 5 volts to the
O2 Sensor. As the sensor heats up, resistance decreases through it. As the
resistance decreases, the 5 volts should drop. After a short time delay, the PCM
measures how long it takes to move from 4 volts to 3 volts. If the voltage drops to a
predetermined level, the PCM knows that the heater and sensor are operating
correctly. If the voltage goes too low, a short to ground will be indicated.
To detect a short to B+, the PCM waits until the O2 Sensor should be putting out a
voltage between 0.5 and 1.0 volt. If the PCM reads a voltage of 1.5 volts or higher
from the sensor, a shorted high fault will be set.
O2 Sensor Diagnostics
D O2 Sensor shorted to ground (low). At a cold start, BTS and ECT within 27°,
ECT below 147° F, if O2S voltage is below 0.156 volt, the fault is set in one trip.
D O2 Sensor shorted to voltage (high) is set with the engine running, ECT has
been above 176° F for 4 minutes and the O2 Sensor voltage is above 1.5 volts.
The upstream sensor fault will set in one trip. However, the downstream
sensor takes two trips to set the fault.
D There are also tests required for OBD II (JTEC only). Refer to OBD II section
for test descriptions.
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Engine Management
To Injectors,
Generator Field (Except
1996 Roadster), and
Ignition Coils
99128–049
Figure 49 Typical JTEC O2 Sensor Circuit
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Engine Management
Downstream O2 Sensor (JTEC)
The downstream O2 Sensor measures catalyst efficiency. This is an OBD II
requirement. Briefly, the oxygen content of the exhaust gases leaving the converter
has significantly less fluctuation than at the inlet if the converter is working
properly. The PCM compares the upstream and downstream O2 Sensor switch
rates under specific operating conditions to determine if the catalyst is functioning
properly. Refer to the OBD II Training Course for more information.
OBD II (JTEC)
There are several OBD II tests performed by and on the O2 Sensors. A brief
description of each follows.
Catalyst Monitor (JTEC)

The downstream O2 Sensor measures the content of the O2 passing through the
catalytic converter. Normally, the downstream O2 Sensor switch rate is extremely
slow, compared to that of the upstream sensor rate. As the converter deteriorates,
the O2 Sensor switch rate increases. The PCM can compare the signals produced
by the upstream and the downstream O2 Sensors to determine the operating
efficiency of the catalyst.
02 Monitor (JTEC)
Even though an O2 Sensor may be switching and not exceeding the fault
thresholds, it must switch with a certain frequency to allow the PCM enough time to
make correction before emissions are exceeded. When certain conditions are met (at
idle), the PCM checks the switch rate of the O2 Sensor. It looks for how fast it
switches, as well as how many times it switches, within a calibrated time. As part of
OBD II, the PCM monitors the switching frequency, under specific conditions and
will set a fault if the sensor becomes slow or lazy. Refer to the OBD II course for
more information.
O2 Sensor Heater Monitor

The O2 Sensor heater allows the O2 Sensor to reach operating temperature sooner
after start–up. It is also necessary because prolonged idle conditions cannot
maintain O2 Sensor temperature. If these fail to function, vehicle emissions can
increase under certain conditions. OBD II requires monitoring these heaters for
proper operation.
If certain conditions have been met at key ON, a test is performed. The heater
element itself is not tested. The resistance in oxygen sensor output circuits is tested
to determine (infer) heater operation. The resistance is normally between 100 ohms
and 4.5 megohms. When oxygen sensor temperature increases, the resistance in
the internal circuit decreases. The PCM sends a 5–volt signal through the oxygen
sensors to monitor this circuit. As temperature increases, resistance decreases and
the PCM detects a lower voltage at the reference signal.
The test is performed if the ECT is less than 147° F and ECT and BTS are within
27° F of one another. The PCM measures how long it takes for the voltage to change
from above 4 volts to less than 3 volts.
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Engine Management
ADAPTIVE MEMORIES
Short–Term Adaptive Memory

As mentioned earlier, when the fuel system goes into closed–loop operation, two
adaptive memory systems begin to operate. The first system that becomes
functional is called Short–Term Adaptive Memory or Short–Term Correction (fig. 50).
This system corrects fuel delivery in direct proportion to the readings from the
upstream O2 Sensor. In other words, as the Air/Fuel (AF) mixture changes, the O2
Sensor voltage tells the PCM that the AF ratio contains either more or less oxygen.
The PCM then begins either to add or remove fuel until the O2 Sensor reaches its
switch point. When the switch point is reached, Short–Term Correction begins with
a quick change (kicks). Then it ramps slowly, until the O2 Sensor output voltage
indicates the switch point in the opposite direction. Short–Term Adaptive Memory
will keep increasing or decreasing injector pulse width, based upon the O2 Sensor
input. The maximum range of authority for short–term memory is ± 33% of base
pulse width.
99128–050
Figure 50 Short–Term Fuel Compensation

For example, if there is a low fuel–pressure problem, the O2 Sensor will start moving
toward zero volt, lean mixture (excess oxygen). Short–Term Fuel Correction will
begin to add fuel and continue to add (up to 33% of total pulse width), until the O2
Sensor begins switching again.
The PCM’s goal is to keep the O2 Sensor switching around the goal voltage.
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Engine Management
Long–Term Adaptive Memory
The second system is called Long–Term Adaptive Memory (fig. 53). In order to
maintain correct emission throughout all operating ranges of the engine, it was
decided that a cell structure, based on load and engine rpm, should be used
(figs 51 & 52). There are up to 22 cells (16 on SBEC). Two are used only during
idle, based upon TPS inputs. There may be another two cells used for deceleration,
based on TPS, engine rpm and vehicle speed. The other 17 cells (12 cells on SBEC)
represent a manifold pressure and an rpm range. On SBEC, six of the cells are high
rpm and six are low rpm. Each of these cells are a specific MAP voltage range. The
values shown (figs. 51 & 52) are an example only. These values are calibrated for
each powertrain package. As the engine enters one of these cells, the PCM looks at
the amount of Short–Term Correction being used. Because the goal is to keep
Short–Term at zero (O2 Sensor switching at 0.5 volt), Long–Term will update in the
same direction as Short–Term Correction was moving to bring the Short–Term back
to zero. Once Short–Term is back at zero, the Long–Term Correction factor will be
stored in memory.
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Engine Management
OPEN THROTTLE IDLE DECEL

RPM
1121–2900 2 5 8 11 14 17
897–1120 1 4 7 10 13 16 19 21
0–896 0 3 6 9 12 15 18 20
VACUUM (in.) 21.4 16.5 13.6 9.7 1.9
Long Term is used up to the RPM limiter, however, it is not updated above the approximate
RPM shown.
99128–051
Figure 51 JTEC Adaptive Memory Cells
OPEN THROTTLE IDLE DECEL*
VACUUM 20 17 13 9 5 0
ABOVE
1984 1 3 5 7 9 11 13 15
RPM NOT USED
BELOW
1984 0 2 4 6 8 10 12 14
RPM NEUTRAL
MAP 0 1.4 2.0 2.6 3.3 3.9

VOLTS.
* IF EQUIPPED
99128–052
Figure 52 SBEC Adaptive Memory Cells
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Engine Management
The values stored in Long–Term Adaptive Memory are used for all operating
conditions, including open loop. However, updating Long–Term Memory occurs
after the engine has exceeded approximately 170° F, with fuel control in closed loop
and two minutes of engine run time. This is done to prevent any transitional
temperature or start–up compensations from corrupting Long–Term Fuel
Correction.
Using the low fuel–pressure example, the PCM had stored a fuel correction in
Long–Term Memory to compensate for the low fuel pressure. At key–ON, cold
engine, when the PCM does its pulse–width calculation, the Long–Term factor will be
added, because it knows there was a problem in that cell. Long–Term Adaptive can
change the pulse width by as much as 33% (25% on SBEC), which means it can
correct for all of Short–Term. It is possible to have a problem that would drive
Long–Term to 33% (25% on SBEC) and Short–Term to another 33% (25% on SBEC)
for a total change of 66% (50% on SBEC), away from base pulse–width calculation.
Short– and Long–Term is expressed as a percentage of pulse–width change. Idle

Adaptive is an additive fuel correction factor.
Idle Adaptive Memory (1992–1995 SBEC Only)
Idle Adaptive Memory is uniquely different than Short–Term and Long–Term

memories. Short– and Long–Term Adaptive Memories are multiplicative in nature.
This means that the pulse width calculation will be changed by either a positive or
negative percentage of time. Idle Adaptive Memories are additive in nature. This
means that their values are actual time values that the pulse width will be changed
by.
Idle Adaptive Memory is expressed in microseconds (µsec). Because this is such a

short time interval (1000 microseconds=1 millisecond), Idle Adaptive is used to
affect changes in the idle fuel mixture when injector pulse width is short, but has
minimal effects under other operating conditions when pulse width is longer.
Idle Adaptive Memory is only calculated after the purge–free idle cell is updated.
This means that the most this value changes is once per (key–on) drive cycle if the
proper conditions have been met. Therefore, the Idle Adaptive and
Short–Term/Long–Term Adaptive Memory values may appear to contradict each
other because they are looking at different windows of operation.
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Engine Management
(+25% on SBEC)
(–25% on SBEC)
(+25% on SBEC)
(–25% on SBEC)
99128–053
Figure 53 JTEC and SBEC Long Term Fuel Compensation
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Engine Management
Purge–Free Cells (JTEC)
Purge–free memory cells are used to identify the fuel vapor content of the
evaporative canister. Since the evaporative canister is not purged 100% of the time,
the PCM stores information about its vapor content in a memory cell. The
construction of purge–free cells is similar to that of certain purge–normal cells. For
example: The 8.0L SR purge–free cells have the same rpm and MAP structure of
cells 7, 8, 11 and 20.
The purge–free cells can be monitored by the DRBIII scan tool. They are
represented by the Purge–Free Cells “PF7, PF8, PF11 and PF20.” The only difference
between the purge–free and normal adaptive cells is that in purge–free cells, the
purge is turned off completely. This gives the PCM the ability to compare purge and
purge–free operation.
Purge Corruption Reset Feature (JTEC)
At a cold start (ECT and BTS within 20° F of each other), the PCM compares the
value of the purge–free cell to the value in Long–Term Memory (fig. 54). If the
difference is too large, the PCM will replace the value in long–term memory with the
corresponding purge–free cell value. The cells that do not have corresponding
purge–free will be replaced with the largest purge–free value. If a cell is already
higher than the highest purge–free, it will not be changed.
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Engine Management
–6 –31 –3 –5 +5 +1
+1 +1 +1 +1
C2 C5 C8 C11 C14 C17
–4 –5 –32 –0 –1 –1 –1 –24
+1 +1 -3 +1 +1 +1 +1 +1
C1 C4 C7 C10 C13 C16 C19 C21
–4 –32 –30 –3 –1 –0 +2 –27
+1 +1 +1 +1 +1 +1 -4
C0 C3 C6 C9 C12 C15 C18 C20
–3 +1 +1 –4
PF7 PF8 PF11 PF20
OPEN THROTTLE IDLE DECEL

RPM
1121–2900 2 5 8 11 14 17
897–1120 1 4 7 10 13 16 19 21
0–896 0 3 6 9 12 15 18 20
VACUUM (in.) 21.4 16.5 13.6 9.7 1.9
99128–054
Figure 54 Purge Corruption Reset (JTEC shown, SBEC similar)
DRBIII Display
The DRBIII can be used to display both of these systems. The Long–Term Memory
cells are shown with the Long–Term correction factor in each cell. The Short–Term
correction is always changing and is displayed above the Long–Term Memory cells.
The DRBIII displays Long–Term Adaptive Memory cells similar to Figures 51 & 52.
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Engine Management
BRAKE SWITCH
When the brakes are applied, the brake switch provides an input to the PCM for
deceleration fuel management. The brake switch is equipped with three sets of
contacts, one normally open and the other two normally closed (brakes disengaged).
The PCM sends a 12–volt signal to one of the normally closed contacts in the brake
switch, which is connected to a ground (fig. 55). With the contacts closed, the
12–volt signal is pulled to ground, causing the signal to go low. The low–voltage
signal, monitored by the PCM, indicates that the brakes are not applied. When the
brakes are applied, the contacts open, causing the PCM’s output voltage to go high.
ÁÁ
ÁÁ
ÁÁ
1
ÁÁ
ÁÁ
2
ÁÁ ÁÁ ÁÁ
ÁÁ ÁÁ ÁÁ
ÁÁ
5 4 3
99128–055
Figure 55 Brake Switch Circuit

1 Powertrain Control Module 4 Brake (Stop Lamp) Switch
2 Voltage Level Detection Circuit 5 From Battery
3 To Stop Lamps
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Engine Management
Component Location
The brake switch is located rearward of the brake pedal and is attached to the brake
pedal sled (fig. 56).
ÁÁ
ÁÁ4
ÁÁ
ÁÁ ÁÁ 1
ÁÁÁ ÁÁ ÁÁ
ÁÁÁ ÁÁ
3 2
99128–056
Figure 56 Brake (Stop Lamp) Switch

1 Brake (Stop Lamp) Switch 3 Brake Pedal
2 Switch Bracket 4 Striker
CLUTCH PEDAL POSITION (CPP) SWITCH
The CPP Switch is installed in series between the ignition switch and the coil battery
terminal of the starter relay. This normally open switch prevents the Starter Relay
from being energized unless the clutch pedal is depressed. This prevents starter
operation while the clutch disc and flywheel are engaged. The Starter Relay is
always grounded.
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Engine Management
VEHICLE SPEED SENSOR (VSS)
Vehicle speed is transmitted to the PCM via the VSS, which is located in the
transmission extension housing. The PCM requires the VSS to control the following
programs:
D IAC motor (during deceleration)
D Injection pulse width (during deceleration)
D OBD II diagnostics (JTEC only)
D PCM mileage EEPROM
D Road speed shutdown
D Speedometer/Odometer
Note: Road speed shutdown is the PCM shutting off fuel injectors above a preset
vehicle speed and rpm.
The VSS is a Hall–effect sensor. This sensor is mechanically driven by a pinion gear
that is located on the output shaft of the transmission. The Hall–effect sensor
switches a 5–volt signal sent from the PCM from a ground to an open circuit at a
rate of ten pulses per transmission output shaft revolution. When the PCM counts
a specific number of pulses (10,000), it assumes it has traveled one mile. The JTEC
sythesizes the signal from the VSS input to feed the speedometer, EES system, and
radio.
Like all Hall–effect sensors, the sensor electronics need a power source. On JTEC,
this power source, the secondary 5–volt supply, is provided by the PCM (fig. 57). On
SBEC, this power source is the same 9–volt supply that is used by the CMP and
CKP sensors (fig. 58).
Vehicle Speed Sensor Diagnostics
If the ECT indicates a warm engine while MAP and engine indicate vehicle
movement and there is no VSS signal, a rationality fault will be set.
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Engine Management
SENSOR SIGNAL
5V
0 VS 8
SR=10,000 PULSES
VEHICLE
SPEED SENSOR
99128–057
Figure 57 JTEC Vehicle Speed Sensor Circuit
SENSOR SIGNAL
5V
0 VS 8
5V
SR=10,000 PULSES
A/D
CONVERTER
VEHICLE
SPEED SENSOR
CAMSHAFT
9 VOLT
REGULATOR
CRANKSHAFT
99128–058
Figure 58 SBEC Vehicle Speed Sensor Circuit
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Engine Management
FUEL–LEVEL SENSOR INPUT
Fuel level is an input that is used as a disabler for OBD II (JTEC). From 1996–1997
there is a low fuel level switch. From 1996–2000 the fuel level is input directly to
the PCM (fig. 59).
12 volts is supplied from the dash gauge to the fuel level sensor and the PCM. The
PCM measures the voltage drop across the resistor of the sensor.
ÁÁ
ÁÁ 3
ÁÁ
ÁÁ
ÁÁ
5
ÁÁÁ
ÁÁÁÁ
Á ÁÁ
ÁÁ
ÁÁÁ
ÁÁÁÁ
Á ÁÁ
1 2 4
99128–059
Figure 59 Fuel Level Gauge Circuit

1 1992–1995 4 1998–2000 Only
2 1996–2000 5 All Years
3 1996–1997 Only
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Engine Management
BATTERY/AMBIENT TEMPERATURE SENSOR
1996 Coupe/1997–2000 All Vipers
The PCM uses an input from the Battery/Ambient Temperature Sensor (BTS)
located on the battery tray. The function of the BTS is to enable control of the
generator output, based upon ambient temperature. As temperature increases, the
charging rate should decrease (Table 4). As temperature decreases, the charging
rate should increase. The PCM maintains the maximum output of the generator by
monitoring battery voltage and controlling battery voltage to a range of 13.5–14.7
volts.
The BTS is also used for OBD II diagnostics. Certain faults and OBD II monitors are
either enabled or disabled, depending upon BTS input (for example, disable purge
and EGR (if equipped) enable LDP and O2 heater test). Most OBD II monitors are
disabled below 20°F.
If the BTS indicates a voltage that is too high or too low, the PCM sets a DTC. When
the DTC is set, the MIL is illuminated and the PCM moves into limp–in mode. In
limp–in, the PCM will substitute a preset value. Using this substitute temperature,
the PCM changes to a preset target–charging system voltage.
Table Four Charging Rates

Battery Temperature (°F) Target Charging Rate
–4 15.19 – 14.33
32 14.82 – 13.96
68 14.51 – 13.65
104 14.08 – 13.22
144 13.77 – 13.04
1996 Viper Roadster
These vehicles use an Ambient Temperature Sensor as part of OBD II diagnostics.

The ambient sensor is located behind the front fascia toward the drivers side. Refer
to the OBD II training course for more information. The charging systems on these
vehicles are not controlled by the PCM and therefore a battery temperature sensor is
not needed. The generator on SBEC vehicles has an internal voltage regulator that
is not controlled by the PCM.
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Engine Management
Battery Temperature Sensor Diagnostics
D Batt Temp Sensor Voltage Low is set if the sensor voltage is below 0.08 volt
(fig. 60).
D Batt Temp Sensor Voltage High is set if sensor voltage is above 4.9 volts
(fig. 60).
ÁÁÁ
ÁÁÁ
2
ÁÁ
ÁÁ
ÁÁ
1
99128–060
Figure 60 Battery Temperature Sensor – Temperature vs. Voltage

1 Temperature 2 Voltage
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Engine Management
99128–061
Figure 61 Battery Temperature Sensor – Resistance vs. Temperature
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Engine Management
AIR CONDITIONING SWITCH
When the A/C–heater control switch is moved to an A/C position or the Defrost
position, the PCM A/C select circuit is pulled low when ground is provided through
the dash panel switch (figs. 62 & 63). The PCM request circuit is also pulled low if
the A/C Pressure Switches and Thermostatic Switch are closed. Refer to the Body
Electrical book for more information on A/C Operation.
PCM
A/C HIGH/LOW 12v

DASH TEMPERATURE PRESSURE A/C
SWITCH SWITCH SWITCHES REQUEST
VOLTAGE
LEVEL
34 _F OPENS LOW PRES. SW. DETECTION
40 _F CLOSES OPENS AT 28 PSI
CLOSES AT 36 PSI
HIGH PRES. SW.
OPENS AT 455 PSI 12v
CLOSES AT 369 PSI
VOLTAGE
LEVEL
A/C
SELECT DETECTION
99128–062
Figure 62 JTEC A/C Switch Circuit
PCM
A/C HIGH/LOW 12v

DASH TEMPERATURE PRESSURE A/C
SWITCH SWITCH SWITCHES REQUEST
EDGE
DETECTION
34 _F OPENS LOW PRES. SW.
40 _F CLOSES OPENS AT 28 PSI
CLOSES AT 36 PSI
HIGH PRES. SW.
OPENS AT 455 PSI
CLOSES AT 369 PSI
99128–063
Figure 63 SBEC A/C Switch Circuit
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Engine Management
NOTES:
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Engine Management
FUEL INJECTION SYSTEM – PCM OUTPUTS
SOLENOID AND RELAY CONTROL (JTEC)
Most of the output relays and solenoids are controlled by quad drivers. A quad
driver is a single microchip that contains four separate driver circuits that are used
for controlling high current output devices.
A voltage divider circuit has been added to diagnose the operation of the driver
circuit. This voltage divider is located between the output of the driver and the
input command (from microprocessor) to the driver.
99128–064
Figure 64 JTEC Sense Circuit

There is a sense circuit located at the microprocessor on the input command line to
the driver. When the command is OFF, the 12 volts from the relay coil will go
through the voltage divider leaving 6 volts at the sense point. Therefore, an OFF
command will look for voltage to be high (fig. 64).
When the command is ON, the micro closes a circuit allowing the 6 volts to go to
ground. This energizes the driver. When the driver is energized, the 12 volts are
allowed to go to ground through the driver. Once this occurs, the voltage at the
sense point goes low. Therefore, an ON command will look for voltage to be low.
Because of this design, the PCM is capable of continuous diagnostics, without the
need for a request to change state.
When the key is first turned on, some relays and solenoids are actuated very quickly
(before engine starts) to verify the circuitry.
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Engine Management
Once the key is turned on, the sense point is continuously monitored. If a circuit
opens or a short to ground occurs when the requested state is off, a fault will be set.
However, if a circuit should open or short to ground when the requested state is ON,
this will not be detected until the state is changed to OFF. This is due to the fact
that when the state is ON, the circuit is already low, so it is not possible to know
that an open has occurred.
Caution: Both diode– and resistor–suppressed relays have been used, If an incorrect
relay is used, damage may occur to the relay, circuit or PCM.
SOLENOID AND RELAY CONTROL (SBEC)
Most of the output relays and solenoids are controlled by a serial peripheral
interface/output (SPIO) circuit. This circuit, within the PCM, is used for controlling
high current output devices. The SPIO has the added advantage of being able to
provide diagnostics.
The SPIO circuit gives the PCM the ability to determine whether the actual state of
the relay or solenoid matches the PCM’s expected state.
The PCM performs diagnostics only when a change of state has been requested.
This means that the circuit could go bad and the PCM would not know it until it
was told to change the state.
Caution: Both diode– and resistor–suppressed relays have been used. If an incorrect
relay is used, damage may occur to the relay, circuit or PCM.
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Engine Management
AUTOMATIC SHUTDOWN RELAY (ASD) (JTEC)
When energized, the ASD Relay provides power to operate the injectors, ignition coil,
generator field (1996–2000) and O2 Sensor heaters (upstream and downstream). It
also provides a sense circuit to the PCM for diagnostic purposes. The PCM energizes
the ASD:
D Anytime there is a Crankshaft Position Sensor signal that exceeds a
predetermined value.
D For approximately 1.8 seconds during the initial key–ON cycle.
The ASD Relay electromagnet is provided with battery voltage from the ignition
switch (fig. 65). The PCM provides the ground.
104
Engine Management
To:
Injectors
O2 Heaters
Ignition Coils
Generator Field
(Except 1996 Roadster)
99128–065
Figure 65 JTEC ASD Relay Circuit – Typical 1996–2000 Viper
105
Engine Management
AUTOMATIC SHUTDOWN RELAY (ASD) (SBEC)
When energized, the ASD Relay provides power to operate the injectors, ignition coil,
O2 sensor heaters, and also provides a sense circuit to the PCM for diagnostic
purposes. The PCM energizes the ASD Relay:
D Anytime there is a CKP Sensor signal that exceeds a predetermined value.
D For approximately 0.7 to 1.5 seconds during the initial key–ON cycle. The
determining factor for the latch time is ECT. A cold engine will allow a longer
latch time to overcome slower cranking speed.
The ASD Relay’s electromagnet is fed battery voltage, not ignition voltage (fig. 66).
The PCM still provides the ground. As mentioned earlier, the PCM energizes the
ASD Relay during an O2 sensor heater test. This test is performed only after the
engine has been shut off. The PCM still operates internally to perform several
checks, including monitoring the O2 heaters. This and the other DTC tests are
explained in detail in the On–Board Diagnostic II Student Reference Book.
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Engine Management
B+
ACC
LOCK
OFF
START RUN
IGNITON SWITCH
EDGE
DETECTOR ASD
CIRCUIT RELAY
CMP
CMP INPUT 5V
SPIO
9 VOLT SUPPLY
INPUT
CKP
SENSOR RETURN TO:
INJECTORS
02 HEATERS
IGNITION COIL
CKP INPUT
POWERTRAIN CONTROL MODULE
99128–066
Figure 66 SBEC ASD Relay Circuit
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Engine Management
FUEL PUMP RELAY
The Fuel Pump Relay is energized to provide power to operate the fuel pump under
the following conditions:
D For approximately 1.8 seconds during the initial key–ON cycle.
D While the CKP Sensor is providing an rpm signal that exceeds a predetermined
value.
Ignition voltage is provided to the Fuel Pump Relay electromagnet any time the key
is in the RUN position (fig. 67). The PCM provides the ground control to energize the
relay. Unlike previous Chrysler systems, the Fuel Pump Relay does not provide
power to operate the O2 Sensor heaters.
99128–067
Figure 67 Fuel Pump Relay Circuit
The relay is energized when the key is cycled to RUN in order to prime the fuel rail
with liquid fuel, allowing for a quick start–up. Anytime the CKP Sensor indicates
that there is an rpm signal that exceeds a predetermined value, the relay is
energized to ensure proper fuel pressure and volume during engine cranking and
running conditions. Anytime the CKP Sensor signal is lost (engine has been shut
off, or the sensor indicates no rpm), the Fuel Pump Relay is de–energized.
108
Engine Management
NOTES:
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Engine Management
FUEL INJECTORS
The PCM provides battery voltage to each injector through the ASD Relay (figs. 68 &
69). Injector operation is controlled by a ground path, provided for each injector by
the PCM. Injector on–time (pulse width) is variable, and is determined by the
duration of the ground path provided.
99128–068
Figure 68 JTEC Fuel Injection Circuit
110
Engine Management
B+
ASD
RELAY
BATTERY POSITIVE TO:

TERMINAL –02 HEATERS
–IGNITION COIL
INJECTOR 1
INJECTOR 2
INJECTOR 3
INJECTOR 4
INJECTOR 5
99128–069
Figure 69 SBEC Fuel Injection Circuit
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Engine Management
Fuel Injector Diagnostics
To diagnose an injector, the PCM monitors the voltage spike created by the collapse
of the magnetic field through the injector coil. The inductive kick is approximately
60 volts (fig. 70). Any condition that restricts maximum current flow would not
allow the kick to occur, resulting in an injector fault.
See the description of fuel injectors in the Fuel System Components Section of this
reference guide, for further information.
ÁÁ ÁÁÁ
ÁÁ
1
ÁÁÁ 2
ÁÁÁ
ÁÁ
ÁÁ
3
99128–070
Figure 70 Injector Spike

1 Volts 3 Pulse Width
2 Kick
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Engine Management
IGNITION COILS
Note: On SBEC/VIC vehicles, the ignition coils are controlled by the VIC. On JTEC
vehicles, the ignition coils are controlled by the PCM.
The PCM provides battery voltage to the ignition coils through the ASD Relay
(fig. 71). Coil operation is controlled by a ground path provided to the coil by the
PCM. The ignition coil fires a spark plug at every power stroke.
The PCM determines when to fire the coil, based on CMP and CKP Sensor inputs.
The ignition coil primary is joined to the power wire from the ASD Relay. The ASD
Relay provides battery feed to the ignition coil, while the PCM provides a ground
contact for energizing the coil. When the PCM breaks the ground contact, power
transfers from the primary to the secondary, causing the spark.
Resistance on the primary side of the coil should be between 0.51 and 0.61 ohms.
The resistance of the secondary side is between 11,500 and 13,500 ohms. The coil
has the ability to provide up to 40,000 volts, if needed.
ÁÁÁ
ÁÁÁ
1
ÁÁ ÁÁ
ÁÁ ÁÁ
ÁÁ
4
2
ÁÁÁ
ÁÁÁ
ÁÁÁ
3 PCM
99128–071
Figure 71 Ignition Control Circuit

1 12V From ASD Relay 3 Coil Drivers
2 Ignition Coil Pack 4 Ignition Coil Pack
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Engine Management
Coil Operation
When a conductor is formed into a coil, the magnetic field is many times stronger
than that of a single straight connector. To increase the strength of the magnetic
field, you must either increase the number of loops in the coil, increase the amount
of current flowing in the coil, or use a low–reluctance material for the core of the
coil.
If one coil is placed near another coil, and the first coil is connected to a current, the
expanding magnetic field induces a current into the second coil. The current
induced into a coil is much higher than a current induced into a straight conductor.
The coil that carries current: into this type of induction system is the primary
winding of the coil. The coil into which electromotive force is induced, is the
secondary winding of the coil. This mutual induction is the principle behind
automotive ignition coils.
To induce a current, the magnetic field must be moving. Once the magnetic field
has stabilized and is not expanding through the secondary conductor, no current is
induced in the secondary conductor. As the field collapses, the lines of force pass
through the secondary winding, which now induces a current in the opposite
direction. When the field has completely collapsed, current flow in the secondary
conductor stops.
The amount of secondary voltage generated depends on the amount of flux, the
number of turns in the secondary coil, and the speed at which the primary current
is interrupted. “Flux” refers to the lines of force in motion, which create a magnetic
field. The amount of flux depends on the primary circuit. More current in this
circuit means more flux. The flux moves through the windings of the secondary
coil, so, more turns in the secondary coil result in more voltage. Flux collapses
through the secondary coil when the primary current is interrupted. A quick
interruption causes the flux to cut through the secondary windings faster. A
quicker interruption results in more secondary voltage than a slow interruption.
DIS coils can be arranged in various alternations of polarity. It really does not
matter if a spark fires positive or negative, as long as there is enough charge to
jump the spark plug gap. The V10 engine uses 2 separate coil packs. One coil pack
is for cylinders 1 & 6, 7 & 4, and 3 & 2 while the other coil pack is for cylinders 5 &
10 and 9 & 8.
The spark from a DIS coil moves from tower to tower using the block as a piece of
wire to complete the circuit. This means that if any part of the circuit opens, both
spark plugs will not fire. A spark will jump across the tip of the spark plug still
connected to a coil tower. However, this spark is created by a capacitance effect and
will not support a load on the engine.
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Engine Management
PCM Operation
The PCM toggles the ignition coil current driver ON, and then at some point before
the CKP Sensor indicates TDC, toggles it off. The amount of ON time (dwell), and
the point at which the PCM toggles the driver OFF, is determined by several inputs
to the PCM. To achieve the best spark advance program, the PCM calculates when
to energize and de–energize the ignition coil.
These calculations require inputs from:

D CKP Sensor
D MAP Sensor
D ECT Sensor
D IAT Sensor
D TPS
D Engine rpm
D Battery voltage
Base timing is non–adjustable, but is set from the factory at approximately 10°
BTDC when the engine is warm and idling.
Note: JTEC examples given, SBEC similar.
Dwell is a constant at low rpm based on battery voltage. The constant dwell allows
for a constant voltage at the coil for a consistent spark. However, at higher rpm
there isn’t enough time for full saturation, so the PCM changes to an 80–20 duty
cycle. By allowing current to flow 80% of the time, a sufficient magnetic field can be
built regardless of rpm. This duty cycle allows for sufficient spark to operate.
As mentioned previously, the resistance of the coil primaries have a resistance of

only .5 ohms. These are known as low impedance coils. Because of the low
resistance the coils can allow significant current flow in excess of 15 amps. A rapid
high current flow means a faster moving magnetic field which means a quicker coil
saturation. To protect the PCM from damage due to high current flow, there is a
current sensing device in the coil output circuit. As dwell time starts, the PCM
allows full current flow. When the sensing device registers 8 amps, the PCM begins
to regulate current flow to maintain and not exceed 8 amps for the remainder of the
dwell time.
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Engine Management
IDLE AIR CONTROL (IAC) STEPPER MOTOR
Description
The IAC stepper motor is mounted to the front of the intake manifold, and regulates
the amount of air bypassing the control of the throttle plate (figs. 72 & 73). As
engine loads and ambient temperatures change, engine rpm also changes. A pintle
on the IAC stepper motor protrudes into a passage connected to both intake
manifold plenums, controlling airflow through the passage. The IAC is controlled by
the PCM to maintain the target engine idle speed.
At idle, engine speed can be increased by retracting the pintle and allowing more air
to pass through the port, it can be decreased by restricting the passage with the
pintle and diminishing the amount of air bypassing the throttle plate.
When engine rpm is above idle speed, the LAC is used for the functions listed below.
D Off–idle dashpot
D Deceleration airflow control
A/C compressor load control (also opens the passage slightly before the compressor
is engaged so that the engine rpm does not dip down when the compressor engages).
The PCM can control polarity of the circuit to control direction of the stepper motor.
99128–072
Figure 72 IAC Stepper Motor (1994–2000)
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Engine Management
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4 3
99128–073
Figure 73 IAC Stepper Motor (1992–1993)

1 IAC Motor 3 Thermostat Housing
2 Fuel Rail Inlet 4 Fuel Pressure Line
Operation
The IAC is called a stepper motor because it is moved in “steps.” The IAC motor is
capable of 255 total steps, from fully closed to fully open. Opening the IAC in turn
opens an air passage around the throttle blade which increases rpm.
The PCM uses the IAC motor to control idle speed (along with timing) and to reach a
desired MAP during decel (keep engine from stalling).
The stepper motor has four wires (figs. 74 & 75). Two wires are for 12 volts. The
other two wires are for ground. The stepper motor is not really a motor at all. The
pintle that moves in and out can be thought of as a bolt with threads (fig. 76). The
“nut” is a permanent magnet. There are two windings by the permanent magnet.
When the PCM energizes one set of windings, this makes an electromagnet. The
permanent magnet, which is allowed to rotate, is attracted to the electromagnet and
rotates until the north and south poles line up. Once the poles line up, the nut
stops turning. At this time, the PCM will energize the other winding. This moves
the “nut” one more step. As the nut turns, the pintle (bolt) moves out or in.
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Engine Management
To make the IAC move in the opposite direction, the PCM just reverses polarity on
both windings. If only one wire is open, the IAC can only be moved one step in
either direction.
Note: To keep the IAC motor in position when no movement is needed, the PCM will
energize both windings at the same time. This locks the IAC motor in place.
99128–074
Figure 74 JTEC IAC Motor Control Circuit
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Engine Management
99128–075
Figure 75 SBEC IAC Motor Control Circuit
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Engine Management
In the IAC motor system, the PCM will count every step that the motor is moved.
This allows the PCM to “know” the motor pintle position. If the memory is cleared,
the PCM no longer knows the position of the pintle. So, at the first key–ON, the
PCM drives the IAC motor closed, regardless of where it was before. This “zeros” the
counter. From this point, the PCM will back out the IAC motor and keep track of its
position again.
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2
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4
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99128–076
Figure 76 IAC Internal View

1 Coil A 3 Rotor Magnet
2 Coil B 4 Pintle Seat
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Engine Management
NOTES:
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Engine Management
IAC Stepper Motor Program
When the pintle has completely blocked the air passage, the IAC stepper motor is at
step zero (fig. 77). The PCM has the authority to increase the opening by
approximately 255 steps. The IAC stepper motor cannot identify in exactly which
position the pintle is, so the PCM has a program that enables it to learn the position
of the IAC pintle.
The program begins by learning step zero. This is accomplished by the PCM driving
the IAC stepper motor closed for several seconds (when the key is first turned to the
RUN position, after a battery disconnect). The PCM assumes, at the end of the
cycle, the IAC stepper motor should be at step zero. Once the stepper motor finds
step zero, the PCM backs the motor to the open position. The number of steps
needed to arrive at the open position is based upon information delivered by the
ECT sensor. The program can be updated by the DRBIII, or by disconnecting
battery voltage from the PCM and then reconnecting it.
The PCM is also equipped with a memory program that records the number of steps
the IAC stepper motor most recently advanced to during a certain set of parameters.
For example: The PCM was attempting to maintain a 750 rpm target during a hot
start–up cycle. The last recorded number of steps for that may have been 27. That
value would be recorded in the memory cell, so that the next time the PCM
recognizes the identical conditions, the PCM recalls that 27 steps were required to
maintain the target. This program allows for greater customer satisfaction due to
greater control of engine idle.
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4
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99128–077
Figure 77 IAC Motor

1 Stator I 3 Coil B1
2 Stator II 4 Pintle Seat
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Engine Management
Another function of the memory program during the key cycle occurs when the A/C
request circuit requires the IAC stepper motor to control engine rpm. This is the
recording of the last targeted steps.
As mentioned earlier, the PCM can “anticipate” compressor loads. This is
accomplished by delaying compressor operation for approximately 0.5 second, until
the PCM moves the IAC stepper motor to the recorded steps that were loaded into
the memory cell. Using this program helps eliminate idle–quality changes as loads
change.
Target Idle
Target idle is determined by the ECT Sensor.
IAC Motor Position
The IAC motor position is determined by the following inputs:

D ECT Sensor
D Battery Voltage
D Vehicle Speed (VSS)
D Throttle angle (TPS)
D MAP
D RPM
D A/C Compressor
IAC Stepper Motor Service
Anytime the IAC stepper motor or its circuit is serviced, the IAC memory cell must
be updated. Use the DRBIII to “Reset IAC.” This ensures that the PCM can
identify step zero. Also, be sure that when the IAC stepper motor is installed into
the throttle body, the passage is clear of debris and that the pintle does not
protrude too much. Before installing an IAC motor, make sure that the pintle is in a
retracted position. This will ensure that the pintle and seat are not damaged when
the IAC motor is installed.
IAC Diagnostics (JTEC)
IAC Diagnostics have changed with the use of JTEC. Open circuits are diagnosed if
they are present at key–ON. However, if a driver circuit opens while the engine is
running, it will not be diagnosed until the next key–ON cycle.
Short circuits to B+ and ground are diagnosed at key–ON and also while the engine
is running.
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Engine Management
RADIATOR FAN RELAYS
The fan(s) are turned on by the temperature of the coolant which is sensed by the
ECT Sensor which sends the message to the PCM. The PCM turns on the fan
through the Fan Relay(s). Switching through the PCM provides fan control for the
following conditions:
D The fan(s) will not run during cranking until the engine starts no matter what
the coolant temperature is.
D The low speed fan will run when the A/C is ON.
D The high speed fan will run when the PCM is in limp mode.
D Fan control is accomplished based on coolant temperature. Refer to Table 5
for fan operation data related to coolant temperature.
D Fan control is also dependent upon vehicle speed. On vehicles from
1992–1993, the fan will run at vehicle speeds above 40 mph only if coolant
temperature reaches 110° C (230° F). It will turn off when the temperature
drops to 104° C (220° F). At speeds below 40 mph, the fan switches on at
99° C (210° F) and off at 93° C (200° F).
D To help prevent steaming, the fan will run only below 16° C (60° F) ambient.
Between 38° C (100° F) to 97° C (195° F) coolant temperature, at idle, and then
only for three minutes.
Table Five Radiator Fan On/Off Values

A/C OFF Low Speed High Speed
Fan On 97° C (207° F) 102° C (216° F)
Fan Off 93° C (199° F) 97° C (207° F)
A/C ON
Fan On 0° C (32° F) 101° C (214° F)
Fan Off –4° C (25° F) 96° C (205° F)
Note: The values shown above are approximate, and may vary between vehicles. On
vehicles with dual radiator fans, both fans operate at the same time at slightly
different speeds.
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Engine Management
1992–1995 SBEC Radiator Fans
From 1992–1993, Vipers were equipped with a dual–fan, single–speed radiator fan
system (fig. 79). The Radiator Fan Relay on these vehicles was mounted on the
heater housing, just below the blower motor (fig. 78). From 1994–1995, Vipers
received a single–fan, dual speed radiator fan system (fig. 80). This change made
the addition of a High Speed Fan Relay necessary.
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99128–078
Figure 78 Radiator Fan Relays

1 Heater Blower Motor 5 Heater Housing
2 A/C Relay (1994 only) 6 A/C Relay (1993 only)
3 Starter Relay 7 Radiator Fan Relay (1994 only)
4 ASD Relay
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Engine Management
B+
IGNITION SWITCH A/C COMPRESSOR

RUN–START CLUTCH RELAY
FAN
RELAY
PCM
M
SPIO
M
SPIO
A/C
99128–079
Figure 79 1992–1993 Dual Radiator Fan Circuit
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Engine Management
IGNITION SWITCH
RADIATOR FAN
HIGH/LOW RELAY
B+
RADIATOR FAN
ON RELAY
PCM
SPIO
HIGH
IGNITION B+
SWITCH
A/C COMPRESSOR
CLUTCH RELAY
SPIO
A/C
99128–080
Figure 80 1994–1995 Single Radiator Fan Circuit
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Engine Management
1996–2000 JTEC Radiator Fans
The two Radiator Fan Relays on the 1996 Roadster are located in the same spot as
the 1992–1995 Roadsters (right hand side of engine compartment). On 1996
Coupes, and all Vipers from 1997 forward, the Radiator Fan Relays are located in
the Power Distribution Center (PDC).
Radiator Fan ON Relay
The Radiator Fan ON Relay energizes when the PCM provides a ground to the relay.
In 1996, the cooling fan was turned off at 62 mph during acceleration and turned
back on at 52 mph during deceleration. In 1997, the fan is turned off at 77 mph
during acceleration and turned back on at 67 mph during deceleration.
Radiator Fan Low/High Relay
The Radiator Fan LOW/HIGH Relay works in conjunction with the Radiator Fan ON
Relay (fig. 81). If the coolant temperature is below 102° C (216° F) the current flow
for the fan is through the normally closed contacts of the LOW/HIGH relay. If the
coolant temperature is above 102° C (216° F), the PCM grounds the LOW/HIGH
Relay and the radiator fan changes to high speed. The PCM turns off high speed fan
operation when coolant temperature drops to 102° C (216° F). The low speed will
continue until temperature drops below 94° C (120° F).
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Engine Management
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6 5
99128–081
Figure 81 1996–2000 Radiator Fan Circuit

1 Battery Positive Terminal 4 Radiator Fan LOW/HIGH Relay
2 Ignition Switch 5 Radiator Fan Motor
3 Radiator Fan ON Relay 6 PCM
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Engine Management
GENERATOR FIELD CONTROL – 1992–1996 ROADSTER
Generator field control is accomplished through the use of a voltage regulator which
is internal to the generator. The charging system voltage on these vehicles is not
controlled by the PCM.
GENERATOR FIELD CONTROL – EXCEPT 1992–1996 ROADSTER
The PCM regulates charging system voltage and determines the final goal or “target
charging voltage.” The target charging voltage is controlled mainly by the battery
temperature sensor, which is located under the battery tray. Power to the generator
field wiring is supplied by the ASD Relay (fig. 82).
The PCM monitors battery voltage. If it senses that battery voltage is more than 0.5
volt lower than the target voltage, the PCM grounds the field winding until sensed
battery voltage is 0.5 volt above target voltage. A circuit in the PCM cycles the
ground side of the generator field up to 100 times per second (100 Hz), but has the
capability to ground the field control wire 100% of the time full field, to achieve the
target voltage. If the charging rate cannot be monitored (limp–in), a duty cycle of
25% is used by the PCM in order to have some generator output.
Note: Externally, the generators on the 1996 Viper look very similar. The generator
for the Roadster has an internal voltage regulator while the Coupe is regulated
by the PCM. Do not interchange the generators.
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Engine Management
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2
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5
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12
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8
99128–082
Figure 82 Generator Field Control Circuit (1996 Coupe, 1997–2000 All)

1 Battery Temperature Sensor 7 Generator
2 PCM 8 Case Ground
3 A/D Converter 9 To Ignition Coil, Injectors, O2
Heaters
4 Voltage Level Detection Circuit 10 Battery
5 ASD Relay Control 11 Fuse Link
6 ASD Relay 12 PDC Fuse
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Engine Management
CHARGING SYSTEM INDICATOR LIGHT – 1992–1996 ROADSTER
As mentioned earlier, generator field control is accomplished through the use of an

internal voltage regulator in the generator, which is not affected by the PCM. The
charging system indicator light is controlled directly by the generator.
CHARGING SYSTEM INDICATOR LIGHT – 1996 COUPE, 1997–2000 ALL
The PCM controls the operation of the charging–system indicator light, located in
the vehicle’s instrument cluster. The PCM provides a ground to complete the lamp
circuit if a charging system fault is set (fig. 83).
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4
99128–083
Figure 83 Charging System Indicator Light (1996 Coupe, 1997–2000 All)

1 Under/Over Charge Indicator Light 3 Ignition Voltage
2 Tachometer 4 Tachometer Output
TACHOMETER
The PCM operates the tachometer which is located in the instrument panel. The
PCM provides duty–cycle output voltage to the tachometer. The frequency of the
duty cycle is based upon engine speed which is calculated from inputs from the CKP
Sensor.
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Engine Management
REVERSE LOCKOUT SOLENOID
The reverse lockout solenoid is located at the rear of the transmission housing. The
reverse lockout solenoid prevents the operator from shifting into reverse when the
vehicle speed is greater than 5 mph. When vehicle speed is less than 5 mph, the
PCM provides a ground for the solenoid (energized) and allows shifting (fig. 84).
When vehicle speed is greater than 5 mph, the solenoid is deactivated and prevents
the transmission from being shifted into reverse.
SKIP SHIFT SOLENOID AND INDICATOR LAMP
The skip shift solenoid is also located at the rear of the transmission housing. The
skip shift solenoid prevents the operator from shifting from first gear into second
and third gear during certain conditions. The PCM controls the skip shift solenoid
and the skip shift indicator lamp (fig. 84). The lamp informs the driver that the shift
lever will be redirected to fourth gear, “skipping” 2nd and 3rd completely. The PCM
locks out second and third gear and illuminates the skip shift lamp when all of the
following conditions are met:
D Engine coolant exceeds 41° C (106° F)
D Vehicle speed is between 12 and 18 MPH
D Engine operating above 608 RPM
D The PCM verified first gear speed/RPM
D Throttle position sensor (TPS) signal is less than 0.68 volt above close throttle
(23 percent throttle opening)
The program resets when vehicle speed drops below 2 MPH and is considered
completed once the conditions have exceeded, whether the trans was shifted or not.
ÁÁ ÁÁ
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99128–084
Figure 84 Skip Shift and Reverse Lockout Solenoids

1 Fuse Block 3 Reverse Lockout Solenoid
2 Skip Shift Solenoid
133
Engine Management
MALFUNCTION INDICATOR LAMP (MIL)
Note: Only Vipers equipped with a JTEC PCM (1996 and Up) are OBD II compliant.
The MIL (CHECK ENGINE) lamp is located in the instrument cluster. The PCM
operates the MIL which illuminates for a three–second bulb test whenever the
ignition is turned ON. The MIL lamp remains continuously illuminated when an
emissions component fails, or when the vehicle enters a limp–in mode. In limp–in
mode, the PCM provides programmed inputs to keep the vehicle operational.
Because the vehicle is equipped with OBD II diagnostic capabilities (JTEC only), the
MIL flashes if the onboard diagnostic system detects engine misfire severe enough to
damage the catalytic converter. The vehicle should not be driven if this occurs.
Anytime the MIL is illuminated, a DTC is stored and the PCM must meet certain
criteria to extinguish the lamp. On vehicles equipped with OBD I diagnostics
(1992–1995 Vipers), the MIL would normally extinguish after the problem that
caused the MIL to illuminate was no longer present, and the key had been cycled
from OFF to ON one time. However, on ALL JTEC vehicles, three consecutive “good”
trips must occur to extinguish the MIL.
If a problem occurred with one of the main OBD II monitors, the PCM must pass the
test of the monitor that failed three consecutive times. On the fourth key–ON
register, the MIL is extinguished.
DTCs that were stored can be erased automatically only after the MIL has been
extinguished and 40 warm–up cycles have occurred or with the DRBIII.
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Engine Management
Trip Definition – 1996–2000 Only
The term “trip” has different meanings depending on the circumstances. If the MIL
(Malfunction Indicator Lamp) is OFF, a trip is when the Oxygen Sensor Monitor and
the Catalyst Monitor have been completed in the same drive cycle.
When any emission DTC is set, the MIL on the dash is turned ON. When the MIL is
ON, it takes three “good” trips to turn the MIL OFF. In this case, it depends on what
type of DTC is set to know what a trip is. The minimum requirement is engine
running for 2 minutes with no faults detected.
For the Fuel Monitor or Misfire Monitor (continuous monitor), the vehicle must be
operated in the “Similar Condition Window” for a specified amount of time to be
considered a good trip.
Non–continuous OBD II monitors include:

D Oxygen Sensor
D Catalyst Monitor
D Purge Flow Monitor
D Leak Detection Pump Monitor (if so equipped)
D Oxygen Sensor Heater Monitor
If any of these monitors fail twice in a row on two separate key cycles, turn on the
MIL, and successfully rerun on the next start–up, it is considered a good trip.
Other examples of good trips are:

D Completion of 02 Sensor and Catalyst monitors after an emissions DTC (not an
ODB II monitor) is set.
D Engine run–time of two minutes if the Oxygen Sensor Monitor or Catalyst
Monitor have been stopped from running.
It can take up to two failures in a row to turn on the MIL. After the MIL is ON, it
takes three good trips to turn the MIL OFF. After the MIL is OFF, the PCM will
self–erase the DTC after 40 warm–up cycles. A warm–up cycle is counted when the
ECT (Engine Coolant Temperature) sensor has crossed 160° F and has risen by at
least 40° F since the engine was started.
Refer to the OBD II course for additional information.
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Engine Management
EVAPORATIVE PURGE SOLENOID
The PCM controls Evaporative Purge Solenoid operation and provides a ground path
that allows the solenoid to open. Refer to the Emission Control Systems section of
this publication for more information.
LEAK–DETECTION PUMP SOLENOID (STARTING IN 1998)
The PCM energizes the Leak–Detection Pump Solenoid when specific operating
conditions have been met. Refer to the Emission Control Systems section of this
publication for more information.
136
Engine Management
NOTES:
137
Engine Management
EMISSIONS CONTROL SYSTEM
The emissions control system is comprised of evaporative emissions and exhaust

emissions. Its function is to control the output of Hydrocarbons (HC), Carbon
Monoxide (CO) and Oxides of Nitrogen (NOx). The PCM controls exhaust emissions
by monitoring the inputs and controlling Fuel and ignition systems. A three–way
catalyst is also used.
EVAPORATIVE EMISSION CONTROL

The evap control system consists of: fuel cap, rollover valves, vapor lines, filler neck,
evap canister, Duty Cycle Purge (DCP) solenoid, and orifice. On some vehicles, there
is also an Evaporative System Leak Detection pump (fig. 85). For the 2000 model
year the canister and LDP move to the rear of the vehicle.
138
Engine Management
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1
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3
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4
5
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10
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9
7 6
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99128–085
Figure 85 EVAP Leak Detection Pump System (1998,1999 & 2000)

1 Duty Cycle Purge Solenoid Driver 6 Remote Filter
2 PCM 7 Combined Canister Vent Valve and
Leak Detection Pump
3 Switch Signal Input to the PCM 8 Canister
4 Vacuum Line 9 Service Port
5 3–Port Solenoid Driver 10 Throttle Body
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Engine Management
Fuel Filler Cap
The fuel filler cap is a screw–on type, with a ratchet mechanism to keep the
tightening force on the filler cap constant. Also, the cap is equipped with a valve to
relieve both pressure and vacuum extremes in the fuel tank.
Rollover Valves
The rollover valve is designed to allow fuel tank vapors to be routed to the canister.
If an accident causes the vehicle to overturn, a check valve prevents fuel from
entering the vapor line.
Purge Solenoid (Bi–Level Purge) (1992–1995)
The purge solenoid is mounted on the charcoal canister (fig. 86). Its purpose is to
prevent the release of unburned hydocarbons from gasoline vapor into the
atmosphere. The solenoid controls the application of manifold vacuum to the
canister purge valve on top of the canister. With the solenoid in its de–energized
state, manifold vacuum is supplied to the purge control valve to open it, allowing
vapor purge.
99128–086
Figure 86 Purge Solenoid (1992–1995)
140
Engine Management
Duty–Cycle Purge Solenoid (1996–2000)
The duty–cycle EVAP purge solenoid regulates the rate of vapor flow from the EVAP
canister to the throttle body. The PCM operates the solenoid.
During the cold–start warm up period and the hot start time delay, the PCM does
not energize the solenoid. When de–energized, no vapors are purged.
When purging, the PCM energizes and de–energizes the solenoid approximately 5 or
10 times per second, depending upon operating conditions. The PCM varies the
vapor flow rate by changing solenoid pulse width (fig. 87).
ÁÁ ÁÁ
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7
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3
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4
99128–087
Figure 87 Duty Cycle Purge Solenoid Control Circuit (1996–2000)

1 JTEC PCM 5 Quad Driver
2 Output 6 Input
3 Purge Solenoid 7 From Micro
4 Ignition
141
Engine Management
Fuel–Vapor Recovery System (Duty–Cycle Purge Control)
Duty–Cycle Purge is a system that feeds fuel gases from the purge canister and
gasoline tank into the throttle body for mixing with incoming air. The system
meters gases when the PCM duty–cycles the purge solenoid.
The system is disabled during Wide Open Throttle (WOT) conditions and while the
engine is below a specified coolant temperature. When engine temperature exceeds
a calibrated parameter, duty cycle purge is delayed for a calibrated time. Once
purge delay is over, purge will be ramped in to soften the effect of dumping
additional fuel into the engine.
The PCM provides a duty–cycle operating at 5 Hz (at closed throttle) or 10 Hz (at

open throttle) to control this system. The duty–cycle is based upon a calculated
airflow (based upon known fuel flow through the injector at a given pulse width and
rpm) and is adjusted to compensate for changes in flow due to varying engine
vacuum.
The duty–cycle represents the amount of On/Off time, while the Hz represents how
often the duty–cycle is repeated.
On–Board Refueling Vapor Recovery (ORVR) System – 2000
ORVR is the recovery of the fuel vapors during the refueling event. This is done by
venting the fuel vapors to the canister while refueling, and by reducing the diameter
of the fill pipe. The small diameter fill pipe gives a solid column of fuel, which
causes a venturi effect, drawing air and vapor into the fuel tank and canister. The
canister is located in close proximity to the fuel tank, and has a large diameter
supply line to reduce any restrictions while refueling.
Note: On ORVR vehicles, when fueling, once the pump nozzle shuts off, the tank is
full. Additional fuel should not be added after the pump shuts off.
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Engine Management
Leak Detection Pump (Beginning in 1998)
The leak detection pump is a device that pressurizes the evaporative system to
determine if there are any leaks. When certain conditions are met, the PCM will
activate the pump and start counting pump strokes (fig. 88). If the pump stops
within a calibrated number of strokes, the system is determined to be leak free. If
the pump does not stop, a DTC will be set. Refer to the OBD II course for more
information.
ÁÁ ÁÁÁ
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1
2
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6
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5
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4 3
ÁÁÁ
99128–088
Figure 88 Leak Detection Pump Control Circuit (1998 & 2000)

1 JTEC PCM 4 Input
2 Leak Detection Pump 5 From Micro
3 Output 6 To Micro
143
Engine Management
POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM (1992–1997)
Viper engines are equipped with a Positive Crankcase Ventilation (PCV) System.
Crankcase vapors and piston ring blow–by are removed from the engine by manifold
vacuum through the Positive Crankcase Ventilation (PCV) valve (figs. 89 & 90). The
vapors pass through the PCV valve into the intake manifold where they become part
of the calibrated air–fuel mixture and are burned and expelled with the exhaust
gases.
The air cleaner supplies make–up air when the engine does not have enough vapor
or blow–by gases. In this system, fresh air enters the crankcase through the left
valve cover on heavyweight engines and both valve covers on lightweight engines.
ÁÁÁ
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1
ÁÁ
ÁÁ2
99128–089
Figure 89 PCV Valve (1992–1995)

1 PCV Housing 2 PCV Valve
144
Engine Management
ÁÁÁ
ÁÁÁ 1
99128–090
Figure 90 PCV Valve (1996 & 1997)

1 PCV Valve
145
Engine Management
POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM (1998 & LATER)
1998 and later Vipers are equipped with a Fixed Orifice PCV System (fig. 91). The
fixed orifice system performs the same function as a conventional PCV system, but
does not have a PCV valve.
The fixed orifice system meters the amount of crankcase vapors drawn out of the
engine. The fixed orifice fitting is grey in color. When the engine is operating, fresh
air enters the engine and mixes with crankcase vapors. Manifold vacuum draws the
vapor/air mixture through the fixed orifice and into the intake manifold. The vapors
are then consumed during engine combustion.
ÁÁ
ÁÁ
ÁÁ
1
ÁÁÁ
ÁÁÁ3
ÁÁÁ
ÁÁÁ
2
99128–091
Figure 91 Fixed Orifice System (1998 & Later)

1 TPS 3 Fixed Orifice Fitting
2 ECT
146
Engine Management
NOTES:
147
Engine Management
AIR CONDITIONING CONTROLS
INSTRUMENT PANEL A/C SELECT SWITCH
When the A/C–heater control switch is moved to an A/C position or the Defrost
position, the switch provides a ground for a 12–volt pull–up circuit. This tells the
PCM that air conditioning has been selected.
Note: Vipers equipped with SBEC PCMs use one wire for the A/C Request input,
while Vipers with a JTEC PCM use a separate wire for A/C Select and A/C
Request.
A/C REQUEST SIGNAL
After the driver has selected air conditioning, the PCM looks at the A/C request
circuit to determine if system conditions are appropriate for compressor operation.
The A/C request signal provides information to the engine controller for the
air–conditioning high and low pressure switches. This signal indicates that system
pressures are in an acceptable range for air–conditioning application. If the PCM
request circuit is pulled low with switches closed, the PCM will provide a ground for
the A/C Compressor Clutch Relay (figs. 92, 93 & 94). The PCM also looks at the
thermostatic switch. If the switch is closed, the PCM considers conditions
acceptable for A/C compressor operation.
A/C COMPRESSOR CLUTCH RELAY
The PCM energizes the A/C Compressor Clutch Relay by providing a ground for the
relay coil. The PCM energizes the relay only after the following conditions have been
met:
D Engine speed is greater than 500 rpm
D Approximately six seconds have elapsed since the start–to–run transfer
occurred
D High–side pressure is > 28.4 – 36.0 psi
D Low–side pressure is < 369 – 455 psi
D Engine coolant temperature is below 257° F
Once all of the above conditions have been met and the A/C request signal indicates
that A/C compressor operation is desired, the PCM energizes the A/C Compressor
Clutch Relay.
148
Engine Management
B+
IGNITION SWITCH A/C COMPRESSOR

RUN–START CLUTCH RELAY
FAN
RELAY
PCM
M
SPIO
M
SPIO
A/C
99128–092
Figure 92 1992–1993 A/C Compressor Clutch Circuit
149
Engine Management
IGNITION SWITCH
RADIATOR FAN
HIGH/LOW RELAY
B+
RADIATOR FAN
ON RELAY
PCM
SPIO
HIGH
IGNITION B+
SWITCH
A/C COMPRESSOR
CLUTCH RELAY
SPIO
A/C
99128–093
Figure 93 1994–1995 A/C Compressor Clutch Circuit
150
Engine Management
ÁÁ
ÁÁ ÁÁÁ ÁÁ
2
ÁÁ
ÁÁ ÁÁÁ
1 12
ÁÁ 3
ÁÁÁ
ÁÁ ÁÁÁ
4
ÁÁÁ
ÁÁ
11
ÁÁ ÁÁÁ5
ÁÁ10
ÁÁÁ
ÁÁ ÁÁÁ 7
ÁÁ
ÁÁ
9
ÁÁÁ ÁÁ
ÁÁÁ ÁÁ
6
8
99128–094
Figure 94 JTEC A/C Compressor Clutch Circuit

1 JTEC PCM 7 A/C High and Low Pressure
Switches
2 Ignition Switch 8 A/C Request
3 A/C Compressor Clutch Relay 9 Voltage Level Detection
4 A/C Compressor Clutch 10 A/C Select
5 A/C Switch 11 Voltage Level Detection
6 Thermostatic Switch 12 Micro
151
Engine Management
NOTES:
152

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Engine Management

FUEL INJECTION SYSTEM – PCM INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

The following is a list of acronyms used throughout this publication:

D ICM Ignition Control Module

Table One PCM Applications

Figure 1 SBEC/VIC Locations

Figure 2 Ignition Coil Locations

Table Two VIC/Ignition Coil Firing

Figure 3 JTEC Powertrain Control Module

JTEC Learning Functions

Figure 4 Speed Density Engine Management Strategy

The engine crankcase is ventilated by a Positive Crankcase Ventilation (PCV) system.

CHARGING CONTROL SYSTEMS

1996 Viper Roadster

1996 Viper Coupe/1997 All Vipers

The inputs required to maintain the proper battery voltage are:

A/C CONTROL SYSTEMS

Figure 5 Fuel Tank (Typical)

Figure 6 Fuel Pump Module

Table Three Fuel Level Diagnostics

Diagnostic DTC MIL

Figure 7 Typical Fuel Pressure Regulator

Figure 8 JTEC Fuel Pump Relay Circuit

Figure 9 SBEC Fuel Pump Relay Circuit

Figure 10 Fuel Injector

Figure 11 Fuel Filter

Figure 12 Fuel Rails

Figure 13 Heavyweight Throttle Attachments

Figure 14 Lightweight Throttle Synchronization Shaft

POWER SUPPLIES AND GROUNDS (JTEC)

Figure 15 JTEC Power Supplies and Grounds

Figure 16 SBEC Power Supplies and Grounds

Figure 17 Data Link Connector (1996 and Later)

CRANKSHAFT POSITION SENSOR (CKP)

Figure 18 Crankshaft Notches

Figure 19 Crankshaft Pulse Ring

Figure 20 JTEC Crankshaft Position Sensor Circuit

Figure 21 SBEC Crankshaft Position Sensor Circuit

Figure 22 JTEC Camshaft Position Sensor Operation

Figure 23 JTEC Camshaft Position Sensor Circuit

Figure 24 JTEC CMP Sensor Signal

Camshaft Position Sensor Service

Figure 25 SBEC Camshaft Position Sensor Circuit

Figure 26 SBEC Camshaft Sprocket

Figure 27 SBEC Camshaft Position Sensor Signal

Figure 29 JTEC Manifold Absolute Pressure Sensor Circuit

Figure 30 SBEC Manifold Absolute Pressure Sensor Circuit

Figure 31 MAP Sensor Voltage Values

Figure 32 MAP Voltage vs. Vacuum

The PCM recognizes a decrease in manifold pressure by monitoring a decrease in

There are three MAP Sensor diagnostic routines:

MAP Sensor Limp–In

Figure 33 MAP Sensor Location

Figure 34 JTEC Throttle Position Sensor Circuit

Figure 35 SBEC Throttle Position Sensor

Note: JTEC examples given; SBEC similar.

Wide Open Throttle (WOT)

Wide Open Throttle Fuel Cut–Off During Cranking

Note: JTEC examples given, SBEC similar.

There are three TPS diagnostic routines: