For a complete wiring diagram, refer to the Wiring
Information.
1.
GENERATOR FULL
FIELD TEST
NOTE:
Diagnose and repair
any generator sense or field control circuit DTCs before proceeding
with this test.
1.
Start the engine
and allow it to reach operating temperature.
WARNING:
When the engine is operating, do
not stand in direct line with the fan. Do not put your hands near
the pulleys, belts or fan. Do not wear loose clothing. Failure to
follow these instructions may result in possible serious or fatal
injury.
2.
With the scan tool,
perform the Generator Full Field test. Follow the instructions displayed
on the scan tool.
3.
Monitor the system
(battery) voltage and the generator sense voltage on the scan tool
while performing the test.
NOTE:
With the engine running,
the difference between the system (battery) voltage and the generator
sense voltage should be below 2 Volts.
NOTE:
With the generator
field fully actuated, the system (battery) voltage should be above
14.0 Volts.
NOTE:
With the generator
field actuated off, the system (battery) voltage should be below 13.0
Volts, and eventually drop as battery load is increased.
Did
the system voltage change as described above during the Generator
Full Field test?
Inspect and test
the battery in accordance with the Service Information.
2.
Inspect the generator
drive belt for proper alignment and adjustment.
3.
Inspect the vehicle
for aftermarket accessories that may exceed the generator system output.
4.
Inspect the fuses
in the TIPM. If an open fuse is found, use the wire diagram/schematics
as a guide and inspect the wiring and connectors for a damaged or
shorted circuit.
Make sure all testing
equipment and cables are clear of any engine parts before starting
the engine.
1.
Start the engine.
WARNING:
When the engine is operating, do
not stand in direct line with the fan. Do not put your hands near
the pulleys, belts or fan. Do not wear loose clothing. Failure to
follow these instructions may result in possible serious or fatal
injury.
2.
Measure the voltage
between the B (+) Terminal at the Generator and the Battery Positive
(+) Post.
Using a voltmeter,
perform a voltage drop test by probing the battery positive (+) terminal
and the appropriate terminal(s) of the PCM. Make sure the voltmeter
leads are connected so that positive polarity is displayed on the
voltmeter.
Using a voltmeter,
perform a voltage drop test by backprobing the (A804) Generator Sense
circuit at the Generator harness connector and the PCM C2 harness
connector. Make sure the voltmeter leads are connected so that positive
polarity is displayed on the voltmeter.
10.
CHECK THE (K20)
GEN FIELD CONTROL CIRCUIT FOR AN OPEN/HIGH RESISTANCE
CAUTION:
Do not probe the PCM harness connectors. Probing the PCM harness
connectors will damage the PCM terminals resulting in poor terminal
to pin connection. Install the GPEC Diagnostic Adaptor to perform
the diagnosis.
CHECKING THE ENGINE COOLANT TEMPERATURE SENSOR OPERATION
For a complete wiring diagram, refer to the Wiring Information.
1.
ENGINE COOLANT
LEVEL AND CONDITION
WARNING:
Make sure the engine cooling system
is cool before removing the pressure cap or any hose. The cooling
system is pressurized when hot. Failure to follow these instructions
can result in personal injury including extreme burns, scalding, or
fatal injury.
1.
Check the engine
coolant level and the condition of the engine coolant. Refer to the
appropriate service information.
Were
any problems found?
Yes
Repair as necessary
in accordance with the service information.
Check the wiring and
connectors associated with the ECT Sensor for corrosion, damage or
other problems. Repair as necessary. If no problems are found, replace
the Engine Coolant Temperature Sensor.
The thermostat must
be operating correctly for this test to be valid.
1.
Start the engine
and bring the engine to operating temperature (thermostat open).
2.
Turn the engine
off and wait 10 minutes to allow the engine temperature to stabilize.
3.
Using a temperature
probe, measure the engine block temperature near the ECT Sensor.
4.
With the scan tool,
select Engine, then Sensors and read the engine coolant temperature.
Are
the readings within 7°C (13°F) of each other?
Yes
Test Complete.
No
Check the wiring and
connectors associated with the ECT Sensor for corrosion, damage or
other problems. Repair as necessary. If no problems are found, replace
the Engine Coolant Temperature Sensor.
Raise the vehicle
in accordance with the service information.
WARNING:
The normal operating temperature
of the exhaust system is very high. Never work around or attempt to
service any part of the exhaust system until it has cooled. Special
care should be taken when working near the catalytic converter. The
temperature of the converter rises to a high level after a short period
of engine operating time.
The air pressure must not exceed
27.6 kPa (4 psi), otherwise engine damage can occur.
4.
Attach shop air
to the air pressure regulator.
5.
Adjust the Air
Pressure Regulator to 27.6 kPa (4 psi)
6.
Insert the exhaust
cone into the vehicle tail pipe.
7.
If the vehicle
is equipped with dual exhaust. Use the
Exhaust Cone, Truck 8404-ECT
with equipped
attached plug, plug one side of the dual exhaust pipe. Pressurize
the other as described above.
8.
Apply Mopar® Air
Leak Detector PN 05191804AA (or an equivalent leak finder liquid)
to the following areas:
All welded joints from
the exhaust manifold to 45.72 cm (18 inches) behind the downstream
O2 Sensor
O2 Sensor seal points
O2 Sensor boss welds
Flange/joint connection(s)
Exhaust manifold to
cylinder head connection(s)
EGR solenoid gasket
base and tube seal points (if equipped)
9.
Watch for the Mopar®
Air Leak Detector PN 05191804AA (or the equivalent leak finder liquid)
to bubble.
10.
Use the following
definitions to help determine if system or component repair/replacement
is necessary:
Type 1 Leak is
defined as a leak where very small foam like bubbles 1 mm (0.04 of
an inch) or less appear. Any Type 1 or greater leaks found in welded
joints, O2 sensor seal points or O2 sensor boss welds must be repaired
or the component must be replaced.
Type 2 Leak is
defined as a leak where larger bubbles pea size, 8 mm (0.3 of an inch)
or greater appear. Any Type 2 or greater leaks found in flange or
joint connections, exhaust manifold to cylinder head connections,
or EGR gasket and tube seal points must be repaired or the components
must be replaced.
Leak Location
Repair required if
results at 27.6 kPa (4 psi) reveal bubble size:
Welded joints
Type 1, 1 mm (0.04 of an inch) or greater
O2 Sensor
seal points
Type 1,
1 mm (0.04 of an inch) or greater
O2 Sensor
boss welds
Type 1,
1 mm (0.04 of an inch) or greater
Flange /
joint connections
Type 2,
8 mm (0.3 of an inch) or greater
Exhaust
Manifold to cylinder head connections
Type 2,
8 mm (0.3 of an inch) or greater
EGR gasket
and tube seal points
Type 2,
8 mm (0.3 of an inch) or greater
11.
If a leak is found
that matches the above definition, repair or replace the component
as necessary.
12.
Once the repair
is complete, repeat the procedure to verify that all leaks have been
repaired.
Were
any exhaust leaks found?
Yes
Repair or replace the
leaking exhaust parts as necessary.
For a complete wiring diagram, refer to the Wiring
Information.
Possible Causes
FUEL DELIVERY SYSTEM
LEAKING OR DAMAGED
RESTRICTED FUEL SUPPLY
LINE
FUEL PUMP INLET STRAINER
PLUGGED
FUEL PUMP CONTROL OUTPUT
CIRCUIT OPEN
FUEL INJECTOR(S)
FUEL PUMP MODULE
WARNING:
Follow these safety precautions
to reduce the risk of fire and possible serious or fatal injury when
performing this test procedure.
Fuel or fuel
vapors are highly flammable. A fire could occur if an ignition source
is present. Do not expose the fuel or the test equipment used in this
procedure to open flames or sparks.
Inhalation of
fuel vapors could lead to disorientation and personal injury. Keep
the service area well ventilated, or perform this test procedure in
an area where there is a building exhaust removal system.
Relieve fuel
system pressure before servicing fuel system components.
Use extreme
caution when connecting and disconnecting fuel lines.
Considerable
fuel leakage may occur when servicing the fuel system. Wear protective
eye wear and clothing to protect from fuel splash, and take suitable
fuel containment measures.
Wrap a shop
towel around the fuel pressure gauge connection to absorb fuel leakage
that occurs when connecting the test equipment. Place the towel in
an approved container when complete.
Never store
fuel in an open container due to the possibility of fire or explosion.
Have a dry chemical (Class B) fire extinguisher nearby.
1.
CHECK THE FUEL
DELIVERY SYSTEM FOR LEAKS AND DAMAGE
WARNING:
The fuel system is under a constant
pressure (even with the engine off). Before testing or servicing any
fuel system hose, fitting, or line, the fuel system pressure must
be released. Failure to follow these instructions can result in possible
serious or fatal injury.
1.
Visually and physically
inspect the fuel delivery system for external leaks and damage.
3.
INSTALL APPROPRIATE
FUEL LINE ADAPTERS/FITTING FROM THE GAS AND DIESEL FUEL PRESSURE/DECAY
TESTER 8978A
1.
Turn the ignition
off.
WARNING:
The fuel system is under a constant
pressure (even with the engine off). Before testing or servicing any
fuel system hose, fitting, or line, the fuel system pressure must
be released. Failure to follow these instructions can result in possible
serious or fatal injury.
Connect the
8978A
, with the Fuel
Inlet Hose (1) toward the Fuel tank side and the Fuel Outlet Hose
(2) toward the fuel rail side of the system using the Fuel Line Adapters/Fitting
as needed.
2.
Connect special
tool Drain Extension Hose 535680 (3) to the Fuel Pressure Gauge Assembly
Drain Hose (5).
To reduce the risk of fire and
possible serious or fatal injury, place Reservoir Assembly 534960
(4) on the floor and out of the way so that it is not a trip hazard.
Perform the
following procedure to purge air from the system:
Open the Fuel System
Isolation Valve (1).
Close the Flow Test
Valve (2).
Ignition on, engine
not running.
With the scan tool,
actuate the Fuel Pump.
Open the Flow Test
Valve (2) for 10 seconds, then close the Valve.
CAUTION: Stop All Actuations.
Turn the ignition off.
Disconnect, empty and
then reconnect the Reservoir Assembly.
2.
Turn the ignition
on.
3.
With the scan tool,
actuate the Fuel Pump.
NOTE:
On vehicles
equipped with a PWM Fuel Pump, actuate the Fuel Pump at or above 60%.
4.
Read the Fuel Pressure
Gauge (3) and record the reading.
NOTE:
The fuel pressure
specification for all engines, including a Non SRT-4 is 407
kPa +/- 34 kPa (59 psi +/- 5 psi). SRT-4 fuel pressure
specification is 552 kPa +/- 34 kPa (80 psi +/- 5 psi).
Choose
a conclusion that best matches your fuel pressure reading.
The fuel system is under a constant
pressure (even with the engine off). Before testing or servicing any
fuel system hose, fitting, or line, the fuel system pressure must
be released. Failure to follow these instructions can result in possible
serious or fatal injury.
1.
With the scan tool,
continue to actuate the fuel pump.
2.
Open the Flow Test
Valve (1) for 20 seconds, then close the Valve.
CAUTION:
Stop all actuation tests before
proceeding.
3.
Turn the ignition
off.
4.
Measure the amount
of fuel in the Reservoir Assembly (2). The fuel output specification
is ml/s × 20 seconds = fuel flow in ml.
FUEL FLOW
ENGINE
ml/s
ml per 20 Seconds
4 Cylinder
and 6 Cylinder
20.8333
417
8 Cylinder
38.88889
778
SRT-4
50
1000
10 cylinder
55.5
1110
Does
the amount of fuel in the reservoir meet or exceed the specification?
The fuel system is under a constant
pressure (even with the engine off). Before testing or servicing any
fuel system hose, fitting, or line, the fuel system pressure must
be released. Failure to follow these instructions can result in possible
serious or fatal injury.
1.
Ignition on, engine
not running.
2.
With the scan tool,
actuate the fuel pump.
3.
Close the Fuel
System Isolation Valve (1).
CAUTION:
Stop all actuation tests before
proceeding.
4.
Turn the ignition
off and then wait five minutes before proceeding.
5.
Read the Fuel Inlet
(2) and Fuel Outlet (3) Pressure Gauges. The pressure should not drop
more than 10 psi on either gauge.
If directed here by
another test, return to that test. Otherwise, test complete.
8.
CHECK FOR RESTRICTED
FUEL SUPPLY LINE
WARNING:
The fuel system is under a constant
pressure even with the engine off. Before testing or servicing any
fuel system hose, fitting or line, the fuel system pressure must be
released.
1.
Turn the ignition
off.
2.
Disconnect the
Fuel Pressure Decay Tester.
3.
Raise the vehicle
on a hoist, and disconnect the fuel pressure line at the Fuel Pump
Module.
4.
Install the Fuel
Pressure Decay Tester between the fuel supply line and the Fuel Pump
Module.
5.
Again, purge air
from the system.
6.
Ignition on, engine
not running.
7.
With the scan tool,
actuate the Fuel Pump.
8.
Open the Flow Test
Valve (1) for 20 seconds, then close the Valve.
CAUTION:
Stop all actuation tests before
proceeding.
9.
Turn the ignition
off.
10.
Measure the amount
of fuel in the Reservoir Assembly (2). The fuel output specification
is ml/s × 20 seconds = fuel flow in ml.
FUEL FLOW
ENGINE
ml/s
ml per 20 Seconds
4 Cylinder
and 6 Cylinder
20.8333
417
8 Cylinder
38.88889
778
SRT-4
50
1000
10 cylinder
55.5
1110
Does
the amount of fuel in the reservoir meet or exceed the specification?
The fuel system is under a constant
pressure (even with the engine off). Before testing or servicing any
fuel system hose, fitting or line, the fuel system pressure must be
released. Failure to follow these instructions can result in possible
serious or fatal injury.
1.
Turn the ignition
off.
2.
Remove the Fuel
Pump Module and inspect the Fuel Inlet Strainer.
The fuel system is under a constant
pressure even with the engine off. Before testing or servicing any
fuel system hose, fitting or line, the fuel system pressure must be
released.
1.
Turn the ignition
off.
2.
Disconnect the
Fuel Pressure Decay Tool.
3.
Raise the vehicle
on a hoist, and disconnect the fuel pressure line at the fuel pump
module.
4.
Install the Fuel
Pressure Decay Tool between the fuel supply line and the fuel pump
module.
5.
Again, purge air
from the system.
6.
Turn the ignition
on.
7.
With the scan tool,
actuate the Fuel Pump.
NOTE:
On vehicles
equipped with a PWM Fuel Pump, actuate the Fuel Pump at or above 60%.
8.
Read the Fuel Pressure
Gauge (3) and record the reading.
NOTE:
The fuel pressure
specification for all engines, including a Non SRT-4 is 407
kPa +/- 34 kPa (59 psi +/- 5 psi). SRT-4 fuel pressure
specification is 552 kPa +/- 34 kPa (80 psi +/- 5 psi).
The fuel system is under a constant
pressure (even with the engine off). Before testing or servicing any
fuel system hose, fitting or line, the fuel system pressure must be
released. Failure to follow these instructions can result in possible
serious or fatal injury.
1.
Turn the ignition
off.
2.
Remove the Fuel
Pump Module and inspect the Fuel Inlet Strainer.
For a complete wiring diagram, refer to the Wiring Information.
1.
IGNITION COIL
WIRING OR CONNECTORS
NOTE:
Diagnose and repair
any ignition coil, CMP sensor, or CKP sensor DTCs before proceeding
with this test.
1.
Turn the ignition
off.
2.
Using the wiring
diagram/schematic as a guide, inspect the wiring and connectors between
the Ignition Coil for the cylinder being tested and the PCM.
3.
Look for any chafed,
pierced, pinched, or partially broken wires.
4.
Look for broken,
bent, pushed out or corroded terminals.
NOTE:
If the vehicle is not
equipped with the coil on plug ignition system, check the resistance
of the ignition wire(s) before checking the cylinder with a spark
tester. The resistance should be below 10k ohms.
Were
any problems found?
Yes
Repair as necessary
in accordance with the service information.
Inspect the ignition
coil for damage, carbon tracking on the coil or a damaged spark plug
insulator boot. If a problem is found, replace the ignition coil.
NOTE:
Some coils must have
a spark tester installed on both sides of the coil during the following
test. During the test, each side of the coil should output a crisp
blue spark that is able to jump the gap of the spark tester.
NOTE:
On some engines, it
may be necessary to remove the upper intake manifold to access the
ignition coils. Once the ignition coil has been removed, the intake
must be installed in order to crank the engine. Move the ignition
coil harness connector through the slots in the upper intake and then
connect the coil to the harness connector. Secure the upper intake
to the lower intake in accordance with the Service Information.
1.
Turn the ignition
off.
2.
If the vehicle
is equipped with coil on plug ignition system, remove the ignition
coil for the cylinder being tested.
3.
Disconnect the
fuel injector harness connector for the cylinder being tested.
4.
For coil on plug
ignition systems, install a spark tester(s) on the ignition coil,
otherwise install the spark tester to the ignition wire.
5.
While cranking
the engine observe the spark coming from the spark tester.
NOTE:
A crisp blue spark
that jumps the gap of the spark tester should be generated.
When the engine is operating, do
not stand in direct line with the fan. Do not put your hands near
the pulleys, belts, or fan. Do not wear loose clothing. Failure to
follow these instructions can result in possible serious or fatal
injury.
1.
Using a 12 volt
test light connected to 12 volts, check the Ignition Coil control
circuit for the cylinder being tested in the Ignition Coil harness
connector.
2.
Crank the engine
for five seconds.
NOTE:
The test light should
blink each time the circuit is activated by the PCM.
Does
the test light blink each time the circuit is activated by the PCM?
Yes
Replace the Ignition
Coil in accordance with the service information.
5.
IGNITION COIL
CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
1.
Measure the resistance
of the Ignition Coil control circuit for the cylinder being tested
between the Ignition Coil harness connector and the PCM harness connector.
For a complete wiring diagram Refer to the Wiring Information.
1.
OXYGEN SENSOR,
WIRING, OR CONNECTORS
NOTE:
Diagnose and repair
any O2 sensor or rationality DTCs before proceeding with this test.
NOTE:
When performing this
procedure as part of another diagnostic process, it may be necessary
to repeat this test for all of the oxygen sensors on the vehicle.
1.
Turn the ignition
off.
2.
Using the wiring
diagram/schematic as a guide, inspect the wiring and connectors between
the Oxygen sensor and the PCM.
3.
Look for any chafed,
pierced, pinched, or partially broken wires.
4.
Look for broken,
bent, pushed out or corroded terminals.
5.
Turn the ignition
on.
6.
Monitor the scan
tool data relative to the sensor and wiggle test the wiring and connectors.
7.
Look for the data
to change or for a DTC to set during the wiggle test. If necessary,
check each sensor circuit for high resistance or a shorted condition.
If one of the O2 Sensor
Signal or Return circuits are shorted to ground the scan tool will
display all O2 Sensor voltage readings low. The O2 Sensor that is
shorted to ground will display a voltage reading near or at 0 volts.
NOTE:
If one of the O2 Sensor
Signal or Return circuits are shorted to voltage, the scan tool will
display all O2 Sensor voltage readings high.
NOTE:
After the repairs have
been made, verify proper O2 Sensor operation. If all the O2 Sensor
voltage readings have not returned to normal, follow the diagnostic
procedure for the remaining O2 Sensors.
1.
Start the engine
and allow it to reach normal operating temperature.
WARNING:
When the engine is operating, do
not stand in direct line with the fan. Do not put your hands near
the pulleys, belts or fan. Do not wear loose clothing. Failure to
follow these instructions may result in possible serious or fatal
injury.
2.
With a scan tool,
monitor all O2 Sensor voltage readings.
Is the
voltage switching between 2.5 and 3.4 volts for all O2 sensors?
For a complete wiring diagram, refer to the Wiring Information.
1.
MAP SENSOR WIRING
OR CONNECTORS
NOTE:
Diagnose and repair
any MAP Sensor circuit DTCs before proceeding with this test.
NOTE:
Diagnose and repair
any sensor supply or system voltage DTCs before proceeding with this
test.
1.
Turn the ignition
off.
2.
Using the wiring
diagram/schematic as a guide, inspect the wiring and connectors between
the MAP Sensor and the PCM.
3.
Look for any chafed,
pierced, pinched, or partially broken wires.
4.
Look for broken,
bent, pushed out or corroded terminals.
5.
Turn the ignition
on.
6.
Monitor the scan
tool data relative to the sensor and wiggle test the wiring and connectors.
7.
Look for the data
to change or for a DTC to set during the wiggle test. If necessary,
check each sensor circuit for high resistance or a shorted condition.
Were
any problems found?
Yes
Repair as necessary
in accordance with the Service Information.
The Barometric Pressure
should be approximately equal to the actual barometric pressure. If
necessary, compare the Barometric Pressure value of the tested vehicle
to the value of a known good vehicle of a similar make and model.
2.
Connect a vacuum
gauge to a manifold vacuum source.
3.
Start the engine.
NOTE:
If the engine will
not idle, maintain a constant RPM above idle.
WARNING:
When the engine is operating, do
not stand in direct line with the fan. Do not put your hands near
the pulleys, belts, or fan. Do not wear loose clothing. Failure to
follow these instructions can result in possible serious or fatal
injury.
4.
With the scan tool,
read the MAP Sensor value.
NOTE:
The scan tool reading
for MAP vacuum should be within 1" of the vacuum gauge reading.
4.
CHECK THE 5–VOLT
SUPPLY CIRCUIT FOR HIGH RESISTANCE
1.
Turn the ignition
off.
2.
Using a voltmeter,
perform a voltage drop test on the MAP Sensor 5-Volt Supply circuit
between the MAP Sensor harness connector and the PCM harness connector.
Make sure the voltmeter
leads are connected so that positive polarity is displayed on the
voltmeter.
WARNING:
When the engine is operating, do
not stand in direct line with the fan. Do not put your hands near
the pulleys, belts, or fan. Do not wear loose clothing. Failure to
follow these instructions can result in possible serious or fatal
injury.
5.
CHECK THE MAP
SENSOR SIGNAL CIRCUIT FOR HIGH RESISTANCE
1.
Turn the ignition
off.
2.
Using a voltmeter,
perform a voltage drop test on the MAP Sensor Signal circuit between
the MAP Sensor harness connector and the PCM harness connector.
Make sure the voltmeter
leads are connected so that positive polarity is displayed on the
voltmeter.
WARNING:
When the engine is operating, do
not stand in direct line with the fan. Do not put your hands near
the pulleys, belts, or fan. Do not wear loose clothing. Failure to
follow these instructions can result in possible serious or fatal
injury.
6.
CHECK THE MAP
SENSOR GROUND CIRCUIT FOR HIGH RESISTANCE
1.
Turn the ignition
off.
2.
Using a voltmeter,
perform a voltage drop test on the MAP Sensor Ground circuit between
the MAP Sensor harness connector and the PCM harness connector.
Make sure the voltmeter
leads are connected so that positive polarity is displayed on the
voltmeter.
WARNING:
When the engine is operating, do
not stand in direct line with the fan. Do not put your hands near
the pulleys, belts, or fan. Do not wear loose clothing. Failure to
follow these instructions can result in possible serious or fatal
injury.
2.
CHECK THE (A209)
FUSED B(+) CIRCUIT FOR AN OPEN OR SHORT
1.
Turn the ignition
off.
2.
Disconnect the
PCM C1 harness connector.
CAUTION:
Do not probe the PCM harness connectors. Probing the PCM harness
connectors will damage the PCM terminals resulting in poor terminal
to pin connection. Install the GPEC Diagnostic Adaptor to perform
the diagnosis.
Verify no codes are
set in the Occupant Restraint Controller. If codes are present, they
may be the cause of a No Start condition.
NOTE:
The following list
of items must be checked before continuing with any no start tests.
1.
The battery must
be fully charged and in good condition. A low charged battery may
produce invalid test results. If the battery is low, charge the battery
and then attempt to start the vehicle by cranking the engine for 15
seconds, three consecutive times. This will allow any DTCs to set
that may have been erased due to a dead battery.
Make sure that
the Communication Bus is functional. Attempt to communicate with other
modules on the CAN C bus. If you are unable to establish communication
with any modules, (Refer to
29 - Non-DTC Diagnostics/Communication - Diagnosis and Testing)
for the Diagnostic CAN C diagnostic procedures.
5.
The vehicles security
module must be operating properly. Check for DTCs that may be stored
in the vehicles security module. Repair the DTCs before continuing.
6.
If no DTCs are
found, using the scan tool, select Clear PCM (BATT Disconnect).
7.
Crank the engine
several times. Using the scan tool, View DTCs. If a DTC is present
go to and perform the appropriate diagnostic procedure before continuing.
Using the wiring
diagram/schematic as a guide, inspect the wiring and connectors between
the related Sensors and the Powertrain Control Module (PCM).
2.
Look for any chafed,
pierced, pinched or partially broken wires.
3.
Look for broken,
bent, pushed out or corroded terminals. Verify that there is good
pin to terminal contact in the related Sensors and the Powertrain
Control Module connectors.
4.
Refer to any Technical
Service Bulletins (TSBs) that may apply.
Inspect the ignition
coil for damage, carbon tracking on the coil or a damaged spark plug
insulator boot. If a problem is found, replace the ignition coil.
1.
Turn the ignition
off.
2.
Remove the spark
plug.
3.
Inspect the spark
plug for any of the following conditions:
Cracks or damage
Carbon tracking
Foreign material
Gap not within specification
Loose or broken electrode
NOTE:
Lightly tap the bottom
of the spark plug on a solid surface. The electrode in the spark plug
should not move.
Was
the No Start condition solved after following the above diagnostic
test?
Yes
Test Complete.
No
Check for contamination/water
in the fuel. Make sure the fuel being used in this vehicle meets OEM
Fuel Requirement, perform the appropriate service procedure.
Figure 1 is a depiction
of typical scope patterns of the Cam (1) and Crank (2) sensors for
4, 6 and 8 cylinder engines. The square wave patterns are uniform
and are identical to one another. The patterns must be evenly spread
apart and at the same height. The larger gap pattern (signature) after
the shorter wave forms are used for cylinder identification (Crank
signal) and the distance between the series of slots (trigger) on
the camshaft pulley (cam signal). Any variation of the pattern will
indicate an issue with the sensor, wiring or trigger (target) wheel.
3.
With a lab scope,
probe the CMP Signal circuit at the PCM harness connector.
WARNING:
When the engine is operating, do
not stand in direct line with the fan. Do not put your hands near
the pulleys, belts or fan. Do not wear loose clothing. Failure to
follow these instructions may result in possible serious or fatal
injury.
4.
Start and allow
the engine to run.
5.
Observe the lab
scope screen.
6.
Compare the scope
pattern with the ones in Figure 2.
7.
1. Pattern indicates
a clean (good) square wave form that is identical to what the cam
and crank should be. The square wave patterns are uniformed and are
identical to one another.
8.
2. Two pulses
joined together in the same spot on target. Indicates damage to the
target (trigger) on the flexplate or broke tooth, runout in the target
or large airgap between the sensor and the target wheel.
9.
3. Wide airgap
or intermittent connection.
10.
4. Early signature,
predominately at high speed. Large airgap between the sensor and the
target wheel.
11.
5. Missed pulse.
Possible burr or light damage to target or incorrect lateral position
of the crank sensor to target (trigger).
NOTE:
If any of the above
(except pattern 1) is displayed on the lab scope repair as necessary.
Was
the square wave found to match any of the above except pattern 1?
Figure 1 is a depiction
of typical scope patterns of the Cam (1) and Crank (2) sensors for
4, 6 and 8 cylinder engines. The square wave patterns are uniform
and are identical to one another. The patterns must be evenly spread
apart and at the same height. The larger gap pattern (signature) after
the shorter wave forms are used for cylinder identification (Crank
signal) and the distance between the series of slots (trigger) on
the camshaft pulley (cam signal). Any variation of the pattern will
indicate an issue with the sensor, wiring and trigger (target) wheel.
3.
With a lab scope,
probe the CKP Signal circuit at the PCM harness connector.
WARNING:
When the engine is operating, do
not stand in direct line with the fan. Do not put your hands near
the pulleys, belts or fan. Do not wear loose clothing. Failure to
follow these instructions may result in possible serious or fatal
injury.
4.
Start and allow
the engine to run.
5.
Observe the lab
scope screen.
6.
Compare the scope
pattern with the ones in Figure 2.
7.
1. Pattern indicates
a clean (good) square wave form that is identical to what the cam
and crank should be. The square wave patterns are uniformed and are
identical to one another.
8.
2. Two pulses
joined together in the same spot on target. Indicates damage to the
target (trigger) on the flexplate or broke tooth, runout in the target
or large airgap between the sensor and the target wheel.
9.
3. Wide airgap
or intermittent connection.
10.
4. Early signature,
predominately at high speed. Large airgap between the sensor and the
target wheel.
11.
5. Missed pulse.
Possible burr or light damage to target or incorrect lateral position
of the crank sensor to target (trigger).
NOTE:
If any of the above
(except pattern 1) is displayed on the lab scope repair as necessary.
Was
the square wave found to match any of the above except pattern 1?
Yes
Repair as necessary.
NOTE:
A battery disconnect
must be performed to clear the Cam Crank Synchronization Events.
Make sure the valve
timing is within specification. Go to section 9 - ENGINE - SERVICE
INFORMATION, VALVE TIMING of the appropriate engine being diagnosed.
Using the wiring
diagram/schematic as a guide, inspect the wiring and connectors between
the Camshaft Position Sensor and the Powertrain Control Module (PCM).
2.
Look for any chafed,
pierced, pinched or partially broken wires.
3.
Look for broken,
bent, pushed out or corroded terminals.
4.
Monitor the scan
tool data relative to this circuit and wiggle test the wiring and
connectors.
5.
Look for the data
to change or for the DTC to reset during the wiggle test.
6.
Perform any Technical
Service Bulletins (TSBs) that may apply.
Were
any problems found?
Yes
Repair as necessary.
NOTE:
A battery disconnect
must be performed to clear the Cam Crank Synchronization Events.
