1993 DODGE TRUCK spark plugs replace

0 - 14
LUBRICATION
AND
MAINTENANCE

•
ENGINE
MAINTENANCE

INDEX

page
Air
Injection
Systems/Air Pump
. 17

Air-Conditioner
Compressor
21
Battery
19

Cooling System
15

Crankcase
Ventilation
System
17
Diesel Engine
Air Filter
Canister
17

Drive Belts
20
Engine
Air
Cleaner
Filter
Element
16

Engine Break-In
14

Engine
Oil 14

Engine
Oil
Change
and Filter
Replacement
15

Exhaust Gas
Recirculation
(EGR) System
...... 19
page
Exhaust
Manifold
Heat
Control
Valve
. 17
Exhaust System
, 21

Fuel System
18

Hoses
and
Fittings
16
Ignition
Cables,
Distributor
Cap and
Rotor
...... 19

Ignition
Timing
. 19

Oxygen
(02)
Sensor
19
Rubber/Plastic Components
20

Spark Plugs
. 19

Throttle
Control
Linkage
18

Vacuum Operated, Emission
Control
Components
19

ENGINE BREAK-IN
After first starting a new engine, allow it to idle
for 15 seconds before shifting into a drive gear. Also:
• Drive the vehicle at varying speeds less than 88
km/h (55 mph) for the first 480 km (300 miles).
• Avoid fast acceleration and sudden stops.
• Do not drive at full-throttle for extended periods of
time
• Do not drive at constant speeds
• Do not idle the engine excessively A special break-in engine oil is not required. The
original engine oil installed is a high quality lubri­
cant. New engines tend to consume more fuel and oil un­
til after the break-in period has ended.

ENGINE
OIL SPECIFICATIONS

API SERWICE
GRADE
Use an engine oil that conforms to API Service
Grade S5 SG/CD or SG/CE. MOPAR®provides engine
oils that conform to all of these service grades.

SULFATED ASH—DIESEL ENGINES
Oils that contain an excessive amount of sulfated
ash can cause deposits to develop on Diesel engine
valves. These deposits can result in valve wear.

SAE
WISC0SITY
An SAE viscosity grade is used to specify the vis­
cosity of engine oil. SAE 30 specifies a single viscos­
ity engine oil.
Engine oils also have multiple viscosities. 10W-30

<
5W-30

1
1 1

F
-20 0 10 20 32 60 80 100

C
-29 -18 -12 -7 0 16 27 38
ANTICIPATED
TEMPERATURE RANGE BEFORE
NEXT
OIL
CHANGE
J9000-39

Fig.
1 Temperature/Engine Oil Viscosity—Gasoline
Engines

-12°C
-18°C 10°F
0°F- 15W-40

-23°c(^-10eF

I
10W-30
WITH
WITHOUT
BLOCK HEATER
BLOCK
SYNTHETIC
OIL

HEATER
10W-30 5W-30

J9100-29

Fig.
2 Temperature/Engine Oil Viscosity—Diesel
Engines

ENERGY
G0NSERWING
OIL
An Energy Conserving type oil is recommended for
gasoline engines. They are designated as either EN­
ERGY CONSERVING or ENERGY CONSERVING

II.
OIL
LEVEL
INDICATOR (DIPSTICK)

GASOLINE ENGINES
The engine oil indicator is located at the right
front of the engine.

•

LUBRICATION
AND
MAINTENANCE
0 - 19 ETBE— This fuel is a mixture of unleaded gasoline
and up to 17 percent ETBE (Ethyl Tertiary Butyl

Ether).
Unleaded gasoline blended with ETBE is ac­ ceptable.
METHANOL—Do not use unleaded gasoline
blended with methanol. The use of this type of alco­ hol can result in engine performance and damage to
critical components. Engine problems that result
from the use of methanol possibly will not be covered by the new vehicle warranty.
Certain brands of unleaded gasoline contain a per­
centage of unidentified alcohol. These types of un­
leaded gasoline are not recommended.

ADDITIVES MIXED
WITH
GASOLINE
Use of fuel system cleaning additives should be
avoided. Many of these solutions could contain highly
active solvents. This type of solvent can be harmful
to the gasket and diaphragm material within the fuel system.

DIESEL
ENGINE FUEL REQUIREMENTS
All Diesel engines normally can use number 2D
Diesel fuel for most year-round operations. A fuel
conforming to ASTM Specification D-975 is recom­
mended. For extreme cold-weather operation (below
-18°C/0°F), or for prolonged cold-climate operation ei­
ther:
• Use No. ID fuel, or
• Add an equal quantity of kerosene to No. 2D fuel (a 50/50 mixture).
Both methods provide protection against fuel gel­
ling and waxing.
Diesel fuel seldom is without water contamination.
To help prevent fuel system malfunctions, drain all accumulated water from the separators periodically.

VACUUM OPERATED,
EMISSION
CONTROL
COMPONENTS

MAINTENANCE SCHEDULE
The following emission controls should be replaced
at the interval specified in the maintenance sched­

ule:

• Bi-level purge check valves
• Delay valves
• Heated air temperature sensor (HATS)
• Air cleaner vacuum motors

EXHAUST
GAS RECIRCULATION (EGR)
SYSTEM

MAINTENANCE SCHEDULE
Replace the EGR valve and tube, and clean the
passages at the interval specified in maintenance schedule. If necessary, refer to Group 25—Emission
Control Systems for additional information.
OXYGEN
(02)
SENSOR

MAINTENANCE SCHEDULE
Replace the 02 sensor at the interval specified in
maintenance schedule.

IGNITION
CABLES,
DISTRIBUTOR CAP AND

ROTOR

MAINTENANCE SCHEDULE
Replace the ignition cables, distributor cap, and ro­
tor at the interval specified in maintenance schedule.
Inspect the distributor for excessive wear and re­
place, as necessary. Refer to Group 8D—Ignition Sys­
tems for additional information.

IGNITION TIMING
MAINTENANCE SCHEDULE
Test and adjust, if necessary, the ignition timing at
the interval specified in maintenance schedule. Refer
to the specifications listed on the engine Emission Control Information label. Refer to Group 8D—Igni­
tion Systems and to Group 25—Emission Control Systems for additional service information.

SPARK
PLUGS MAINTENANCE SCHEDULE
Replace the spark plugs at the interval specified in
maintenance schedule. Refer to the Spark Plugs
chart below and to Group 8D—Ignition Systems for additional service information.

SPARK
PLUGS
ENGINE
SPARK

PLUG
SPARK

PLUG
GAP
TORQUE

3.9L
5.2L
5.9L
RN12YC

RN12YC

RN12YC
0.9 mm
(0.035
in.)
0.9 mm
(0.035
in.)
0.9 mm
(0.035
in.) 41 N*m (30 ft. lb.)
41 NVn (30 ft. lb.)
41 N*m (30 ft. lb.)

J9100-17

BATTERY

MAINTENANCE SCHEDULE
Replace battery at interval specified in mainte­
nance schedule.

7 - 30
COOLING
SYSTEM

•

COOLING
SYSTEM

Fig.
39
Pressure
Testing
Cooling
System—Typical bulges while testing, replace as necessary. Observe
gauge pointer and determine condition of cooling sys­
tem according to following criteria:
Holds Steady: If pointer remains steady for two
minutes, serious coolant leaks are not present in sys­
tem. However, there could be an internal leak that does not appear with normal system test pressure. If
it is certain that coolant is being lost and leaks can­
not be detected, inspect for interior leakage or per­
form Internal Leakage Test.
Drops Slowly: Indicates a small leak or seepage is
occurring. Examine all connections for seepage or
slight leakage with a flashlight. Inspect radiator,

hoses,
gasket edges and heater. Seal small leak holes
with a Sealer Lubricant (or equivalent). Repair leak
holes and inspect system again with pressure ap­
plied.
Drops Quickly: Indicates that serious leakage is
occurring. Examine system for external leakage. If
leaks are not visible, inspect for internal leakage.
Large radiator leak holes should be repaired by a
reputable radiator repair shop.
INTERNAL LEAKAGE INSPECTION Remove engine oil pan drain plug and drain a
small amount of engine oil. If coolant is present in
the pan, it will drain first because it is heavier than
oil.
An alternative method is to operate engine for a
short period to churn the oil. After this is done, re­
move engine dipstick and inspect for water globules.
Also inspect transmission dipstick for water globules and transmission fluid cooler for leakage.

WARNING:
WITH
PRESSURE TESTER TOOL
7700
INSTALLED
ON
RADIATOR,
DO
NOT ALLOW
PRES­

SURE
TO
EXCEED
110 KPA (20
PSI). PRESSURE

WILL
BUILD
UP
QUICKLY
IF A
COMBUSTION LEAK

IS
PRESENT.
TO
RELEASE
PRESSURE,
ROCK

TESTER
FROM SIDE
TO
SIDE. WHEN REMOVING

TESTER,
DO NOT
TURN TESTER MORE THAN
1/2

TURN
IF
SYSTEM
IS
UNDER
PRESSURE.
Operate engine without pressure cap on radiator
until thermostat opens. Attach a Pressure Tester to
filler neck. If pressure builds up quickly it indicates a combustion leak exists. This is usually the result of
a cylinder head gasket leak or crack in engine. Re­
pair as necessary.
If there is not an immediate pressure increase,
pump the Pressure Tester. Do this until indicated
pressure is within system range of 110 kPa (16 psi). Fluctuation of gauge pointer indicates compression or
combustion leakage into cooling system.
Because the vehicle is equipped with a catalytic
converter, do not remove spark plug cables or short
out cylinders (non-diesel engines) to isolate compres­
sion leak.
If the needle on dial of pressure tester does not
fluctuate, race engine a few times to check for an ab­ normal amount of coolant or steam. This would be
emitting from exhaust pipe. Coolant or steam from
exhaust pipe may indicate a faulty cylinder head
gasket, cracked engine cylinder block or cylinder
head. A convenient check for exhaust gas leakage into
cooling system is provided by a commercially avail­ able Block Leak Check tool. Follow manufacturers
instructions when using this product.
COMBUSTION LEAKAGE TEST-WITHOUT
PRESSURE TESTER DO NOT WASTE reusable coolant. If solution is
clean, drain coolant into a clean container for reuse.

WARNING:
DO NOT
REMOVE CYLINDER BLOCK DRAIN PLUGS
OR
LOOSEN RADIATOR DRAIN-

COCK
WITH
SYSTEM
HOT AND
UNDER PRES­

SURE.
SERIOUS BURNS FROM COOLANT
CAN

OCCUR.

Drain sufficient coolant to allow thermostat re­
moval. Refer to Thermostat Replacement. Disconnect
water pump drive belt. Add coolant to radiator to bring level to within 6.3
mm (1/4 in) of top of thermostat housing.

CAUTION:
Avoid
overheating.
Do not
operate
en­

gine
for an
excessive
period
of
time.
Open
drain-

cock
immediately
after
test
to
eliminate
boil
over.

Start engine and accelerate rapidly three times, to
approximately 3000 rpm while observing coolant. If
internal engine combustion gases% are leaking into
cooling system, bubbles will appear in coolant. If
bubbles do not appear, internal combustion gas leak­ age is not present.

COOLANT
RESERVE/0WERFL0W
SYSTEM
The coolant reserve/overflow system (Fig. 40 or 41)
works in conjunction with the radiator pressure cap.

8D
- 14
IGNITION SYSTEMS

• (5) Test the MAP sensor ground circuit at sensor
connector terminal-A (Fig. 19) and PCM connector
terminal-4. Repair the wire harness if necessary.
(6) Test the MAP sensor ground circuit at the
PCM connector between terminal-4 and terminal-11
with an ohmmeter. If the ohmmeter indicates an
open circuit, inspect for a defective sensor ground
connection. Refer to Group 8W, Wiring for location of
this connection. If the ground connection is good, re­
place the PCM. If terminal-4 has a short circuit to 12 volts +, correct this condition before replacing the
PCM.

POWERTRAIN
CONTROL MODULE {PCM)
The PCM (formerly called the SBEC or engine -con­
troller) is located in the engine compartment (Fig.
20). DATA UNK CONTROL
CONNECTOR MODULE
J9314-164

Fig.
20 PCM Location The ignition system is controlled by the PCM.
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.

SPARK
PLUGS
For spark plug removal, cleaning, gap adjustment
and installation, refer to the Component Removal/In­
stallation section of this group. Spark plug cable boot heat shields are pressed into
the cylinder head to surround each cable boot and
spark plug (Fig. 21). These shields protect the spark
plug boots from damage (due to intense engine heat
generated by the exhaust manifolds) and should not
be removed. After the spark plug cable has been in­ stalled, the lip of the cable boot should have a small
air gap to the top of the heat shield (Fig. 21). Faulty carbon and/or gas fouled plugs generally
cause hard starting, but they will clean up at higher
engine speeds. Faulty plugs can be identified in a
Fig.
21 Heat
Shields

number of ways: poor fuel economy, power loss, de­
crease in engine speed, hard starting and, in general,
poor engine performance.
Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken por­ celain insulators. Keep plugs arranged in the order
in which they were removed from the engine. An iso­
lated plug displaying an abnormal condition indi­
cates that a problem exists in the corresponding
cylinder. Replace spark plugs at the intervals recom­
mended in the maintenance chart in Group 0, Lubri­
cation and Maintenance.
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective. Refer to the
following Spark Plug Condition section of this group.

CONDITION
NORMAL OPERATING
The few deposits present on the spark plug will
probably be light tan or slightly gray in color. This is evident with most grades of commercial gasoline (Fig. 22). There will not be evidence of electrode
burning. Gap growth will not average more than ap­ proximately 0.025 mm (.001 in) per 1600 km (1000
miles) of operation. Spark plugs that have normal
wear can usually be cleaned, have the electrodes filed, have the gap set and then be installed.
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with
MMT causes the entire tip of the spark plug to be coated with a rust colored deposit. This rust color can
be misdiagnosed as being caused by coolant in the combustion chamber. Spark plug performance is not affected by MMT deposits.

COLD
FOULING/CARBON FOULING
Cold fouling is sometimes referred to as carbon
fouling. The deposits that cause cold fouling are ba-

•

IGNITION
SYSTEMS
8D - 15 J908D-15

Fig.
22 Normal Operation and Cold (Carbon) Fouling
sically carbon (Fig. 22). A dry, black deposit on one
or two plugs in a set may be caused by sticking
valves or defective spark plug cables. Cold (carbon)
fouling of the entire set of spark plugs may be caused
by a clogged air filter or .repeated short operating
times (short trips).

ELECTRODE GAP BRIDGIMG
Electrode gap bridging may be traced to loose de­
posits in the combustion chamber. These deposits ac­ cumulate on the spark plugs during continuous stop-
and-go driving. When the engine is suddenly
subjected to a high torque load, deposits partially liq­
uefy and bridge the gap between electrodes (Fig. 28).
This short circuits the electrodes. Spark plugs with electrode gap bridging can be cleaned using standard
procedures.

GROUND
ELECTRODE

J908D-11
Fig. 23 Electrode Gap Bridging

SCAVENGER
DEPOSITS
Fuel scavenger deposits may be either white or yel­
low (Fig. 24). They may appear to be harmful, but
this is a normal condition caused by chemical addi­
tives in certain fuels. These additives are designed to change the chemical nature of deposits and decrease
spark plug misfire tendencies. Notice that accumula­
tion on the ground electrode and shell area may be
heavy, but the deposits are easily removed. Spark
plugs with scavenger deposits can be considered nor­ mal in condition and can be cleaned using standard
procedures.

GROUND
ELECTRODE
COVERED

J908D-12

Fig.
24
Scavenger
Deposits

CHIPPED ELECTRODE
INSULATOR
A chipped electrode insulator usually results from
bending the center electrode while adjusting the spark plug electrode gap. Under certain conditions, severe detonation can also separate the insulator
from the center electrode (Fig. 25). Spark plugs with
this condition must be replaced.
GROUND

J908D-13

Fig.
25
Chipped
Electrode Insulator
PREIGNITION
DAMAGE

Preignition damage is usually caused by excessive
combustion chamber temperature. The center elec­
trode dissolves first and the ground electrode dis­ solves somewhat latter (Fig. 26). Insulators appear
relatively deposit free. Determine if the spark plug
has the correct heat range rating for the engine. De­
termine if ignition timing is over advanced, or if

8D
- 28
IGNITION
SYSTEMS

•
GENERAL
INFORMATION

The following specifications
are
published from
the

latest information available
at the
time
of
publica­

tion.
If
anything differs between
the
specifica­
tions found
on the
Vehicle Emission Control Information (VECI) label
and the
following spec­
ifications,
use
specifications
on
VECI label.
The
SPECIFICATIONS

VECI label
is
located
in the
engine compartment.
IGNITION
TIMING

Ignition timing
is not
adjustable
on any
engine.
Refer
to
Ignition Timing
in the
Diagnostics/Service
Procedures section
of
this group
for
more informa­
tion.
IGNITION
COIL

COii
TOYODSNSO

Primary Resistance .95-
1.20
Ohms .96-
1.18
Ohms

Secondary
Resistance
at
70°
-
80
°F
11,300-
13,300
Ohms
11,300
-
15,300
Ohms

SPARK PLUGS J918D-25

Engine
Spark
Plug
Application
Gap
Tightening
Torque Size

Engine

Original
Equipment Replacement Application

Gap
Tightening
Torque Size
3.9L/5.2L/5.9L
RC12YC RC12YC
All
.035°

(0.9mm)
41
Nm

(30
ft.
lbs.)
14mm
%"
Reach
J928D-23
SPARK PLUG CABLE RESISTANCE
ENGINE FIRING ORDER-3.9L
V-6
ENGINE
MINIMUM

MAXIMUM

250 Ohms
Per
Inch 1000 Ohms
Per
Inch

3000
Ohms
Per
Foot
12,000
Ohms
Per
Foot
J908D-43
a

FRONT
OF
ENGINE CLOCKWISE
ROTATION

1
-6-5-4-3-2
,
©

V©
^ ©y
©

J9314-80

9
- 2
ENGINES

rial surrounds each mounting hole. Excess material
can easily be wiped off. Components should be
torqued in place within 15 minutes. The use of a lo­ cating dowel is recommended during assembly to pre­
vent smearing the material off location.

ENGINE PERFORMANCE
To provide best vehicle performance and lowest ve­
hicle emissions, it is most important that the tune-up
be done accurately. Use the specifications listed on
the Vehicle Emission Control Information label found on the engine compartment hood.
(1) Test cranking amperage draw (refer to Group

8B,
Battery/Starter/Generator Service for the proper
procedures).
(2) Tighten the intake manifold bolts (refer to
Group 11, Exhaust System and Intake Manifold for
the proper specifications). (3) Perform cylinder compression test:
(a) Check engine oil level and add oil, if neces­
sary.
(b) Drive the vehicle until engine reaches normal
operating temperature. (c) Select a route free from traffic and other
forms of congestion, observe all traffic laws and
briskly accelerate through the gears several times. The higher engine speed may help clean out valve seat deposits which can prevent accurate compres­
sion readings.

CAUTION:
DO NOT
overspeed
the
engine.
(d) Remove all spark plugs from engine. As
spark plugs are being removed, check electrodes for
abnormal firing indicators - fouled, hot, oily, etc.
Record cylinder number of spark plug for future
reference.
(e) Disconnect coil wire from distributor and se­
cure to good ground to prevent a spark from start­
ing a fire.
(f) Be sure throttle blades are fully open during
the compression check. (g) Insert compression gage adaptor into the
No.l spark plug hole. Crank engine until maxi­
mum pressure is reached on gauge. Record this
pressure as No.l cylinder pressure.
(h) Repeat Step 3g for all remaining cylinders.
(i) Compression should not be less than 689 kPa
(100 psi) and not vary more than 172 kPa (25 psi)
from cylinder to cylinder.
(j) If cylinder(s) have abnormally low compres­
sion pressures, repeat steps 3a through 3h. (k) If the same cylinder(s) repeat an abnormally
low reading, it could indicate the existence of a
problem in the cylinder.
The recommended compression pressures are
to be used only as a guide to diagnosing engine
problems. An engine should NOT be disassem­ bled to determine the cause of low compression
unless some malfunction is present. (4) Clean or replace spark plugs as necessary. Ad­
just gap (refer to Group 8D, Ignition System for gap adjustment and torque).
(5) Test resistance of spark plug cables (refer to
Group 8D, Ignition System.
(6) Inspect the primary wire. Test coil output volt­

age,
primary and secondary resistance. Replace parts as necessary (refer to Group 8D, Ignition System and
make necessary adjustment).
(7) Set ignition timing to specifications (refer to
Specification Label on engine compartment hood).
(8) Perform a combustion analysis.
(9) Test fuel pump for pressure and vacuum (refer
to Group 14, Fuel System for the proper specifica­

tions).

(10) Inspect air filter element (refer to Group 0,
Lubrication and Maintenance for the proper proce­
dure).

(11) Inspect crankcase ventilation system (refer to
Group 0, Lubrication and Maintenance for the proper
procedure).
(12) For emission controls refer to Group 25, Emis­
sion Controls System for service procedures.
(13) Inspect and adjust accessory belt drives (refer
to Group 7, Cooling System for the proper adjust­
ments).

(14) Road test vehicle as a final test.

H0NIN6
CYLINDER
BORES
Before honing, stuff plenty of clean shop towels un­
der the bores and over the crankshaft to keep abra­ sive materials from entering the crankshaft area.
(1) Used carefully, the Cylinder Bore Sizing Hone
C-823 equipped with 220 grit stones, is the best tool
for this job. In addition to deglazing, it will reduce
taper and out-of-round as well as removing light scuffing, scoring or scratches. Usually a few strokes
will clean up a bore and maintain the required lim­
its.

CAUTION:
DO NOT use rigid type
hones
to remove

cylinder
wall
glaze.

(2) Deglazing of the cylinder walls may be done if
the cylinder bore is straight and round. Use a cylin­
der surfacing hone, Honing Tool C-3501, equipped
with 280 grit stones (C-3501-3810). 20-60 strokes, de­
pending on the bore condition, will be sufficient to
provide a satisfactory surface. Using honing oil C-3501-3880 or a light honing oil available from ma­
jor oil distributors.

CAUTION:
DO NOT use engine or
transmission
oil, mineral
spirits
or
kerosene.

9
- 6
ENGINES
•

SERVICE DIAGNOSIS (GASOLINE ENGINES)
•
PERFORMANCE (CONT.)

1
CONDITION

POSSIBLE
CAUSES
^
CORRECTION

1
ENGINE
LOSS
OF
POWER
1.
Incorrect ignition timing.
2. Worn or burned distributor
rotor.
3. Worn distributor shaft.

4.
Dirty
or
incorrectly
gapped
spark
plugs.

5.
Dirt
or
water
in
fuel
system.

6.
Faulty
fuel
pump.

7.
Incorrect valve timing.
8.
Blown
cylinder head
gasket.

9.
Low
compression.

10.
Burned,
warped or
pitted
valves.

11.
Plugged
or
restricted
exhaust
system.

12. Faulty ignition
cables.

13. Faulty coil.
1.
Refer
to
Group
8D, Ignition
System.

2. install new distributor
rotor.

3.
Remove
and
repair
distributor
(refer
to
Group
8D, Ignition
System).

4.
Clean
plugs
and
set gap
(refer
to
Group
8D, Ignition
System).

5. Clean
system
and replace
fuel
filter.

6. Install new
fuel
pump.

7.
Correct
valve
timing.
8. Install new cylinder head
gasket.

9.
Test
compression
of
each
cylinder.

10.
Install new
valves.
11.
Install new
parts,
as
necessary.

12.
Replace
any cracked or
shorted
cables.

13.
Test
and
replace,
as
necessary
(refer
to
Group
8D, Ignition
System).

ENGINE
MISSES
ON

ACCELERATION
1.
Dirty
or
gap set
too
wide
in spark
plug.
2. Incorrect ignition timing.
3.
Dirt
in
fuel
system.

4.
Burned,
warped or
pitted
valves.
5. Faulty coil.
1.
Clean spark
plugs
and set gap
(refer
to
Group
8D, Ignition

System).

2. Refer to
Group
8D, Ignition
System.

3. Clean
fuel
system.

4.
Install new
valves.

5.
Test
and
replace,
if
necessary,
(refer
to
Group
8D, Ignition
System).

ENGINE
MISSES
AT HIGH

SPEED
1.
Dirty
or
gap set too
wide
in spark
plug.
2. Worn distributor shaft.
3. Worn or burned distributor
rotor.

4. Faulty
coil.

5. Incorrect ignition timing.
6.
Dirty
injector
in
throttle
body.
7.
Dirt
or
water
in
fuel
system.
1.
Clean
spark
plugs
and
set gap
(refer
to
Group
8D, Ignition

System).

2.
Remove
and
repair
distributor
(refer
to
Group
8D,
Ignition
System).

3. Install new distributor
rotor.

4.
Test
and replace,
as
necessary
(refer
to
Group
8D, Ignition
System).

5.
Refer
to
Group
8D, Ignition
System.

6.
Clean
injector.

7.
Clean
system
and replace
fuel
filter.

J9309-106