1988 JEEP CHEROKEE ignition

other end of hose into a container of at least one liter or more
capacity.
5) Run fuel pump by installing a jumper wire into diagnostic
connector terminals D1-5 and D1-6. Be sure to pinch off fuel return
line or most of fuel will be returned to fuel tank.
EGR Solenoid Test
1) Verify that vacuum is present at vacuum fitting "C" of
EGR solenoid. See Fig. 4. Remove vacuum connector from "A" and "B".
Connect a vacuum gauge to "B".
2) Start and idle engine. There should be no vacuum at "B".
Disconnect electrical connector "D" from solenoid. There should now
be vacuum at "B".
Fig. 4: EGR Solenoid Test Points
Courtesy of Chrysler Motors.
MAP Sensor Test
1) Inspect MAP sensor hoses and connections. Repair as
necessary. With ignition on and engine off, test MAP sensor output
voltage at connector terminal "B". (Marked on sensor body). See
Fig. 5 . Output voltage should be 4 to 5 volts.
2) To verify wiring harness condition, test ECU terminal C-6
for same voltage described. Test MAP sensor supply voltage at sensor
connector terminal "C" with ignition on.

1) Disconnect wire harness connector from CTS sensor. Test
resistance of sensor with a high impedance digital ohmmeter.
Resistance should be less than 1000 ohms with engine warm. See
TEMPERATURE-TO-RESISTANCE VALUES table.
2) Test resistance of wire harness between ECU terminal D-3
and sensor connector terminal. Repeat test at terminal C-10 of ECU
and sensor connector terminal. Repair wire harness if an open circuit
is indicated.
MAT Sensor Test
1) Disconnect wire harness connector from MAT sensor. Test
resistance of sensor with a high impedance digital ohmmeter.
Resistance should be less than 1000 ohms with engine warm. Replace
sensor if resistance is not within specified range. See
TEMPERATURE-TO-RESISTANCE VALUES table.
2) Test resistance of wire harness between ECU wire harness
connector terminal D-3 and sensor connector terminal. Repeat test
with terminal C-8 at ECU and sensor connector terminal. Repair wire
harness if an open circuit or resistance is greater than one ohm is
indicated.
TPS Test
See THROTTLE POSITION SENSOR TEST PROCEDURE chart in this
article.
TEMPERATURE-TO-RESISTANCE VALUES (CTS & MAT SENSOR) TABLE
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F
C Ohms
(Approximate)
212 .......................... 100 ........................... 185
160 .......................... 70 ............................ 450
100 .......................... 38 ........................... 1600
70 ........................... 20 ........................... 3400
40 ............................ 4 ........................... 7500
20 ........................... -7 ......................... 13,500
0 ............................ -18 ........................ 25,000
-40 .......................... -40 ....................... 100,700
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Knock Sensor Test
1) Start engine until engine reaches normal operating
temperature. Connect Diagnostic Tester (M.S. 1700). Observe knock
value on tester. Using tip of screw driver, gently tap on cylinder
block next to knock sensor and observe knock sensor value on tester.
2) Knock sensor value should increase while tapping on
cylinder block. If knock sensor value does not increase while tapping
on cylinder block, check knock sensor for proper connection. If
connection is good, replace knock sensor.
Speed Sensor Test
Disconnect speed sensor connector from ignition control
module. Place an ohmmeter between terminals "A" and "B". (Marked on
connector) Reading should be 125-275 ohms with engine hot. Replace
sensor if readings are not within specifications.
Idle Speed Stepper (ISS) Motor
1) Set parking brake and block drive wheels. Route all
tester cables away from cooling fans, drive belts, pulleys and
exhaust system. Always allow engine speed to return to normal before
disconnecting testing tools.
2) With ignition off, disconnect ISS motor connector at

throttle body. Connect Exerciser Tool (Part No. 8980 002 646) into
ISS motor. See Fig. 6.
3) Connect Red clip to battery positive cable. Connect
Black clip to battery negative cable. Red light on exerciser tool
will illuminate when properly connected. Start engine.
NOTE: When switch on exerciser tool is in "High" or "Low"
position, light on exerciser tool will flash indicating
voltage pulses are being sent to ISS motor.
4) Move exerciser tool switch to "High" position. Engine
speed should increase. Move switch to "Low" position. Engine speed
should decrease. If engine speed increases or decreases while using
exerciser tool, ISS motor is functioning properly.
5) Disconnect exerciser tool and reconnect ISS motor
connector. If engine speed does not change, turn ignition off and
remove ISS motor from throttle body.
6) With ignition off, switch exerciser tool between "High"
and "Low" positions. Check movement of ISS motor pintle. Pintle
should move in and out. If pintle does not move, replace ISS motor.
7) Start engine and test new ISS motor for proper
operation. If pintle operates properly, check ISS motor bore in
throttle body for blockage and clean as necessary. Reinstall ISS
motor into throttle body.
Fig. 6: ISS Motor Test Connector
Courtesy of Chrysler Motors.
Fuel Injector Test

Disconnect solenoid vacuum hoses. Disconnect solenoid wiring
connector. Remove solenoid retaining bolts and solenoid. To install
valve, reverse removal procedure.
ECU CONNECTOR PIN IDENTIFICATION 24-PIN CONNECTOR MPFI TABLE
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Terminal No. Wire Function
A1 .................................................. Injector No. 3
A2 .................................................. Injector No. 6
A3 .................................................. Injector No. 2
A4 .................................................. Injector No. 4
A5 ................................................. Fuel Pump Relay
A6 ........................................................ Not Used
A7 ............................................. Oxygen Sensor Relay
A8 ..................................................... Shift Light
A9 ..................................................... Latch Relay
A10 ............................................. EGR/Evap. Solenoid
A11 ....................................................... Not Used
A12 ...................................................... A/C Relay
B1 .................................................. Injector No. 1
B2 .................................................. Injector No. 5
B3 ........................................................... AIS A
B4 .......................................................... AIS A1
B5 ........................................................... AIS C
B6 .......................................................... AIS C1
B7 .................................................. Battery (Pos.)\
B8 ........................................................ Ignition
B9 ........................................................ Not Used
B10 ............................................... Latched B (Pos.)\
B11 ......................................................... Ground
B12 ......................................................... Ground
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Fig. 9: Multi-Point Injection ECU Connector
Courtesy of Chrysler Motors.
ECU CONNECTOR PIN IDENTIFICATION 32-PIN CONNECTOR MPFI TABLE
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Terminal No. Wire Function
C1 ............................................. Speed Sensor (Pos.)\
C2 ..................................................... A/C Request
C3 ........................................................... Start
C4 ...................................................... P/N Switch
C5 .................................................... Sync. (Neg.)\

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FU EL IN JE C TIO N S YSTE M - T B I

1 988 J e ep C hero ke e
1988 Electronic Fuel Injection
JEEP/RENIX THROTTLE BODY INJECTION
2.5L Cherokee, Comanche, Wagoneer, Wrangler
DESCRIPTION
The Throttle Body Injection (TBI) system is a single
injector system that introduces fuel into throttle body from above
throttle plate. Fuel injector, located within throttle body, is
controlled by the Electronic Control Unit (ECU).
The ECU is a sealed microprocessor that receives input
signals from several sensors and other related engine components.
Based on these inputs, ECU generates output signals that control and
adjust air/fuel mixture and ignition timing as necessary for proper
engine performance.
ECU also controls engine idle speed, emission control
systems, upshift indicator light (manual transmission only), and A/C
compressor clutch.
OPERATION
ELECTRONIC CONTROL UNIT (ECU)
On Cherokee, Comanche and Wagoneer, ECU is located under
instrument panel, above accelerator pedal. On Wrangler, ECU is
located behind glove box. Input information from various engine
sensors to ECU is used to determine engine operating conditions and
needs. Battery voltage input is used to ensure that correct output
voltage is supplied by ECU during fluctuations in battery voltage.
FUEL INJECTOR
Fuel injector is mounted in throttle body so that fuel is
injected into incoming airflow. When injector solenoid is energized,
armature and plunger move upward against spring. Check ball above
injector nozzle moves off seat and opens small orifice at end of
injector.
Fuel supplied to injector is forced around ball and through
orifice, resulting in fine spray of fuel. Volume of fuel injected is
dependent only on length of time that injector is energized by ECU,
as fuel pressure is constant at injector. During cold engine starts,
extra fuel is supplied so richer mixture will aid in starting.
FUEL PRESSURE REGULATOR
Fuel pressure regulator is integral part of throttle body.
Pressure regulator has a spring chamber that is vented to same
pressure as tip of injector. Because differential pressure between
injector nozzle and spring chamber is same, only the length of time
that injector is energized controls volume of fuel injected.
Fuel pump delivers more fuel than is required by engine.
Excess fuel goes to fuel tank from pressure regulator via fuel return
hose. Fuel pressure regulator function is mechanical and ECU does not
control it.
FUEL PUMP

Electric roller type fuel pump is located in fuel tank.
Integral check valve is used to maintain pressure in fuel delivery
system after pump stops running. Fuel pump operation is controlled by
ECU through a fuel pump relay.
IDLE SPEED ACTUATOR (ISA) MOTOR
ISA motor acts as movable idle stop to change throttle stop
angle. Both engine idle speed and deceleration throttle stop angle
are set by ISA. ECU controls ISA motor by providing appropriate
voltage outputs to produce idle speed or throttle stop angle required
for engine operating condition.
OXYGEN (O2) SENSOR
Oxygen sensor is equipped with a heating element that keeps
sensor at proper operating temperature at all times. Oxygen sensor is
located in exhaust pipe.
Maintaining proper sensor temperature at all times, system
enters "Closed Loop" operation sooner and remains in "Closed Loop"
during periods of extended idle. Electrical feed to oxygen sensor is
through ignition switch.
The ECU receives sensor voltage signal which varies with
oxygen content in exhaust gas. Signal is used by ECU as reference for
setting air/fuel mixture ratio. ECU varies voltage to injector both
to compensate for battery voltage fluctuations and to change duration
of injector opening for control of air/fuel mixture.
MANIFOLD AIR/FUEL TEMPERATURE (MAT) SENSOR
MAT sensor provides a signal to ECU that changes depending
upon temperature of air/fuel mixture in intake manifold. During high
temperature conditions, ECU will compensate for changes in density of
air.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
MAP sensor measures absolute pressure in intake manifold.
Both mixture density and ambient barometric pressure are supplied to
ECU by MAP sensor. Sensor is mounted in middle of firewall in engine
compartment. Sensor receives manifold pressure information through
vacuum line from throttle body. See Fig. 1.
Fig. 1: Manifold Absolute Pressure (MAP) Sensor
Courtesy of Chrysler Motors.
COOLANT TEMPERATURE SENSOR (CTS)

Coolant temperature sensor is installed in intake manifold
water jacket to provide coolant temperature input signal for ECU.
During cold engine operation, ECU will make mixture richer, make up
for fuel condensation in cold intake manifold, increase idle speed
during warm-up period, increase ignition advance and keep EGR system
inoperative until engine warms up.
THROTTLE POSITION SENSOR (TPS)
Throttle position sensor provides ECU with input signal, up
to about 5 volts, to indicate throttle position. This allows ECU to
control air/fuel mixture according to throttle position. TPS is
mounted on throttle body assembly.
WIDE OPEN THROTTLE (WOT) SWITCH
WOT switch provides an input signal to ECU when engine is at
wide open throttle. The ECU enriches air/fuel mixture. The WOT switch
is located on the side of throttle body.
CLOSED THROTTLE (IDLE) SWITCH
Idle switch is integral with ISA motor and provides voltage
signal to ECU. ECU will signal ISA motor to change throttle stop
angle in response to engine operating conditions.
UPSHIFT INDICATOR LIGHT
On vehicles equipped with a manual transmission, ECU
controls upshift indicator light. Indicator light is normally
illuminated when ignition is turned on without engine running.
Indicator light is turned off when engine is started.
Indicator light will be illuminated during engine operation
in response to engine load and speed. If transmission is not shifted,
ECU will turn light off after 3 to 5 seconds. A switch located on
transmission prevents indicator light from being illuminated when
transmission is shifted to highest gear.
ENGINE SPEED SENSOR
Engine speed sensor is attached to bellhousing. It senses
and counts teeth on flywheel gear ring as they pass during engine
operation. Signal from speed sensor provides ECU with engine speed
and crankshaft angle. On flywheel gear ring, large trigger tooth and
notch is located 90 degrees before each TDC point. Each trigger tooth
is followed by 12 smaller teeth and notches before TDC point is
reached.
As each of 12 small teeth and notches pass magnetic core in
speed sensor, concentration and collapse of magnetic field induces
slight voltage (spike) in sensor pick-up coil winding. See Fig. 2.
Larger trigger teeth and notches induce higher voltage (spike) in
sensor pick-up coil winding. These voltage spikes enable ECU to count
teeth as they pass speed sensor.
Higher voltage spike (from larger tooth and notch) indicates
to ECU that piston will be at TDC position after 12 smaller voltage
spikes have been counted. ECU will then either advance or retard
ignition timing depending upon remaining sensor inputs.

ECU receives inputs from A/C when either A/C switch is in
"ON" position or compressor clutch engages to lower temperature. ECU
changes engine idle speed depending upon A/C compressor operation.
POWER STEERING PRESSURE SWITCH
ECU receives input from pressure switch during periods of
high pump load and low engine RPM. Input signals from pressure switch
to ECU are routed through A/C request and A/C select input circuits.
When pump pressure exceeds 250-300 psi (17.5-21.0 kg/cm
), switch
contacts close transmitting an input signal to ECU. ECU raises engine
idle speed immediately after receiving input from pressure switch.
RELAYS
Starter Motor Relay
Starter motor relay provides an input signal to ECU when
starter motor is engaged.
System Power Relay
System power relay, located on right fender inner panel, is
energized when engine is started. It remains energized for 3 to 5
seconds after ignition is off. This allows ECU to extend ISA for next
start before ECU shuts down.
Fuel Pump Control Relay
Fuel pump control relay is located on right fender inner
panel. Battery voltage is supplied to relay from ignition switch.
When ground is provided by ECU, relay becomes energized and provides
voltage to fuel pump.
A/C Compressor Clutch Relay
ECU controls A/C compressor clutch through this relay. The
A/C compressor clutch relay is located beside fuel pump control relay
on right fender inner panel.
EGR Valve/Canister Purge Solenoid
Vacuum to both EGR valve and vapor canister is controlled by
this solenoid. When solenoid is energized, neither EGR valve nor
vapor canister receive vacuum.
Solenoid is energized during closed (idle) and wide open
throttle operations, engine warm-up and rapid acceleration or
deceleration. If solenoid wire connector is disconnected, both EGR
valve and vapor canister will receive vacuum at all times.
Load Swap Relay
The load swap relay works in conjunction with power steering
switch to disengage A/C compressor clutch. If compressor clutch is
engaged when power steering pressure switch contacts close, input
signal from switch to ECU also activates load swap relay. Relay then
cuts off current to A/C compressor clutch.
The A/C compressor clutch remains disengaged until pressure
switch contacts reopen and engine idle returns to normal. The load
swap relay contains a timer that delays engaging the compressor
clutch for 0.5 second to ensure smooth engagement.
ADJUSTMENTS
CAUTION: When working on or near engine that is running, be very
careful to avoid pulleys, belts and fan. DO NOT stand in
direct line with blades of fan. DO NOT wear clothing that is
loose enough to get caught in moving parts.