1993 DODGE TRUCK fuel pressure

0 - 2
LUBRICATION
AND
MAINTENANCE

• Commercial service
When a vehicle is continuously subjected to severe
driving conditions, lubricate:
• Body components
• All the driveline coupling joints
• Steering linkage More often than normal driving conditions

DUSTY
AREAS
With this type of severe driving condition, special
care should be given to the:
• Engine air cleaner filter
• PCV filter
• Crankcase ventilation system
• Brake booster control valve air filter. Verify that the filters and the associated compo­
nents are clean. Also verify that they are functioning
effectively. This will minimize the amount of abra­ sive particles that enter the engine.

OFF-ROAD
(4WD)
OPERATION
After off-road (4WD) operation, inspect the under­
side of the vehicle. Inspect the:
• Tires
• Body structure
• Steering components
• Suspension components • Exhaust system
• Threaded fasteners

HARSH
SURFACE ENVIRONMENTS
After extended operation in harsh environments,
the brake drums, brake linings, and rear wheel bear­ ings should be inspected and cleaned. This will pre­
vent wear and erratic brake action.

ROUTINE MAINTENANCE
The following routine maintenance is recommended
on a monthly basis: TIRES—Inspect the tires for unusual wear/damage.
Determine if the inflation pressure is adequate for
the vehicle load. BATTERY—Inspect and clean the terminals.
Tighten the terminals if necessary. FLUIDS—Determine if the component fluid levels
are acceptable. Add fluid, if necessary. LIGHTS/ELECTRICAL—Test all the electrical sys­
tems in the vehicle for proper operation. It is also recommended that the engine oil and the
washer fluid level be determined at each fuel fill-up.

VEHICLE
NOISE CONTROL
Vehicles with a GVWR of 4 535 kg (10,000 lbs), or
more, are required to comply with Federal Exterior Noise Regulations (Fig. 2).
VEHICLE
NOISE
EMISSION
CONTROL INFORMATION

DATE
OF
VEHICLE
MANUFACTURE

THIS
VEHICLE CONFORMS
TO
U.S. EPA REGULATIONS FOR NOISE EMISSION

APPLICABLE
TO
MEDIUM
AND HEAVY
DUTY
TRUCKS. THE
FOLLOWING
ACTS OR THE CAUSING THEREOF BY ANY PERSON ARE PROHIBITED BY THE NOISE CONTROL ACT
OF 1972. (A) THE
REMOVAL
OR

RENDERING
INOPERATIVE, OTHER
THAN
FOR
PURPOSES
OF
MAINTENANCE,
REPAIR.
OR REPLACEMENT, OF ANY NOISE CONTROL DEVICE OR ELEMENT OF
DESIGN
(LISTED
IN
THE
OWNERS
MANUAL)
INCORPORATED
INTO
THIS
VEHICLE
IN COMPLIANCE
WITH
THE NOISE CONTROL
ACT:
(B) THE
USE
OF
THIS
VEHICLE
AFTER SUCH DEVICE
OR
ELEMENT
OF
DESIGN HAS BEEN REMOVED
OR
RENDERED
INOPERATIVE.

PU626D

Fig.
2 Vehicle
Noise
Emission
Control Information
Label

UNAUTHORIZED
DEFEAT
OF
NOISE
CONTROL COMPONENTS
Federal law prohibits removal, altering or other­
wise defeating any noise control component. This in­
cludes before or after the vehicle is in use. Federal
law also prohibits the use of a vehicle after a noise
control component is defeated.

REQUIRED MAINTENANCE/SERVICE
FOR
NOISE
CONTROL

The following maintenance is required after each
6-month or 9 600 km (6,000 miles) interval. This will
ensure that the vehicle noise control components are
operating properly.

EXHAUST SYSTEM
Inspect exhaust system for exhaust leaks and dam­
aged components. The exhaust hangers, clamps and
U-bolts should be attached and in good condition.
Burned or ruptured mufflers, damaged exhaust pipes should be replaced. Refer to Group 11—Exhaust Sys­
tem/Intake Manifold for service information.

AIR
FILTER
HOUSING/CANISTER
Inspect the air filter assembly for proper fit. Verify
the cover is securely attached to the housing/canis­
ter. Inspect all the air filter housing hoses for con­ nections. The gasket between the air filter housing and throttle body must be in good condition. The air
filter element should be clean and serviced according
to the maintenance schedule.

FUEL
REQUIREMENTS
GASOLINE
ENGINES
All engines require the use of unleaded gasoline to
reduce the effects of lead to the environment. Also unleaded fuel is necessary to prevent damage to the
catalytic converter/02 sensor. The fuel must have a
minimum octane rating of 87 based on the (R + M)/2
calculation method.

•

LUBRICATION
AND
MAINTENANCE
0 - 15
DIESEL
ENGINES

The Diesel engine oil level indicator is located at
the left center of the engine, above the
fuel
injection

pump (Fig. 3).

Fig.
3
Diesel
Engine
Oil
Dipstick

ACCEPTABLE
OIL
LEVEL
To maintain proper lubrication of an engine, the
engine oil must be maintained at an acceptable level.
For gasoline engines, the acceptable levels are indi­ cated between the ADD and
FULL
marks on oil
dip­
stick. For Diesel engines, the acceptable levels are
indicated between the L (low) and H
(high) marks
on
oil dipstick. The oil level should be checked periodically. The
vehicle should be on a level surface. Wait for
five
minutes after stopping the engine. For gasoline en­
gines,
add oil only when the level indicated on the
dipstick is at or below the ADD mark. For Diesel en­
gines,
add oil only when the level indicated on the
dipstick is between the L and H marks.
Never oper­
ate a Diesel
engine when
the oil
level
is below
the L mark. The distance between the L and H
marks represents 1.9L (2 Qts) engine oil.

CAUTION:
Do not
overfill
an
engine crankcase
with

oil. This
will
cause
oil
aeration
and
result
in a de­

crease
in the
engine
oil
pressure.
ENGINE
OIL
CHANGE AND FILTER REPLACEMENT

WARNING: PROTECTIVE CLOTHING
AND
GLOVES SHOULD
BE
WORN. EXPOSED SKIN SHOULD
BE

WASHED
WITH
SOAP
AND
WATER
TO
REMOVE
USED
ENGINE
OIL.
DO NOT
USE
GASOLINE, THIN­
NER,
OR
SOLVENTS
TO
REMOVE ENGINE
OIL

FROM
SKIN.
DO NOT
POLLUTE. DISPOSE
OF
USED
ENGINE
OIL
PROPERLY.
ENGINE
OIL
FILTER

All engines are equipped with a throw-away type
oil filter. The same type of filter is recommended
when the filter is changed.

OIL CHANGE
AND
FILTER
REPLACEMENT
Bring engine up to normal operating temperature.
A more complete drainage of oil will result.
(1) Remove the drain hole plug and drain the en­
gine oil from the crankcase.
(2) Install the drain hole plug with a replacement
gasket. For gasoline engines, the oil filter should be
replaced during every second engine oil change.
For Diesel engines, the oil filter should be re­
placed during every engine oil change.
(3) Rotate the oil filter counterclockwise to remove
it.
(4) Clean the engine cylinder block oil filter boss. (5) Apply a light coat of new engine oil to the rub­
ber seal on the oil filter.
(6) Install and hand tighten the oil filter 1/2 to 3/4
of a turn clockwise. (7) Add new engine oil at the fill hole location on
top of the engine cylinder head cover. Wipe off any spilled oil.
(8) Observe the oil level on the dipstick.

CAUTION:
Do not
overfill
the
engine crankcase
with

oil.
(9)
Start the engine. Observe the oil pressure
gauge or warning lamp (as applicable). If the oil
pressure does not increase, stop the engine immedi­ ately. Check oil level.

COOLING SYSTEM

WARNING:
USE
EXTREME CAUTION WHEN
THE
ENGINE
IS
OPERATING.
DO NOT PUT
YOUR
HANDS NEAR
THE
DRIVE BELT(S), PULLEYS
OR
FAN BLADE.
DO NOT
STAND
IN A
DIRECT LINE
WITH
THE FAN
BLADE.

INSPECTION SCHEDULE
Determine the coolant level. Inspect the cooling
system hoses/clamps after each service interval has
elapsed.

COOLANT LEVEL
It is recommended that the engine coolant level be
inspected at least once a month during periods of hot
weather.
With the engine at normal operating temperature,
check the coolant level in the coolant reserve tank.
The coolant level must be at least above the ADD mark. Add coolant to the coolant reserve tank only.

5
- 4
BRAKES

• (3) During road test, make normal and firm brake
stops in 25-40 mph (40-64 Km/h) range. Note faulty
brake operation such as pull, grab, drag, noise, low
pedal, etc.
(4) Inspect suspect brake components and refer to
problem diagnosis information for causes of various
brake conditions.

COMPONENT
INSPECTION
Fluid leak points and dragging brake units can usu­
ally be located without removing any components. The
area around a leak point will be wet with fluid. The
components at a dragging brake unit (wheel, tire, rotor)
will be quite warm or hot to the touch.
Other brake problem conditions will require compo­
nent removal for proper inspection. Raise the vehicle and remove the necessary wheels for better visual ac­

cess.

DIAGNOSING BRAKE
PROBLEMS

PEDAL FALLS
AWAY
A
brake pedal that falls away under steady foot
pressure is the result of a system leak. The leak
point could be at a brakeline, fitting, hose, or caliper. Internal leakage in the master cylinder caused by
worn or damaged piston cups, may also be the prob­ lem cause.
If leakage is severe, fluid will be evident at or around
the leaking component. However, internal leakage in
the master cylinder may not be physically evident. Re­ fer to the cylinder test procedure in this section.

LOW PEDAL
If a low pedal is experienced, pump the pedal sev­
eral times. If the pedal comes back up, worn lining
and worn rotors or drums are the likely causes.
A decrease in fluid level in the master cylinder res­
ervoirs may only be the result of normal lining wear.
Fluid level can be expected to decrease in proportion to wear. It is a result of the outward movement of
caliper and wheel cylinder pistons to compensate for
normal wear. Top off the reservoir fluid level and
check brake operation to verify proper brake action.
SPONGY PEDAL. A spongy pedal is most often caused by air in the sys­
tem. Thin brake drums or substandard brake lines and
hoses can also cause a spongy pedal. The proper course
of action is to bleed the system and replace thin drums and suspect quality brake lines and hoses.

HARD PEDAL
OR
HIGH
PEDAL
EFFORT
A hard pedal or high pedal effort may be due to
lining that is water soaked, contaminated, glazed, or
badly worn. The power booster or check valve could also be faulty. On diesel engine models, high pedal effort may be
the result of a low vacuum condition. If the booster and check valve are OK, the problem may be related
to a vacuum pump hose, hose connection, hose fit­
ting, pump diaphragm, or drive gear. Vacuum pump output can be checked with a standard vacuum
gauge. Vacuum output should range from 8.5 to 25 inches vacuum. If vacuum pump output is within

limits,
check the power booster and check valve as
described in this section.

BRAKE DRAG
Brake drag occurs when the lining is in constant
contact with the rotor or drum. Drag can occur at
one wheel, all wheels, fronts only, or rears only. It is a product of incomplete brakeshoe release. Drag can
be minor or severe enough to overheat the linings,
rotors and drums.
Brake drag can also effect fuel economy. If undetec­
ted, minor brake drag can be misdiagnosed as an en­ gine or transmission/torque converter problem.
Minor drag will usually cause slight surface charring
of the lining. It can also generate hard spots in rotors and drums from the overheat-cool down process. In most

cases,
the rotors, drums, wheels and tires are quite
warm to the touch after the vehicle is stopped.
Severe drag can char the brake lining all the way
through. It can also distort and score rotors and drums to the point of replacement. The wheels, tires and brake components will be extremely hot. In se­
vere cases, the lining may generate smoke as it chars
from overheating.
Some common causes of brake drag are:
• seized or improperly adjusted parking brake cables
• loose/worn wheel bearing
• seized caliper or wheel cylinder piston
• caliper binding on corroded bushings or rusted
slide surfaces
• loose caliper mounting bracket
• drum brakeshoes binding on worn or damaged sup­
port plates
• misassembled components. If brake drag occurs at all wheels, the problem may
be related to a blocked master cylinder return port, or faulty power booster that binds and does not release.

BRAKE FADE
Brake fade is a product of overheating caused by
brake drag. However, brake overheating and subse­ quent fade can also be caused by riding the brake
pedal, making repeated high deceleration stops in a short time span, or constant braking on steep moun­
tain roads. Refer to the Brake Drag information in
this section for additional causes.

PEDAL
PULSA
TION
Pedal pulsation is caused by components that are
loose, out of round, or worn beyond tolerance limits.

7 - 20
COOLING
SYSTEM

•

HOSE
CLAMP
HOSE

J9207-36
Fig.
16
Hose
Clamp
Tool
WITH AIR
CONDITIONING
(A/C)

REMOVAL
If equipped with A/C, the generator and A/C com­
pressor along with their common mounting bracket (Fig. 17) must be partially removed. Removing the
generator or A/C compressor from their mounting
bracket is not necessary. Also, discharging the A/C system is not necessary. Do not remove any refrig­
erant lines from A/C compressor.

SUPPORT BRACKET (ROD)
GENERATOR/COMPRESSOR
MOUNTING
BRACKET

J9307-66

Fig.
17 Generator—A/C
Compressor
Mounting
Bracket—
Typical

WARNING;
THE A/C
SYSTEM
IS
UNDER
PRESSURE
EVEN
WITH
THE
ENGINE OFF. REFER
TO
REFRIG­

ERANT
WARNINGS
IN
GROUP
24,
HEATING
AND

AIR
CONDITIONING.

(1) Disconnect negative battery cable from battery. (2) Partially drain cooling system. Refer to Drain­
ing Cooling System in this group.
Do not waste reusable coolant. If the solution is
clean, drain the coolant into a clean container for re­
use.

(3) Remove upper radiator hose clamp at radiator.
Special Clamp Tool number 6094 (Fig. 16) may be
used to remove the constant tension clamps. Remove
hose at radiator.
(4) Disconnect throttle cable from clip at radiator
fan shroud. (5) Unplug wiring harness from A/C compressor.
(6) Remove the air cleaner assembly.
(7) Remove accessory drive belt. Refer to Belt Re­
moval/Installation in the Engine Accessory Drive
Belt section of this group.
(8) 3.9L/5.2L/5.9L LDC-Gas: The drive belt idler
pulley must be removed to gain access to one of the
A/C compressor/generator bracket mounting bolts. Remove the idler pulley bolt and remove idler pulley (Fig. 18).

GENERATOR/COMPRESSOR
AND
BRACKET

SUPPORT BRACKET

IGNITION

COIL
BRACKET
Fig.
18 Idler Pulley-3.9U5.2U5.9L
LDC-Gas
Engine
5.9L HDC-Gas: The automatic belt tensioner/pul-
ley assembly must be removed to gain access to one
of the A/C compressor/generator bracket mounting

bolts.
Remove the tensioner mounting bolt (Fig. 19) and remove tensioner.
(9) Remove the engine oil dipstick tube mounting
bolt at the side of the A/C-generator mounting
bracket.
(10) Disconnect throttle body control cables. Refer
to Accelerator Pedal and Throttle Cable in Group 14,
Fuel System.

•

IGNITION
SYSTEMS
8D
- 1
CONTENTS

page page
COMPONENT IDENTIFICATION/SYSTEM DIAGNOSTICS/SERVICE PROCEDURES
7
OPERATION
1
IGNITION SWITCH
25

COMPONENT REMOVAL/INSTALLATION
..... 18
SPECIFICATIONS
28

COMPONENT
IDENTIFICATION/SYSTEM OPERATION
INDEX
page

Automatic
Shut Down (ASD) Relay
1
Camshaft Position Sensor
2

Crankshaft Position Sensor
2

Distributors
3

Engine Coolant
Temperature
Sensor
...........
4

General
Information
1
page

Ignition
Coil
3
Intake
Manifold Charge
Air
Temperature
Sensor
. . 4

Manifold Absolute Pressure (MAP) Sensor
4
Powertrain
Control
Module (PCM)
. 5

Throttle
Position Sensor
5

GENERAL
INFORMATION
Throughout this group, references
are
made
to
par­
ticular vehicle models
by
alphabetical designation
or

by
the
particular vehicle nameplate.
A
chart showing a breakdown
of
alphabetical designations
is
included
in
the
Introduction group
at the
beginning
of
this
manual. 5.9L
gas
powered engines will
be
referred
to as ei­

ther: LDC (Light Duty Cycle),
or
HDC (Heavy Duty Cycle). This section
of the
group, Component Identifica­
tion/System Operation, will discuss ignition system operation
and
will identify ignition system compo­

nents.
For diagnostic procedures
and
adjustments, refer
to

the Diagnostics/Service Procedures section
of
this
group.
For removal
and
installation
of
ignition system
components, refer
to the
Component Removal/Instal­
lation section
of
this group. For other useful information, refer
to
On-Board
Di­

agnostics
in the
General Diagnosis sections
of
Group
14,
Fuel System
in
this manual. For operation
of the DRB II
Diagnostic Scan Tool,
refer
to the
appropriate Powertrain Diagnostic Proce­
dures service manual.
An Ignition specifications section
is
included
at the

end
of
this group.
A
general Maintenance Schedule (mileage intervals)
for
ignition related items
can be
found
in
Group
0,
Lubrication and Maintenance. This
schedule
can
also
be
found
in the
Owners Manual.

IGNITION
SYSTEMS
The ignition systems used
on all
engines
are
basi­
cally identical. Similarities
and
differences between
the systems will
be
discussed.
A sequential multi-port fuel injection system
is

used
on all gas
powered engines.
The ignition system
is
controlled
by the
powertrain
control module (PCM)
on all
engines.
The
PCM
was

formerly referred
to as the
SBEC
or
engine control­ ler.
The ignition system consists
of:

• Spark Plugs
• Ignition Coil
• Secondary Ignition Cables
• Ignition distributor. Contains rotor
and
camshaft
position sensor • Powertrain Control Module (PCM)
• Crankshaft Position Sensor

AUTOMATIC SHUT DOWN (ASD) RELAY
The automatic shut down (ASD) relay
is
located
in

the engine compartment (Fig.
1). As one of its
func­

tions,
the ASD
relay will supply battery voltage
to
the ignition coil.
The
ground circuit
for the
ASD
re­

lay
is
controlled
by the
powertrain control module (PCM).
The PCM
regulates
ASD
relay operation
by
switching
the
ground circuit on-and-off.

IGNITION
SYSTEMS

8D
- 4
IGNITION
SYSTEMS

•
Fig. 6 ignition Coil—3.9L/5.2L/5.9L
LDC-Gas
Engines Fig. 7 Ignition Coil—5.9L
HDC-Gas
Engine
• 5.9L HDC-Gas Engines: The coil is mounted to a
bracket that is bolted to the automatic belt tensioner mounting bracket (Fig. 7).
For component testing, refer to the Diagnostics/Ser­
vice Procedures section of this group.
For removal and installation of this component, re­
fer to the Component Removal/Installation section of
this group.

ENGINE COOLANT TEMPERATURE
SENSOR
The sensor provides an input voltage to the power-
train control module (PCM) relating coolant temper­ ature. The PCM uses this input, along with inputs
from other sensors, to determine injector pulse width and ignition timing. As coolant temperature varies,
the coolant temperature sensor resistance will
change, resulting in a different input voltage to the
PCM. When the engine is cold, the PCM will operate in
the Open Loop Cycle. It will demand slightly richer air-fuel mixtures and higher idle speeds, until nor­ mal operating temperatures are reached. Refer to
Modes Of Operation in Group 14, Fuel System for a
description of Open and Closed Loop operation.
The sensor is installed in the intake manifold near
the thermostat housing (Fig. 8).
Fig. 8 Coolant Temperature Sensor—Typical
For component testing, refer to the Diagnostics/Ser­
vice Procedures section of this group. For removal and installation of this component, re­
fer to the Component Removal/Installation section of
this group.

INTAKE MANIFOLD CHARGE
AIR
TEMPERATURE

SENSOR
The sensor element extends into the intake mani­
fold air stream. It provides an input voltage to the
powertrain control module (PCM) indicating intake
manifold air temperature. The input from this sensor is used along with inputs from other sensors to de­
termine injector pulse width. As the temperature of
the air-fuel stream in the manifold varies, the sensor
resistance will change. This will result in a different input voltage to the PCM. For more information, re­
fer to Group 14, Fuel System. This sensor is installed in the intake manifold

(Figs.
9 or 10). For component testing, refer to the Diagnostics/Ser­
vice Procedures section of this group. For removal and installation of this component, re­
fer to the Component Removal/Installation section of
this group.

MANIFOLD ABSOLUTE
PRESSURE
(MAP)
SENSOR
The MAP sensor reacts to absolute pressure in the
intake manifold and provides an input voltage to the
powertrain control module (PCM). As engine load changes, manifold pressure varies, causing the MAP
sensor voltage to change. This change results in a
different input voltage to the PCM. The input volt­ age level supplies the PCM with information. This
relates to ambient barometric pressure during engine

•

IGNITION
SYSTEMS
8D - 5

THROTTLE
^
BODY
u

BRACKET
y^SUPPORT
BRACKET
/ |

CHARGE
AIR

ijmmmmk
TEMPERATURE
SENSOR
THROTTLE

BODY

Fig.
9
Sensor
Location—3.9L Engine—Typical
INTAKE MANIFOLD
'b AIR TEMPERATURE

SENSOR

J9314-162

Fig.
10
Sensor
Location—5.2L/5.9L
Engines—Typical
start-up (cranking) and to engine load while the en­
gine is running. The PCM uses this input, along with
inputs from other sensors, to adjust air-fuel mixture.
For more information, refer to Group 14, Fuel Sys­
tem.
The MAP sensor is mounted to the throttle body
(Fig. 11). It is connected to the throttle body with an
L-shaped rubber fitting and to the PCM electrically. For component testing, refer to the Diagnostics/Ser­
vice Procedures section of this group. For removal and installation of this component, re­
fer to the Component Removal/Installation section of
this group.

POWERTRAIN CONTROL MODULE
(PCM) The powertrain control module (PCM) is located in
the engine compartment behind the battery (Fig. 12).
The PCM was formerly referred to as the SBEC or engine controller. The ignition system is controlled by the PCM. Base ignition timing by rotation of distributor
is not adjustable.
MANIFOLD

ABSOLUTE
PRESSURE
SENSOR

TORQUE CONVERTER CLUTCH RELAY
ELECTRICAL
Jlp^

CONNECTOR
^gis!—

Fig.
11 MAP Sensor—Typical
A/C
CLUTCH RELAY STARTER RELAY
AUTO
SHUTDOWN RELAY FUEL PUMP RELAY
DATA LINK
CONNECTOR POWERTRAIN
CONTROL
MODULE
J9314-164

Fig.
12 PCM Location—Typical The PCM opens and closes the ignition coil ground
circuit to operate the ignition coil. This is done to ad­
just ignition timing, both initial (base) and advance, for changing engine operating conditions.
The amount of electronic spark advance provided
by the PCM is determined by five input factors: Cool­ ant temperature, engine rpm, intake manifold tem­
perature, manifold absolute pressure and throttle
position.
For removal and installation of this component, re­
fer to the Component Removal/Installation section of
this group.
For diagnostics, refer to the appropriate Powertrain
Diagnostic Procedures service manual for operation
of the DRB II scan tool.

THROTTLE
POSITION
SENSOR
The sensor is mounted on the throttle body (Fig.

13).
It is connected to the throttle blade shaft. The
sensor is a variable resistor. It provides the power-
train control module (PCM) with an input signal (voltage) that represents throttle blade position. As

•

IGNITION
SYSTEMS
80 - 7
DIAGNOSTICS/SERW1CE
PROCEDURES

INDEX

page

Automatic Shut Down (ASD) Relay
7
Camshaft Position
Sensor
Test
...............
7

Crankshaft Position
Sensor
Test
8

Distributor
Cap
8

Distributor
Rotor
8
Engine
Coolant Temperature
Sensor
Test
10

General
Information
7

Ignition
Coil
8

Ignition
Secondary
Circuit
Diagnosis
10

GENERAL
INFORMATION
This section
of the
group, Diagnostics/Service Pro­
cedures, will discuss basic ignition system diagnos­
tics
and
service adjustments. For system operation
and
component identification,
refer
to the
Component Identification/System Opera­
tion section
of
this group. For removal
or
installation
of
ignition system com­
ponents, refer
to the
Component Removal/Installa­
tion section
of
this group. For other useful information, refer
to
On-Board
Di­

agnostics
in the
General Diagnosis sections
of
Group
14,
Fuel System
in
this manual. For operation
of the DRB II
Diagnostic Scan Tool,
refer
to the
appropriate Powertrain Diagnostic Proce­
dures service manual.

AUTOMATIC SHUT DOWN
(ASD)
RELAY
Refer
to
Relays—Operation/Testing
in the
Group

14,
Fuel System section
of
this service manual.

CAMSHAFT POSITION SENSOR TEST
The camshaft position sensor
is
located
in the
dis­
tributor
on all
engines. To perform
a
complete test
of
this sensor
and its

circuitry, refer
to the DRB II
diagnostic scan tool.
Also refer
to the
appropriate Powertrain Diagnostics
Procedures manual.
To
test
the
sensor only, refer
to

the following: For this test,
an
analog (non-digital) voltmeter
is needed.
Do not
remove
the
distributor connector from
the
distributor. Using small paper clips, insert
them into
the
backside
of the
distributor wire har­ ness connector
to
make contact with
the
terminals.
Be sure that
the
connector
is not
damaged when
in­
serting
the
paper clips. Attach voltmeter leads
to

these paper clips. (1) Connect
the
positive (
+
)
voltmeter lead into
the sensor output wire. This
is at
done
the
distribu­ tor wire harness connector.
For
wire identification,
refer
to
Group
8W,
Wiring Diagrams.
page

Ignition
Timing
12

Intake Manifold Charge
Air
Temperature
Sensor
Test
12

Manifold Absolute Pressure (MAP)
Sensor
Test
. 12

Oxygen
Sensor
Tests
17
Powertrain Control Module (PCM)
............
14

Spark
Plug Secondary Cables
16

Spark
Plugs
............................
14

Throttle
Position
Sensor
Test
17

(2) Connect
the
negative
(-)
voltmeter lead into
the

ground wire.
For
wire identification, refer
to
Group
8W, Wiring Diagrams.
(3)
Set the
voltmeter
to the 15
Volt
DC
scale. (4) Remove distributor
cap
from distributor
(two

screws). Rotate (crank)
the
engine until
the
distribu­
tor rotor
is
pointed towards
the
rear
of
vehicle.
The

movable pulse ring should
now be
within
the
sensor
pickup.
(5) Turn ignition
key to ON
position. Voltmeter
should read approximately
5.0
volts.
(6)
If
voltage
is not
present, check
the
voltmeter
leads
for a
good connection.
(7)
If
voltage
is
still
not
present, check
for
voltage
at
the
supply wire.
For
wire identification, refer
to

Group
8W,
Wiring Diagrams.
(8)
If
voltage
is not
present
at
supply wire, check
for voltage
at
pin-7
of
powertrain control module (PCM) 60-way connector. Leave
the PCM
connector
connected
for
this test. (9)
If
voltage
is
still
not
present, perform vehicle
test using
the DRB II
diagnostic scan tool. (10)
If
voltage
is
present
at
pin-7,
but not at the

supply wire: (a) Check continuity between
the
supply wire.
This
is
checked between
the
distributor connector and pin-7
at the PCM. If
continuity
is not
present,
repair
the
harness
as
necessary. (b) Check
for
continuity between
the
camshaft
position sensor output wire
and
pin-44
at the PCM.
If continuity
is not
present, repair
the
harness
as
necessary. (c) Check
for
continuity between
the
ground cir­
cuit wire
at the
distributor connector
and
ground.
If continuity
is not
present, repair
the
harness
as
necessary. (11) While observing
the
voltmeter, crank
the en­

gine with ignition switch.
The
voltmeter needle should fluctuate between
0 and 5
volts while
the en­

gine
is
cranking. This verifies that
the
camshaft
po­
sition sensor
in the
distributor
is
operating properly
and
a
sync pulse signal
is
being generated.