ENGINE

LX ENGINE 9-1
ENGINE
TABLE OF CONTENTS
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ENGINE ELECTRICAL DIAGNOSTICS . . . . . . . . . . . 1 ENGINE - 3.5L - SERVICE INFORMATION . . . . 2095

ENGINE ELECTRICAL DIAGNOSTICS - DIESEL. 1039 ENGINE - 5.7L SERVICE INFORMATION . . . . . 2285
ENGINE - 2.7L DOHC - SERVICE ENGINE - 6.1L SERVICE INFORMATION . . . . . 2452
INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 1899 ENGINE - 3.0L TD SERVICE INFORMATION . . 2602
ENGINE ELECTRICAL DIAGNOSTICS
TABLE OF CONTENTS
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ENGINE ELECTRICAL DIAGNOSTICS P0111-INTAKE AIR TEMPERATURE SENSOR

DIAGNOSIS AND TESTING RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
PRE-DIAGNOSTIC TROUBLESHOOTING P0112-INTAKE AIR TEMPERATURE
PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . 67
INTERMITTENT CONDITION . . . . . . . . . . . . . . . . . . 9 P0113-INTAKE AIR TEMPERATURE
P0016–CRANKSHAFT / CAMSHAFT TIMING SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . 71
MISALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 P0116–ENGINE COOLANT TEMPERATURE
P0031-O2 SENSOR 1/1 HEATER CIRCUIT SENSOR CIRCUIT PERFORMANCE . . . . . . . . . 75
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 P0117-ENGINE COOLANT TEMPERATURE
P0032-O2 SENSOR 1/1 HEATER CIRCUIT SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . 79
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 P0118-ENGINE COOLANT TEMPERATURE
P0037-O2 SENSOR 1/2 HEATER CIRCUIT SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . 83
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 P0121-THROTTLE POSITION SENSOR 1
P0038-O2 SENSOR 1/2 HEATER CIRCUIT PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 P0122-THROTTLE POSITION SENSOR 1
P0051-O2 SENSOR 2/1 HEATER CIRCUIT CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 P0123-THROTTLE POSITION SENSOR 1
P0052-O2 SENSOR 2/1 HEATER CIRCUIT CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 P0125-INSUFFICIENT COOLANT TEMP FOR
P0057-O2 SENSOR 2/2 HEATER CIRCUIT CLOSED-LOOP FUEL CONTROL. . . . . . . . . . . 102
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 P0128-THERMOSTAT RATIONALITY . . . . . . . . . 105
P0058-O2 SENSOR 2/2 HEATER CIRCUIT P0129-BAROMETRIC PRESSURE OUT-OF-
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 RANGE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
P0071-AMBIENT AIR TEMPERATURE P0131-O2 SENSOR 1/1 CIRCUIT LOW . . . . . . . 121
SENSOR PERFORMANCE. . . . . . . . . . . . . . . . . . 42 P0132-O2 SENSOR 1/1 CIRCUIT HIGH . . . . . . 125
P0072-AMBIENT AIR TEMPERATURE P0133-O2 SENSOR 1/1 SLOW RESPONSE . . 130
SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . 46 P0135-O2 SENSOR 1/1 HEATER
P0073–AMBIENT AIR TEMPERATURE PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 134
SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . 49 P0137-O2 SENSOR 1/2 CIRCUIT LOW . . . . . . . 137
P0107-MANIFOLD ABSOLUTE PRESSURE P0138-O2 SENSOR 1/2 CIRCUIT HIGH . . . . . . 141
SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . 53 P0139-O2 SENSOR 1/2 SLOW RESPONSE . . 146
P0108-MANIFOLD ABSOLUTE PRESSURE P0141-O2 SENSOR 1/2 HEATER
SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . 58 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 150
P0151-O2 SENSOR 2/1 CIRCUIT LOW . . . . . . . 153
9-2 ENGINE ELECTRICAL DIAGNOSTICS LX
P0152-O2 SENSOR 2/1 CIRCUIT HIGH . . . . . . 157 P0406-EGR POSITION SENSOR CIRCUIT
P0153-O2 SENSOR 2/1 SLOW RESPONSE . . 162 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
P0155-O2 SENSOR 2/1 HEATER P0420-CATALYST 1/1 EFFICIENCY . . . . . . . . . . 410
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 166 P0430-CATALYST 2/1 EFFICIENCY . . . . . . . . . . 413
P0157-O2 SENSOR 2/2 CIRCUIT LOW . . . . . . . 169 P0440-GENERAL EVAP SYSTEM FAILURE . . . 416
P0158-O2 SENSOR 2/2 CIRCUIT HIGH . . . . . . 173 P0441-EVAP PURGE SYSTEM
P0159-O2 SENSOR 2/2 SLOW RESPONSE . . 178 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 424
P0161-O2 SENSOR 2/2 HEATER P0442-EVAP PURGE SYSTEM MEDIUM
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 182 LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 428
P0171-FUEL SYSTEM 1/1 LEAN . . . . . . . . . . . . 185 P0443-EVAP PURGE SOLENOID CIRCUIT . . . 434
P0172-FUEL SYSTEM 1/1 RICH . . . . . . . . . . . . . 192 P0452-NVLD PRESSURE SWITCH STUCK
P0174-FUEL SYSTEM 2/1 LEAN . . . . . . . . . . . . 198 CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439
P0175-FUEL SYSTEM 2/1 RICH . . . . . . . . . . . . . 205 P0453-NVLD PRESSURE SWITCH STUCK
P0196–ENGINE OIL TEMPERATURE OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 444
SENSOR CIRCUIT PERFORMANCE . . . . . . . . 211 P0455-EVAP PURGE SYSTEM LARGE LEAK . 448
P0197-ENGINE OIL TEMPERATURE P0456-EVAP PURGE SYSTEM SMALL LEAK . 454
SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . . 216 P0457-LOOSE FUEL CAP . . . . . . . . . . . . . . . . . . 460
P0198-ENGINE OIL TEMPERATURE P0461-FUEL LEVEL SENSOR 1
SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . . 219 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 466
P0201-FUEL INJECTOR 1 CIRCUIT . . . . . . . . . . 223 P0462-FUEL LEVEL SENSOR 1 CIRCUIT
P0202-FUEL INJECTOR 2 CIRCUIT . . . . . . . . . . 227 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 470
P0203-FUEL INJECTOR 3 CIRCUIT . . . . . . . . . . 231 P0463-FUEL LEVEL SENSOR 1 CIRCUIT
P0204-FUEL INJECTOR 4 CIRCUIT . . . . . . . . . . 235 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 474
P0205-FUEL INJECTOR 5 CIRCUIT . . . . . . . . . . 239 P0480-COOLING FAN 1 CONTROL CIRCUIT . 478
P0206-FUEL INJECTOR 6 CIRCUIT . . . . . . . . . . 243 P0481-COOLING FAN 2 CONTROL CIRCUIT . 481
P0207-FUEL INJECTOR 7 CIRCUIT . . . . . . . . . . 247 P0498-NVLD CANISTER VENT VALVE
P0208-FUEL INJECTOR 8 CIRCUIT . . . . . . . . . . 251 SOLENOID CIRCUIT LOW . . . . . . . . . . . . . . . . . 485
P0221-THROTTLE POSITION SENSOR 2 P0499-NVLD CANISTER VENT VALVE
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 255 SOLENOID CIRCUIT HIGH . . . . . . . . . . . . . . . . 488
P0222-THROTTLE POSITION SENSOR 2 P0501-VEHICLE SPEED SENSOR 1
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260 PERFORMANCE (Not Equipped with ABS). . . 493
P0223-THROTTLE POSITION SENSOR 2 P0503-VEHICLE SPEED SENSOR 1
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . 266 ERRATIC (Not Equipped with ABS). . . . . . . . . . 496
P0300- MULTIPLE CYLINDER 1 MISFIRE . . . . 270 P0501-VEHICLE SPEED SENSOR 1
P0301-CYLINDER 1 MISFIRE . . . . . . . . . . . . . . . 277 PERFORMANCE (Equipped with ABS) . . . . . . 499
P0302-CYLINDER 2 MISFIRE . . . . . . . . . . . . . . . 286 P0503-VEHICLE SPEED SENSOR 1
P0303-CYLINDER 3 MISFIRE . . . . . . . . . . . . . . . 295 ERRATIC (Equipped with ABS) . . . . . . . . . . . . . 502
P0304-CYLINDER 4 MISFIRE . . . . . . . . . . . . . . . 304 P0506-IDLE SPEED PERFORMANCE
P0305-CYLINDER 5 MISFIRE . . . . . . . . . . . . . . . 313 LOWER THAN EXCEPTED . . . . . . . . . . . . . . . . 505
P0306-CYLINDER 6 MISFIRE . . . . . . . . . . . . . . . 322 P0507-IDLE SPEED PERFORMANCE
P0307-CYLINDER 7 MISFIRE . . . . . . . . . . . . . . . 331 HIGHER THAN EXCEPTED . . . . . . . . . . . . . . . . 507
P0308-CYLINDER 8 MISFIRE . . . . . . . . . . . . . . . 340 P0513-INVALID SKIM KEY . . . . . . . . . . . . . . . . . . 509
P0315-NO CRANK SENSOR LEARNED . . . . . . 349 P0520-ENGINE OIL PRESSURE SENSOR
P0325-KNOCK SENSOR 1 CIRCUIT . . . . . . . . . 352 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 512
P0330-KNOCK SENSOR 2 CIRCUIT . . . . . . . . . 356 P0521-ENGINE OIL PRESSURE SENSOR
P0335-CRANKSHAFT POSITION SENSOR PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 516
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361 P0522-ENGINE OIL PRESSURE SENSOR
P0339-CRANKSHAFT POSITION SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 522
INTERMITTENT. . . . . . . . . . . . . . . . . . . . . . . . . . . 369 P0523-ENGINE OIL PRESSURE SENSOR
P0340-CAMSHAFT POSITION SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . 526
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375 P0524-ENGINE OIL PRESSURE TOO LOW . . 530
P0344-CAMSHAFT POSITION SENSOR P0532-A/C PRESSURE SENSOR CIRCUIT
INTERMITTENT. . . . . . . . . . . . . . . . . . . . . . . . . . . 383 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 536
P0401-EGR SYSTEM PERFORMANCE . . . . . . 389 P0533-A/C PRESSURE SENSOR CIRCUIT
P0403-EGR SOLENOID CIRCUIT . . . . . . . . . . . . 393 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 540
P0404-EGR POSITION SENSOR P0551-POWER STEERING PRESSURE
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 397 SWITCH PERFORMANCE . . . . . . . . . . . . . . . . . 545
P0405-EGR POSITION SENSOR CIRCUIT P0562-BATTERY VOLTAGE LOW . . . . . . . . . . . . 547
LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401 P0563-BATTERY VOLTAGE HIGH . . . . . . . . . . . 552
LX ENGINE ELECTRICAL DIAGNOSTICS 9-3
P0571-BRAKE SWITCH 1 PERFORMANCE . . 555 P1416–CYLINDER 6 REACTIVATION

P0572-BRAKE SWITCH 1 STUCK ON . . . . . . . . 560 CONTROL PERFORMANCE . . . . . . . . . . . . . . . 649
P0573-BRAKE SWITCH 1 STUCK OFF . . . . . . . 564 P1417–CYLINDER 7 REACTIVATION
P0579–SPEED CONTROL MULTIPLEXED CONTROL PERFORMANCE . . . . . . . . . . . . . . . 653
SWITCH #1 PERFORMANCE . . . . . . . . . . . . . . 569 P1501–VEHICLE SPEED SENSOR 1/2
P0580–SPEED CONTROL MULTIPLEXED CORRELATION — DRIVE WHEELS (Not
SWITCH #1 LOW . . . . . . . . . . . . . . . . . . . . . . . . . 572 Equipped with ABS) . . . . . . . . . . . . . . . . . . . . . . . 657
P0585-SPEED CONTROL MULTIPLEXED P1502–VEHICLE SPEED SENSOR 1/2
SWITCH 1/2 CORRELATION . . . . . . . . . . . . . . . 575 CORRELATION — NON DRIVE WHEELS
P0591–SPEED CONTROL MULTIPLEXED (Not Equipped with ABS) . . . . . . . . . . . . . . . . . . . 660
SWITCH PERFORMANCE . . . . . . . . . . . . . . . . . 578 P1501–VEHICLE SPEED SENSOR 1/2
P0600-SERIAL COMMUNICATION LINK . . . . . . 581 CORRELATION — DRIVE WHEELS
P0601-INTERNAL MEMORY CHECKSUM (Equipped with ABS). . . . . . . . . . . . . . . . . . . . . . . 663
INVALID. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 582 P1502–VEHICLE SPEED SENSOR 1/2
P0606-INTERNAL ECM PROCESSOR . . . . . . . 583 CORRELATION — NON DRIVE WHEELS
P060B-ETC A/D GROUND PERFORMANCE . . 584 (Equipped with ABS). . . . . . . . . . . . . . . . . . . . . . . 666
P060D-ETC LEVEL 2 APP PERFORMANCE . . 585 P1521–INCORRECT ENGINE OIL TYPE . . . . . 669
P060E-ETC LEVEL 2 TPS PERFORMANCE . . 586 P1572-BRAKE SWITCH STUCK ON . . . . . . . . . 670
P060F-ETC LEVEL 2 ECT PERFORMANCE . . 587 P1573-BRAKE SWITCH STUCK OFF . . . . . . . . 674
P061A-ETC LEVEL 2 TORQUE P1593–SPEED CONTROL SWITCH 1/2
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 588 STUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 679
P061C-ETC LEVEL 2 RPM PERFORMANCE . . 589 P1603-PCM INTERNAL DUAL-PORT RAM
P0622-GENERATOR FIELD CONTROL COMMUNICATION FAILURE . . . . . . . . . . . . . . . 682
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 590 P1604-PCM INTERNAL DUAL-PORT RAM
P0627-FUEL PUMP RELAY CIRCUIT . . . . . . . . 594 READ/WRITE INTEGRITY FAILURE . . . . . . . . 684
P062C-ETC LEVEL 2 MPH PERFORMANCE . . 598 P1607-PCM INTERNAL SHUTDOWN TIMER
P0630-VIN NOT PROGRAMMED IN PCM . . . . 599 RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 686
P0632-ODOMETER NOT PROGRAMMED IN P1618-SENSOR REFERENCE VOLTAGE 1
PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 CIRCUIT ERRATIC . . . . . . . . . . . . . . . . . . . . . . . . 688
P0633-SKIM KEY NOT PROGRAMMED IN P1628-SENSOR REFERENCE VOLTAGE 2
PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601 CIRCUIT ERRATIC . . . . . . . . . . . . . . . . . . . . . . . . 691
P0642-SENSOR REFERENCE VOLTAGE 1 P1696-EEPROM MEMORY WRITE DENIED/
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 602 INVALID. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 695
P0643-PRIMARY 5-VOLT SUPPLY CIRCUIT P1697-EMR (SRI) MILEAGE NOT STORED . . . 697
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 604 P1897–PCM PROCESSOR . . . . . . . . . . . . . . . . . 699
P0645-A/C CLUTCH RELAY CIRCUIT . . . . . . . . 606 P2008–SHORT RUNNER VALVE SOLENOID
P0652-SENSOR REFERENCE VOLTAGE 2 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 609 P2066-FUEL LEVEL SENSOR 2
P0653-SENSOR REFERENCE VOLTAGE 2 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 704
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . 612 P2067-FUEL LEVEL SENSOR 2 CIRCUIT
P0660–MANIFOLD TUNE VALVE SOLENOID LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 708
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 614 P2068-FUEL LEVEL SENSOR 2 CIRCUIT
P0685-AUTO SHUTDOWN RELAY CONTROL HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 618 P2072-ELECTRONIC THROTTLE CONTROL
P0688-AUTO SHUTDOWN RELAY SENSE SYSTEM - ICE BLOCKAGE . . . . . . . . . . . . . . . . 716
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622 P2097-DOWNSTREAM FUEL TRIM SYSTEM
P0700-TRANSMISSION CONTROL SYSTEM 1 LEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 717
(MIL REQUEST) . . . . . . . . . . . . . . . . . . . . . . . . . . 627 P2097-DOWNSTREAM FUEL TRIM SYSTEM
P0703-BRAKE SWITCH 2 PERFORMANCE . . 628 1 RICH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 723
P0850-PARK/NEUTRAL SWITCH P2098-DOWNSTREAM FUEL TRIM SYSTEM
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 633 2 LEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 729
P1115-GENERAL TEMPERATURE P2099-DOWNSTREAM FUEL TRIM SYSTEM
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 634 2 RICH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 735
P01404-EGR POSITION SENSOR P2100-ELECTRONIC THROTTLE CONTROL
RATIONALITY CLOSED . . . . . . . . . . . . . . . . . . . 637 MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . 741
P1411–CYLINDER 1 REACTIVATION P2101-ELECTRONIC THROTTLE CONTROL
CONTROL PERFORMANCE . . . . . . . . . . . . . . . 641 MOTOR PERFORMANCE. . . . . . . . . . . . . . . . . . 747
P1414–CYLINDER 4 REACTIVATION P2107-ELECTRONIC THROTTLE CONTROL
CONTROL PERFORMANCE . . . . . . . . . . . . . . . 645 MODULE PROCESSOR . . . . . . . . . . . . . . . . . . . 749
P2108-ELECTRONIC THROTTLE CONTROL P2311-IGNITION COIL 4 SECONDARY

MODULE PERFORMANCE . . . . . . . . . . . . . . . . 750 CIRCUIT- INSUFFICIENT IONIZATION . . . . . . 885
- FORCED LIMITED RPM . . . . . . . . . . . . . . . . . . 751 CIRCUIT- INSUFFICIENT IONIZATION . . . . . . 890
- UNABLE TO CLOSE . . . . . . . . . . . . . . . . . . . . . 756 CIRCUIT- INSUFFICIENT IONIZATION . . . . . . 895
- UNABLE TO OPEN . . . . . . . . . . . . . . . . . . . . . . 761 CIRCUIT- INSUFFICIENT IONIZATION . . . . . . 900
P2115-ACCELERATOR PEDAL POSITION P2323-IGNITION COIL 8 SECONDARY
SENSOR 1 MINIMUM STOP CIRCUIT- INSUFFICIENT IONIZATION . . . . . . 905
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 766 P2503-CHARGING SYSTEM OUTPUT LOW . . 910
P2116-ACCELERATOR PEDAL POSITION P3400-MDS RATIONALITY BANK 1 . . . . . . . . . . 915
SENSOR 2 MINIMUM STOP P3402-CYLINDER 1 DEACTIVATION
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 767 CONTROL PERFORMANCE . . . . . . . . . . . . . . . 917
P2118-ELECTRONIC THROTTLE CONTROL P3426-CYLINDER 4 DEACTIVATION
MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . 768 CONTROL PERFORMANCE . . . . . . . . . . . . . . . 923
P2122-ACCELERATOR PEDAL POSITION P3442-CYLINDER 6 DEACTIVATION
SENSOR 1 CIRCUIT LOW . . . . . . . . . . . . . . . . . 774 CONTROL PERFORMANCE . . . . . . . . . . . . . . . 929
P2123-ACCELERATOR PEDAL POSITION P3450-CYLINDER 7 DEACTIVATION
SENSOR 1 CIRCUIT HIGH. . . . . . . . . . . . . . . . . 780 CONTROL PERFORMANCE . . . . . . . . . . . . . . . 934
P2127-ACCELERATOR PEDAL POSITION P3401-MDS SOLENOID 1 CIRCUIT . . . . . . . . . . 940
SENSOR 2 CIRCUIT LOW . . . . . . . . . . . . . . . . . 785 P3425-MDS SOLENOID 4 CIRCUIT . . . . . . . . . . 948
P2128-ACCELERATOR PEDAL POSITION P3441-MDS SOLENOID 6 CIRCUIT . . . . . . . . . . 956
SENSOR 2 CIRCUIT HIGH. . . . . . . . . . . . . . . . . 791 P3449-MDS SOLENOID 7 CIRCUIT . . . . . . . . . . 964
P2135-THROTTLE POSITION SENSOR 1/2 P3497-MDS RATIONALITY BANK 2 . . . . . . . . . . 972
CORRELATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 795 U0001-CAN C BUS . . . . . . . . . . . . . . . . . . . . . . . . . 974
P2138-ACCELERATOR PEDAL POSITION U0101-LOST COMMUNICATION WITH TCM . . 976
SENSOR 1/2 CORRELATION . . . . . . . . . . . . . . 803 U0103-LOST COMMUNICATION WITH
P2161-VEHICLE SPEED SENSOR 2 ELECTRIC GEAR SHIFT MODULE . . . . . . . . . 977
ERRATIC (Not Equipped with ABS). . . . . . . . . . 809 U0121-LOST COMMUNICATION WITH
P2161-VEHICLE SPEED SENSOR 2 ANTI-LOCK BRAKE MODULE . . . . . . . . . . . . . . 979
ERRATIC (Equipped with ABS) . . . . . . . . . . . . . 812 U0141-LOST COMMUNICATION WITH
P2166-ACCELERATOR PEDAL POSITION FRONT CONTROL MODULE . . . . . . . . . . . . . . . 981
SENSOR 1 MAXIMUM STOP U0155-LOST COMMUNICATION WITH
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 815 CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . . . . . . . 983
P2167-ACCELERATOR PEDAL POSITION U0168-LOST COMMUNICATION WITH
SENSOR 2 MAXIMUM STOP VEHICLE SECURITY CONTROL MODULE
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . 816 (SKREEM/WCM) . . . . . . . . . . . . . . . . . . . . . . . . . . 985
P2172-HIGH AIRFLOW/VACUUM LEAK U110A-LOST COMMUNICATION WITH
DETECTED (INSTANTANEOUS SCCM - CAN - C. . . . . . . . . . . . . . . . . . . . . . . . . . 987
ACCUMULATION). . . . . . . . . . . . . . . . . . . . . . . . . 817 U110C-NO FUEL LEVEL BUS MESSAGE
P2173-HIGH AIRFLOW/VACUUM LEAK RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 989
DETECTED (SLOW ACCUMULATION) . . . . . . 828 U110E-LOST AMBIENT TEMPERATURE
P2174-LOW AIRFLOW/RESTRICTION MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 991
DETECTED (INSTANTANEOUS U110F-LOST FUEL VOLUME MESSAGE . . . . . 993
ACCUMULATION). . . . . . . . . . . . . . . . . . . . . . . . . 839 U1110-LOST VEHICLE SPEED MESSAGE . . . . 995
P2175-LOW AIRFLOW/RESTRICTION U1120-LOST WHEEL DISTANCE MESSAGE . . 997
DETECTED (SLOW ACCUMULATION) . . . . . . 850 U1403-IMPLAUSIBLE FUEL LEVEL SIGNAL . . 999
P2181-COOLING SYSTEM PERFORMANCE . 861 U1411-IMPLAUSIBLE FUEL VOLUME
P2299-BRAKE PEDAL POSITION / SIGNAL RECEIVED . . . . . . . . . . . . . . . . . . . . . . 1001
ACCELERATOR PEDAL POSITION U1412-IMPLAUSIBLE VEHICLE SPEED
INCOMPATIBLE. . . . . . . . . . . . . . . . . . . . . . . . . . . 867 SIGNAL RECEIVED . . . . . . . . . . . . . . . . . . . . . . 1003
P2302-IGNITION COIL 1 SECONDARY U1417-IMPLAUSIBLE LEFT WHEEL
CIRCUIT- INSUFFICIENT IONIZATION . . . . . . 870 DISTANCE SIGNAL RECEIVED . . . . . . . . . . . 1006
P2305-IGNITION COIL 2 SECONDARY U1418-IMPLAUSIBLE RIGHT WHEEL
CIRCUIT- INSUFFICIENT IONIZATION . . . . . . 875 DISTANCE SIGNAL RECEIVED . . . . . . . . . . . 1009
P2308-IGNITION COIL 3 SECONDARY *5.7L INTERMITTENT NO CRANK
CIRCUIT- INSUFFICIENT IONIZATION . . . . . . 880 CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1012
*CHECKING THE FUEL DELIVERY SYSTEM . 1013
*HARD START FUEL SYSTEM . . . . . . . . . . . . . 1016 *START AND STALL CONDITION . . . . . . . . . . . 1033
*ENGINE CRANKS BUT DOES NOT START . 1019 STANDARD PROCEDURE
*FUEL PRESSURE LEAK DOWN . . . . . . . . . . . 1022 POWERTRAIN VERIFICATION TEST . . . . . . . 1036
*NO CRANK CONDITION . . . . . . . . . . . . . . . . . . 1023
*NO RESPONSE WITH A NO START
CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1027
ENGINE ELECTRICAL DIAGNOSTICS

DIAGNOSIS AND TESTING
PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE

For a complete wiring diagram Refer to Section 8W.
Diagnostic Test
1. NO RESPONSE WITH A NO START CONDITION
Is the customer complaint a NO RESPONSE WITH A NO START condition?

Yes >> Check the vehicle for any NO START related PCM DTC(s) or Vehicle Theft Security related DTC(s).
If no Theft related DTC(s) are present, refer to the NO RESPONSE WITH A NO START CONDITION
test.
No >> Go To 2
2. NO RESPONSE
Make sure the scan tool will communicate with the appropriate modules.
Are you currently experiencing a NO RESPONSE condition with the PCM?
Yes >> The NO RESPONSE condition must be properly diagnosed before continuing.
Refer to Section 8 ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS and perform
the appropriate Communication test.
No >> Go To 3
3. NO START
Is the customer complaint a NO START condition?
Yes >> Check the vehicle for any NO START related PCM DTC(s) or Vehicle Theft Security related DTC(s).
If no Theft related DTC(s) are present, refer to the Non DTC Diagnostic Procedures that relate to Fuel
and Starting.
No >> Go To 4
4. VEHICLE HISTORY AND TSB(s)

Continue by reading PCM DTC(s) and record the related Freeze Frame data if any DTC(s) are present.
Whether or not any DTC(s) are present you will want to check the following items which may assist in repairing the
customers complaint successfully.
Check the vehicles repair history.
If the vehicle has a repair history that pertains to the customer’s current complaint, review the repair.
Inspect the vehicle for any aftermarket accessories that may have been installed incorrectly.
Check for any TSB(s) related to the customer’s complaint or DTC(s).
If a TSB applies, follow the instructions per the TSB.
Choose the following scenario that best applies.
The TSB repaired the customers complaint.
Testing complete.
A DTC is present, no TSB applies, or the TSB didn’t repair the customers complaint.
Go To 5
No DTC(s) are present.

Refer to the INTERMITTENT CONDITION Diagnostic Procedure.
5. WIRE HARNESS INSPECTION

Clear the DTC(s).
Attempt to duplicate the customer complaint.
Whether the customer complaint can be duplicated or not, make a quick wire harness inspection related to the
DTC(s) that were previously cleared.
Check the Powertrain Control Module connectors, the suspected component connection, in-line connectors, wire
harness splices, PCM power and ground circuits, and any related fuses.
If the DTC(s) are fuel or air related, check the fuel level, quality and the air duct system.
Were any repairs made that fixed the customer’s complaint?
Yes >> Testing complete.
No >> Refer to the diagnostic test procedure related to the DTC.
INTERMITTENT CONDITION
POSSIBLE CAUSES
Diagnostic Test
1. INTERMITTENT CONDITION
NOTE: The conditions that set the DTC are not present at this time. The following list may help in identi-
fying the intermittent condition.
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
personal injury or death.
Refer to any Technical Service Bulletins (TSBs) that may apply.
Review the scan tool Freeze Frame information. If possible, try to duplicate the conditions under which the DTC set.
With the engine running at normal operating temperature, monitor the scan tool parameters related to the DTC while
wiggling the wire harness. Look for parameter values to change and/or a DTC to set.
Turn the ignition off.
Visually inspect the related wire harness. Disconnect all the related harness connectors. Look for any chafed,
pierced, pinched, partially broken wires and broken, bent, pushed out, or corroded terminals.
Perform a voltage drop test on the related circuits between the suspected faulty component and the PCM.
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 Miller Special Tool #8815 to perform
diagnosis.
Inspect and clean all PCM, engine, and chassis grounds that are related to the most current DTC.
If numerous trouble codes were set, use a wire schematic and look for any common ground or supply circuits.
For any Relay DTCs, actuate the Relay with the scan tool and wiggle the related wire harness to try to interrupt the
actuation.
For intermittent Evaporative Emission trouble codes perform a visual and physical inspection of the related parts
including hoses and the Fuel Filler cap.
For intermittent Misfire DTC’s check for restrictions in the Intake and Exhaust system, proper installation of Sensors,
vacuum leaks, and binding components that are run by the accessory drive belt.
Use the scan tool to perform a System Test if one applies to the failing component.
A co-pilot, data recorder, and/or lab scope should be used to help diagnose intermittent conditions.
Were any problems found during the above inspections?
Yes >> Perform the necessary repairs.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No >> Test Complete.
9 - 10 ENGINE ELECTRICAL DIAGNOSTICS LX
P0016–CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT

• When Monitored:
Engine cranking and Engine running
• Set Condition:
Powertrain Control Module detects an error when the camshaft position is out of phase with the crankshaft
position. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
ERRATIC CAM POSITION SENSOR SIGNAL

CAMSHAFT POSITION SENSOR TONE WHEEL/PULSE RING
ERRATIC CRANKSHAFT POSITION SENSOR SIGNAL
CRANKSHAFT POSITION SENSOR TONE WHEEL/PULSE RING
CAMSHAFT POSITION SENSOR
CRANKSHAFT POSITION SENSOR
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING).
Diagnostic Test
1. ACTIVE DTC
With the scan tool clear the DTC(s).
Start the engine and run until operating temp is reached. (Closed Loop)
If the DTC does not reset it may be necessary to test drive the vehicle.
Does the P0016 return?
Yes >> Go To 2
No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure.
2. CHECKING THE CMP SIGNAL WITH A LAB SCOPE

With a lab scope, backprobe the (K44) CMP Signal circuit at the CMP
Sensor 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 instruc-
tions can result in personal injury or death.
Start the engine.
Observe the lab scope screen.
Are there any irregular or missing signals?
Yes >> Go To 3
No >> Go To 6
LX ENGINE ELECTRICAL DIAGNOSTICS 9 - 11
3. CMP WIRE HARNESS INSPECTION

Visually inspect the related wire harness. Look for any chafed, pierced, pinched, or partially broken wires.
Visually inspect the related wire harness connectors. Look for broken, bent, pushed out, or corroded terminals.
Make sure the Crankshaft Position Sensor and the Camshaft Position Sensor are properly installed and the mount-
ing bolt(s) are torqued to their proper specification.
Refer to any TSBs that may apply.
Were any of the above conditions present?
Yes >> Repair as necessary.
No >> Go To 4
4. TONE WHEEL/PULSE RING INSPECTION

Remove the Camshaft Position Sensor.
Inspect the Tone Wheel/Pulse Ring for damage, foreign material, or excessive movement.
Were any problems found?
Yes >> Repair or replace the Tone Wheel/Pulse Ring as necessary.
No >> Go To 5
5. CAMSHAFT POSITION SENSOR

If there are no possible causes remaining, view repair.
Repair
Replace the Camshaft Position Sensor.
6. ERRATIC CMP SIGNAL

Remove the lab scope probe.
Ignition on, engine not running.
With scan tool, erase DTCs.
Start the engine.
Gently tap on and wiggle the Cam Position Sensor.
Inspect the Sensor connector and harness connector, and inspect the PCM connector and harness connector for
loose, bent, corroded, or pushed out pins/terminals.
Inspect the related wire harness and the splices in the CMP circuit.
Does the P0016 return?
Yes >> Repair the wiring/connector concerns as needed or replace the Camshaft Position Sensor.
No >> Go To 7
7. CHECKING THE CKP SIGNAL WITH A LAB SCOPE

With a lab scope, backprobe the (K24) CKP Signal circuit at the CKP
harness connector.
Start the engine.
Yes >> Go To 8
No >> Go To 10
8. CKP WIRE HARNESS INSPECTION

Visually inspect the related wire harness. Look for any chafed, pierced, pinched, or partially broken wires.
ing bolt(s) are torqued to their proper specification.
No >> Go To 9
9. TONE WHEEL/FLEX PLATE INSPECTION

Remove the Crankshaft Position Sensor.
Inspect the Tone Wheel/Flex Plate slots for damage, foreign material, or excessive movement.
Yes >> Repair or replace the Tone Wheel/Flex Plate as necessary.
No >> Replace the Crankshaft Position Sensor.
10. ERRATIC CKP SIGNAL

NOTE: The conditions that set this DTC are not present at this time. The following test may help in identi-
Start the engine.
Gently tap on and wiggle the Crank Position Sensor.
Inspect the Sensor connector and harness connector, and inspect the PCM connector and harness connector for
loose, bent, corroded, or pushed out pins/terminals.
Inspect the related wire harness and the splices in the CKP circuits.
Yes >> Repair the wiring/connector concerns as needed or replace the Crankshaft Position Sensor.
P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW

• When Monitored:
Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is powered.
• Set Condition:
Desired state does not match Actual state. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
(K99) O2 SENSOR 1/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND

O2 SENSOR
PCM
Diagnostic Test
1. O2 SENSOR HEATER OPERATION

NOTE: Wait a minimum of 8 minutes to allow the O2 Sensor to cool down before continuing the test. Allow
the O2 Sensor voltage to stabilize at 5.0 volts.
With a scan tool, actuate the O2 Heater Test.
With the scan tool, monitor 1/1 O2 Sensor voltage for at least 2 minutes.
Does the O2 Sensor voltage stay above 4.5 volts?
Yes >> Go To 2
2. O2 HEATER ELEMENT
NOTE: Allow the O2 Sensor to cool down to room temperature.
Disconnect the 1/1 O2 Sensor harness connector.
Measure the resistance across the O2 Sensor Heater element, between the Heater Control terminal and the Heater
ground terminal at the component.
NOTE: O2 Heater Element resistance values should be measured at 70°F (21.1°C). The resistance value will
vary with different temperature values.
Is the O2 Sensor Heater Element resistance between 2.0 and 30.0 ohms?
Yes >> Go To 3
No >> Replace the O2 Sensor.
3. O2 SENSOR
With a scan tool, actuate the O2 1/1Heater Test with the O2 Sensor
harness connector still disconnected.
Using a 12-volt test light connected to ground, probe the (K99) O2 1/1
Heater Control circuit in the O2 Sensor harness connector.
Does the test light illuminate brightly and flash on and off dur-
ing the actuation?
Yes >> Replace the O2 Sensor.
Perform the POWERTRAIN VERIFICATION TEST. (Refer
to 9 - ENGINE - STANDARD PROCEDURE)
No >> Go To 4
4. (K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND

Disconnect the PCM harness connectors.
Measure the resistance between ground and the (K99) O2 1/1 Heater
Control circuit in the O2 Sensor harness connector.
Is the resistance below 5.0 ohms?
Yes >> Repair the short to ground in the (K99) O2 1/1 Heater Con-
trol circuit.
No >> Go To 5
5. PCM
NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal
push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to all Power and
Ground circuits.
Were there any problems found?
No >> Replace and program the Powertrain Control Module per Service Information.
P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH

• When Monitored:
Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is off.
• Set Condition:
Desired state does not equal Actual state. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
(K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN

(Z904) O2 1/1 HEATER GROUND CIRCUIT OPEN
(K99) O2 1/1 HEATER CONTROL SHORTED TO BATTERY VOLTAGE
O2 SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
With a scan tool, read DTCs.
Is the DTC active at this time?
Yes >> Go To 2
Measure the resistance across the O2 Sensor Heater element between the O2 Heater Control terminal and the O2
Heater ground terminal at the component.
Yes >> Go To 3
3. (K99) O2 1/1 HEATER CONTROL CIRCUIT

With a scan tool, actuate the O2 1/1 Heater Test with the Sensor har-
ness connector still disconnected.
ing the actuation?
Yes >> Go To 4
No >> Go To 5
4. (Z904) O2 HEATER GROUND CIRCUIT OPEN

Measure the resistance between an engine ground and the (Z904) O2
1/1 Heater ground circuit in the O2 Sensor harness connector.
No >> Repair the open in the (Z904) O2 1/1Heater ground circuit.
5. (K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K99) O2 1/1 Heater Control circuit in the
O2 Sensor harness connector.
Does the voltmeter indicate any voltage present?
Yes >> Repair the short to battery voltage in the (K99) O2 1/1
Heater Control circuit.
No >> Go To 6
6. (K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN

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 Miller Special Tool #8815
to perform diagnosis.
Measure the resistance of the (K99) O2 1/1 Heater Control circuit from
the O2 Sensor harness connector to the appropriate terminal of special
tool #8815.
Yes >> Go To 7
No >> Repair the open in the (K99) O2 1/1 Heater Control circuit.
7. PCM
Ground circuits.
Perform (NGC) POWERTRAIN VERIFICATION TEST VER - 5.

• When Monitored:
Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is on.
• Set Condition:
Possible Causes
(K299) O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND

O2 SENSOR
PCM
Diagnostic Test

With a scan tool, actuate the O2 1/2 Heater Test.
Yes >> Go To 2
Measure the resistance across the O2 Sensor Heater element, between the O2 Heater Control terminal and the O2
Heater ground terminal at the component.
Yes >> Go To 3
3. O2 SENSOR
With a scan tool, actuate the O2 Heater Test with the 1/2 O2 Sensor
ing the actuation?
No >> Go To 4

Yes >> Repair the short to ground in the (K299) O2 1/2 Heater
Control circuit.
No >> Go To 5
5. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

(K299) O2 SENSOR 1/2 HEATER CONTROL SHORTED TO BATTERY VOLTAGE
O2 SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
Yes >> Go To 3

With a scan tool, actuate the O2 1/2 Heater Test with the O2 Sensor
ing the actuation?
Yes >> Go To 4
No >> Go To 5

No >> Repair the open in the (Z902) O2 1/2 Heater ground circuit.

No >> Go To 6

tool #8815.
Yes >> Go To 7
7. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

O2 SENSOR
PCM
Diagnostic Test

With a scan tool, monitor 2/1 O2 Sensor voltage for at least 2 minutes.
Yes >> Go To 2
Yes >> Go To 3
3. O2 SENSOR
With a scan tool, actuate the O2 Heater Test with the O2 Sensor har-
ing the actuation?
No >> Go To 4

Yes >> Repair the short to ground in the (K199) O2 2/1 Sensor
No >> Go To 5
5. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

O2 SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
Measure the resistance across the O2 Sensor Heater element, between the O2 Heater Control terminal and the
Heater ground terminal at the component connector.
Yes >> Go To 3

With the scan tool, actuate the O2 Heater Test with the Sensor harness
connector still disconnected.
ing the actuation?
Yes >> Go To 4
No >> Go To 5
4. (Z904) O2 2/1 HEATER GROUND CIRCUIT OPEN


No >> Go To 6

tool #8815.
Yes >> Go To 7
7. PCM
Ground circuits.
Repair
Replace and program the Powertrain Control Module per Service Information.

• When Monitored:
• Set Condition:
Possible Causes
(K399) O2 SENSOR 2/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND

O2 SENSOR
PCM
Diagnostic Test

Yes >> Go To 2
Heater ground terminal in the component connector.
Yes >> Go To 3
3. O2 SENSOR
With a scan tool, actuate the O2 Heater Test with the O2 Sensor har-
ing the actuation?
No >> Go To 4

Yes >> Repair the short to ground in the (K399) O2 2/2 Sensor
No >> Go To 5
5. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

O2 SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
Heater ground terminal in the component connector.
Yes >> Go To 3

With a scan tool, actuate the O2 2/2 Heater Test with the Sensor har-
ing the actuation?
Yes >> Go To 4
No >> Go To 5


Measure the voltage on the (K399) O2 Heater 2/2 Control circuit in the
No >> Go To 6

tool #8815.
Yes >> Go To 7
7. PCM
Ground circuits.
P0071-AMBIENT AIR TEMPERATURE SENSOR PERFORMANCE

Theory of Operation
Ambient Air Temperature Sensor performance looks at the outputs of three temperature sensors and compares
them under cold start conditions. Following a start to run delay time, the outputs of the ambient, engine coolant, and
intake air temperature sensors will be compared. If the engine coolant and intake air temperature sensors agree and
the ambient air temperature does not agree, the ambient air temperature sensor is declared as irrational.
• When Monitored:
Engine off time is greater than 480 minutes. Ambient temperature is greater than 4° C (38° F).
• Set Condition:
After a calibrated amount of cool down time the PCM compares the ECT Sensor, IAT Sensor, and the Ambient
Air Temp Sensor values. If the IAT Sensor value is not within -10 °C (18 °F) of the other two temperature
sensors. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
(G31) AAT SIGNAL CIRCUIT HIGH RESISTANCE

(G931) SENSOR GROUND HIGH RESISTANCE
AMBIENT AIR TEMPERATURE SENSOR
FRONT CONTROL MODULE
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any CAN - C Communication DTCs before continuing.
Yes >> Go To 2
2. AAT SENSOR VOLTAGE ABOVE 4.6 VOLTS

Disconnect the AAT sensor harness connector.
With a scan tool, read the AAT voltage.
Is the voltage above 4.6 volts?
Yes >> Go To 3
No >> Go To 4
3. AAT SENSOR
Connect a jumper wire between the (G31) AAT Signal circuit and the
(G931) Sensor ground circuit in the AAT Sensor harness connector.
With a scan tool, read the AAT voltage.
Is the voltage below 1.0 volt with the jumper wire installed?
Yes >> Replace the AAT Sensor.
No >> Go To 4
NOTE: Remove the jumper wire before continuing.
4. (G31) AAT SIGNAL CIRCUIT HIGH RESISTANCE

Reconnect the AAT sensor harness connector.
Using a voltmeter perform a voltage drop test. Backprobe the (G31) AAT Signal circuit at the AAT sensor harness
connector and the FCM.
WARNING: 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 personal injury or death.
Start the engine and allow it to reach normal operating temperature.
Monitor the voltmeter.
Is the voltage below 0.5 volts?
Yes >> Go To 5
No >> Repair the high resistance in the (G31) AAT Signal circuit.
5. (G931) SENSOR GROUND CIRCUIT HIGH RESISTANCE

Reconnect the AAT sensor harness connector.
Using a voltmeter perform a voltage drop test. Backprobe the (G931) Sensor ground circuit at the AAT sensor har-
ness connector and the FCM.
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 personal injury or
death.
Yes >> Go To 6
No >> Repair the high resistance in the (G931) Sensor ground circuit.
6. FRONT CONTROL MODULE

NOTE: Before continuing, check the FCM harness connector terminals for corrosion, damage, or terminal
Ground circuits.
Perform BODY VERIFICATION TEST VER - 1.
No >> Replace the Front Control Module per Service Information.
P0072-AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW

• When Monitored:
The ignition key on.
• Set Condition:
Ambient Temperature Sensor is less than 0.078 of a volt at the PCM for 2.8 seconds. One Trip Fault. Three
good trips to turn off the MIL.
Possible Causes
(G31) AAT SIGNAL CIRCUIT SHORTED TO GROUND

(G31) AAT SIGNAL CIRCUIT SHORTED TO THE (G931) SENSOR GROUND CIRCUIT
Diagnostic Test
1. AAT SENSOR VOLTAGE BELOW 0.078 OF A VOLT

NOTE: Diagnose any CAN - C Communication DTCs before continuing.
With a scan tool, read the Ambient Air Temperature Sensor voltage.
Is the voltage below 0.078 of a volt?
Yes >> Go To 2
2. CHECKING AAT SENSOR

Disconnect the Ambient Air Temperature Sensor harness connector.
With a scan tool, read the AAT Sensor voltage.
Yes >> Replace the Ambient Temperature Sensor.
No >> Go To 3
3. (G31) AAT SIGNAL CIRCUIT SHORTED TO GROUND

Disconnect the C2 FCM harness connectors.
Measure the resistance between ground and the (G31) AAT Signal cir-
cuit in the AAT Sensor harness connector.
Is the resistance below 100 ohms?
Yes >> Repair the short to ground in the (G31) AAT Signal circuit.
No >> Go To 4
4. (G31) AAT SIGNAL CIRCUIT SHORTED TO THE (G931) SENSOR GROUND CIRCUIT
Measure the resistance between the (G931) Sensor ground circuit and the (G31) AAT Signal circuit in the AAT Sen-
sor harness connector.
Yes >> Repair the short between the (G931) Sensor ground circuit and the (G31) AAT Signal circuit.
No >> Go To 5

Ground circuits.
No >> Replace and program the Front Control Module per Service Information.
P0073–AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH

• When Monitored:
With the ignition on. Battery voltage greater than 10 volts.
• Set Condition:
The Ambient Temperature Sensor voltage is greater than 4.98 volts at the PCM for 2.8 seconds. One Trip
Fault. Three good trips to turn off the MIL.
Possible Causes
(G31) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(G31) AAT SIGNAL CIRCUIT OPEN
(G931) SENSOR GROUND CIRCUIT OPEN
Diagnostic Test
1. AAT SENSOR VOLTAGE ABOVE 4.98 VOLTS

With a scan tool, read the Ambient Air Temperature Sensor voltage.
Yes >> Go To 2
2. AAT SENSOR
Disconnect the Ambient Air Temperature Sensor harness connector.
Connect a jumper wire between the (G31) AAT Signal circuit and the
(G931) Sensor ground circuit in the AAT Sensor harness connector.
With a scan tool, read AAT Sensor voltage.
Yes >> Replace the Ambient Air Temperature Sensor.
No >> Go To 3
3. (G31) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Disconnect the C2 FCM harness connector.
Measure the voltage on the (G31) AAT Signal circuit in the AAT Sensor
harness connector.
Yes >> Repair the short to battery voltage in the (G31) AAT Signal
circuit.
No >> Go To 4
4. (G31) AAT SIGNAL CIRCUIT OPEN

Measure the resistance of the (G31) AAT Signal circuit from the AAT
Sensor harness connector to the C2 FCM harness connector.
Yes >> Go To 5
No >> Repair the open in the (G31) AAT Signal circuit.
5. (G931) SENSOR GROUND CIRCUIT OPEN

Measure the resistance of the (G931) Sensor ground circuit from the
AAT Sensor harness connector to the C2 FCM harness connector.
Yes >> Go To 6
No >> Repair the open in the (G931) Sensor ground circuit.

Ground circuits.
No >> Replace the Front Control Module per Service Information.
P0107-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT LOW

• When Monitored:
Engine speed between 600 to 3500 RPM. Battery voltage greater than 10 volts.
• Set Condition:
The MAP sensor signal voltage is below 0.0782 of a volt for 1.7 seconds. One Trip Fault. Three good trips to
turn off the MIL, (ETC light will flash.)
Possible Causes
(F856) 5-VOLT SUPPLY CIRCUIT OPEN

(F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND
(K1) MAP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
MAP SENSOR
PCM
Diagnostic Test
1. MAP SENSOR VOLTAGE BELOW 0.0782 OF A VOLT

With a scan tool, read the MAP Sensor voltage.
Yes >> Go To 2
2. (F856) 5-VOLT SUPPLY CIRCUIT

Disconnect the MAP Sensor harness connector.
Measure the voltage on the (F856) 5-volt Supply circuit in the MAP
Is the voltage between 4.5 to 5.2 volts?
Yes >> Go To 3
No >> Go To 6
3. MAP SENSOR
With a scan tool, monitor the MAP Sensor voltage with the Sensor harness connector disconnected.
Yes >> Replace the MAP Sensor.
No >> Go To 4
4. (K1) MAP SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K1) MAP Signal cir-
cuit in the MAP Sensor harness connector.
Yes >> Repair the short to ground in the (K1) MAP Signal circuit.
No >> Go To 5
5. (K1) MAP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K1) MAP Signal circuit and the
(K900) Sensor ground circuit in the MAP Sensor harness connector.
Yes >> Repair the short between the (K900) Sensor ground and
the (K1) MAP Signal circuit.
No >> Go To 8
6. (F856) 5-VOLT SUPPLY CIRCUIT OPEN

Measure the resistance of the (F856) 5-volt Supply circuit from the
MAP Sensor harness connector to the appropriate terminal of special
tool #8815.
Yes >> Go To 7
No >> Repair the open in the (F856) 5-volt Supply circuit.
7. (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (F856) 5-volt Supply
circuit in the MAP Sensor harness connector.
Yes >> Repair the short to ground in the (F856) 5-volt Supply cir-
cuit.
No >> Go To 8
8. PCM
Ground circuits.
P0108-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT HIGH

• When Monitored:
Engine speed between 600 to 3500 RPM. Battery voltage greater than 10.37 volts.
• Set Condition:
The MAP sensor signal voltage is greater than 4.92 volts for 3.0 seconds. One trip fault. Three good trips to
turn off the MIL. (ETC light will flash).
Possible Causes
(K1) MAP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K1) MAP SIGNAL CIRCUIT OPEN
(K1) MAP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
(K900) SENSOR GROUND CIRCUIT OPEN
MAP SENSOR
PCM
Diagnostic Test
1. MAP SENSOR VOLTAGE ABOVE 4.92 VOLTS

Start the engine.
With a scan tool, read the MAP Sensor voltage.
Yes >> Go To 2
2. MAP SENSOR
Connect a jumper wire between the (K1) MAP Signal circuit and the
(K900) Sensor ground circuit in the Sensor harness connector.
With a scan tool, monitor the MAP Sensor voltage.
No >> Go To 3
3. (K1) MAP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K1) MAP Signal circuit in the MAP Sensor
harness connector.
Yes >> Repair the short to battery voltage in the (K1) MAP Signal
circuit.
No >> Go To 4
4. (K1) MAP SIGNAL CIRCUIT OPEN

Measure the resistance of the (K1) MAP Signal circuit from the MAP
Sensor harness connector to the appropriate terminal of special tool
#8815.
Yes >> Go To 5
No >> Repair the open in the (K1) MAP Signal circuit.
5. (K1) MAP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (K1) MAP Signal circuit and the
(F856) 5-volt Supply circuit in the MAP Sensor harness connector.
Yes >> Repair the short between the (F856) 5-volt Supply circuit
and the (K1) MAP Signal circuit.
No >> Go To 6
6. (K900) SENSOR GROUND CIRCUIT OPEN

Measure the resistance of the (K900) Sensor ground circuit from the
tool #8815.
Yes >> Go To 7
No >> Repair the open in the (K900) Sensor ground circuit.
7. PCM
Ground circuits.
P0111-INTAKE AIR TEMPERATURE SENSOR RATIONALITY

Theory of Operation
Intake Air Temperature Sensor performance looks at the outputs of three temperature sensors and compares them
under cold start conditions. Following a start to run delay time, the outputs of the ambient, engine coolant, and
intake air temperature sensors will be compared. If the engine coolant and ambient air temperature sensors agree
and the intake air temperature does not agree, the intake air temperature sensor is declared as irrational.
• When Monitored:
The engine off time is greater than 480 minutes. Ambient Temperature if greater than 4°C (38°F).
• Set Condition:
After a calibrated amount of cool down time the PCM compares the ECT Sensor, IAT Sensor, and the Ambient
Air Temp Sensor values. If the IAT Sensor value is not within 10°C of the other two temperature sensors. Two
Trip Fault. Three good trips to turn off the MIL.
Possible Causes
(K21) IAT SIGNAL CIRCUIT HIGH RESISTANCE

(K900) SENSOR GROUND CIRCUIT HIGH RESISTANCE
INTAKE AIR TEMPERATURE SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. IAT SENSOR VOLTAGE ABOVE 4.6 VOLTS

Disconnect the IAT Sensor harness connector.
With a scan tool, read the IAT voltage.
Yes >> Go To 3
No >> Go To 4
3. IAT SENSOR
Connect a jumper wire between the (K21) IAT Signal circuit and the
(K900) Sensor ground circuit in the IAT Sensor harness connector.
Yes >> Replace the IAT Sensor.
No >> Go To 4
4. (K21) IAT SIGNAL CIRCUIT HIGH RESISTANCE

Disconnect the C2 PCM harness connector.
the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 along with
the #8815-1 to perform the diagnosis.
Using a voltmeter perform a voltage drop test. Backprobe the (K21) IAT Signal circuit at the IAT Sensor harness
connector to the appropriate terminal of the special tool #8815. Ensure the voltmeter leads are connected with the
circuit’s correct polarity.
Yes >> Go To 5
No >> Repair the high resistance in the (K21) IAT Signal circuit.
5. (K900) SENSOR GROUND CIRCUIT HIGH RESISTANCE

Using a voltmeter perform a voltage drop test. Backprobe the (K900) Sensor Ground circuit at the IAT Sensor har-
ness connector to the appropriate terminal of the special tool #8815. Ensure the voltmeter leads are connected with
the circuit’s correct polarity.
Yes >> Go To 6
6. PCM
Ground circuits.
P0112-INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW

• When Monitored:
With the ignition on and battery voltage greater than 10.4 volts.
• Set Condition:
When the Inlet Air Temp Sensor Signal circuit voltage is less than .078 volt for more than 2.8 seconds. One
trip failure. Three good trips to clear the MIL.
Possible Causes
(K21) IAT SENSOR SIGNAL SHORTED TO GROUND

(K21) IAT SENSOR SIGNAL SHORTED TO (K900) SENSOR GROUND CIRCUIT
PCM
Diagnostic Test
1. IAT SENSOR VOLTAGE BELOW 0.078 OF A VOLT

Yes >> Go To 2
2. IAT SENSOR
Disconnect the IAT Sensor harness connector.
With a scan tool, read IAT voltage.
Is the voltage above 4.5 of a volts?
Yes >> Replace the Intake Air Temperature Sensor.
No >> Go To 3
3. (K21) IAT SENSOR SIGNAL SHORTED TO GROUND

Measure the resistance between ground and the (K21) IAT Sensor Sig-
nal circuit in the IAT Sensor harness connector.
Yes >> Repair the short to ground in the (K21) IAT Sensor Signal
circuit.
No >> Go To 4
4. (K21) IAT SENSOR SIGNAL SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K21) IAT Sensor Signal circuit
and the (K900) Sensor ground circuit in the IAT Sensor harness con-
nector.
Yes >> Repair the short between the (K900) Sensor ground circuit
and the (K21) IAT Sensor Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.
P0113-INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH

• When Monitored:
With the ignition on. Battery voltage greater than 10.4 volts.
• Set Condition:
The Intake Air Temperature (IAT) sensor circuit voltage at the PCM goes above 4.98 volts for 2.8 seconds.
One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
(K21) IAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K21) IAT SIGNAL CIRCUIT OPEN
IAT SENSOR
PCM
Diagnostic Test
1. IAT SENSOR VOLTAGE ABOVE 4.98 VOLTS

With a scan tool, read the Intake Air Temperature Sensor voltage.
Yes >> Go To 2
2. IAT SENSOR
Disconnect the Intake Air Temperature Sensor harness connector.
Connect a jumper wire between the (K21) IAT Signal circuit and the
(K900) Sensor ground circuit in the IAT Sensor harness connector.
With a scan tool, read the IAT Sensor voltage.
Yes >> Replace the IAT Sensor.
No >> Go To 3
3. (K21) IAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K21) IAT Signal circuit in the IAT Sensor
harness connector.
Yes >> Repair the short to battery voltage in the (K21) IAT Signal
circuit.
No >> Go To 4
4. (K21) IAT SIGNAL CIRCUIT OPEN

Disconnect the PCM harness connector.
Measure the resistance of the (K21) IAT Signal circuit from the IAT Sen-
sor harness connector to the appropriate terminal of special tool #8815.
Yes >> Go To 5
No >> Repair the open in the (K21) IAT Signal circuit.

IAT Sensor harness connector to the appropriate terminal of special tool
#8815.
Yes >> Go To 6
6. PCM
Ground circuits.
P0116–ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT PERFORMANCE

• When Monitored:
Engine off time is greater than 480 minutes. Ambient temperature is greater than 4 ° C (38 ° F).
• Set Condition:
After a calibrated amount of cool down time, the PCM compares the ECT Sensor, IAT Sensor and the Ambient
Air Temperature Sensor values. If the ECT Sensor value is not within calibrated temperature amount of the
other two temperature sensors an error is detected. Two Trip Fault. Three good trips to turn off the MIL. (ETC
lamp will illuminate with the MIL.)
Possible Causes
(K2) ECT SIGNAL CIRCUIT HIGH RESISTANCE

(K900) SENSOR GROUND CIRCUIT HIGH RESISTANCE
ENGINE COOLANT TEMPERATURE SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. ECT SENSOR VOLTAGE ABOVE 4.6 VOLTS

Disconnect the ECT Sensor harness connector.
With a scan tool, read the ECT voltage.
Yes >> Go To 3
No >> Go To 4
3. ECT SENSOR
Connect a jumper wire between the (K2) ECT Signal circuit and the
(K900) Sensor ground circuit in the ECT Sensor harness connector.
Yes >> Replace the ECT Sensor.
No >> Go To 4
4. (K2) ECT SIGNAL CIRCUIT HIGH RESISTANCE

CAUTION: 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 Miller Special Tool #8815
along with the #8815-1 to perform the diagnosis.
Using a voltmeter perform a voltage drop test. Backprobe the (K2) ECT Signal circuit at the ECT Sensor harness
Yes >> Go To 5
No >> Repair the high resistance in the (K2) ECT Signal circuit.

Using a voltmeter perform a voltage drop test. Backprobe the (K900) Sensor Ground circuit at the ECT Sensor
harness connector to the appropriate terminal of the special tool #8815. Ensure the voltmeter leads are connected
with the circuit’s correct polarity.
Yes >> Go To 6
6. PCM
Ground circuits.
P0117-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW

• When Monitored:
• Set Condition:
The Engine Coolant Temperature (ECT) sensor circuit voltage at the PCM is less than 0.078 of a volt for more
than 2.8 seconds. One Trip Fault. Three good trips to clear the MIL.
Possible Causes
(K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND

(K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND
ECT SENSOR
PCM
Diagnostic Test
1. ECT SENSOR VOLTAGE BELOW 0.078 OF A VOLT

Yes >> Go To 2
2. ECT SENSOR
Disconnect the ECT harness connector.
With a scan tool, read ECT voltage.
Is the voltage above 1.0 volt?
No >> Go To 3
3. (K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K900) Sensor ground circuit and
the (K2) ECT Signal circuit in the ECT Sensor harness connector.
Yes >> Repair the short to between the (K900) Sensor ground cir-
cuit and the (K2) ECT Signal circuit.
No >> Go To 4
4. (K2) ECT SIGNAL CIRCUIT SHORTED GROUND

Measure the resistance between ground and the (K2) ECT Signal cir-
cuit in the ECT Sensor harness connector.
Yes >> Repair the short to ground in the (K2) ECT Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.
P0118-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH

• When Monitored:
• Set Condition:
The Engine Coolant Temperature (ECT) sensor circuit voltage at the PCM is greater than 4.98 volts for more
than 2.8 seconds. One Trip Fault. Three good trips to turn off the MIL. (ETC lamp will illuminate with the MIL.)
Possible Causes
(K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K2) ECT SIGNAL CIRCUIT OPEN
ECT SENSOR
PCM
Diagnostic Test
1. ECT SENSOR VOLTAGE ABOVE 4.98 VOLTS

Yes >> Go To 2
2. ECT SENSOR
Disconnect the ECT harness connector.
Connect a jumper wire between the (K2) ECT Signal circuit and the
(K900) Sensor ground circuit in the ECT harness connector.
With a scan tool, read ECT voltage.
No >> Go To 3
3. (K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K2) ECT Signal circuit in the ECT Sensor
harness connector.
Is voltage present?
Yes >> Repair the short to battery voltage in the (K2) ECT Signal
circuit.
No >> Go To 4
4. (K2) ECT SIGNAL CIRCUIT OPEN

Measure the resistance of the (K2) ECT Signal circuit from the ECT
#8815.
Yes >> Go To 5
No >> Repair the open in the (K2) ECT Signal circuit.

ECT Sensor harness connector to the appropriate terminal of special
tool #8815.
Yes >> Go To 6
6. PCM
Ground circuits.
P0121-THROTTLE POSITION SENSOR 1 PERFORMANCE

• When Monitored:
Ignition on and No MAP Sensor DTCs set.
• Set Condition:
TP Sensor signals do not correlate to the MAP Sensor signal. Two Trip Fault. ETC light will illuminate. P2135
should set with this code also.
Possible Causes
RESISTANCE IN THE (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT
RESISTANCE IN (F855) 5-VOLT SUPPLY CIRCUIT
RESISTANCE IN THE (K922) SENSOR RETURN CIRCUIT
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO (K122) TP SENSOR NO.2 SIGNAL CIRCUIT
THROTTLE POSITION SENSOR/THROTTLE BODY
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any other TP Sensor DTC(s) before continuing.
NOTE: The throttle plate should be free from binding and carbon build up, make sure the throttle plate is at
the idle position.
NOTE: Inspect the engine for vacuum leaks, repair before continuing.
Yes >> Go To 2
No >> Go To 8
2. THROTTLE POSITION SENSOR

Connect the PCM harness connectors.
With a scan tool, monitor the TP Sensor No.1 and No.2 voltage.
Connect a jumper wire between the (K922) Sensor Return circuit and
the (K22) TP Sensor No.1 Signal circuit.
NOTE: TP Sensor No.1 voltage should change from approximately
4.5 volts to less than 0.5 of a volt.
For TP Sensor No.2, connect a jumper wire between (F855) 5-volt sup-
ply circuit and the (K122) TP Sensor No.2 signal circuit.
0 volts to 5.0 volts?
Is the voltage reading within the listed specification when the
jumper wire is installed?
Yes >> Replace the Throttle Body Assembly. Disconnect the Bat-
tery when replacing the Throttle Body Assembly. After
installation is complete, use a scan tool and select the ETC
RELEARN function.
No >> Go To 3
3. EXCESSIVE RESISTANCE IN THE (K22) TP SENSOR NO.1 SIGNAL CIRCUIT AND (K122) TP SENSOR
NO.2 SIGNAL CIRCUIT
the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 along with
the #8815-1 to perform the diagnosis.
Using a voltmeter perform a voltage drop test. Backprobe the (K22) TP Sensor No.1 Signal circuit at the Throttle
Body harness connector to the appropriate terminal of the special tool #8815. Ensure the voltmeter leads are con-
nected with the circuit’s correct polarity.
Repeat the voltage drop test for the (K122) TP Sensor No.2 Signal circuit.
Yes >> Go To 4
No >> Repair the excessive resistance in the (K22) TP Sensor No.1 Signal circuit or the (K122) TP Sensor
No.2 Signal circuit.
4. EXCESSIVE RESISTANCE IN THE (F855) 5-VOLT SUPPLY CIRCUIT

Perform a voltage drop test. Backprobe the (F855) 5-volt Supply circuit at the Throttle Body harness connector to
the appropriate terminal of the special tool #8815. Ensure the voltmeter leads are connected with the circuit’s cor-
rect polarity.
Yes >> Go To 5
No >> Repair the excessive resistance in the (F855) 5-volt Supply circuit.
5. EXCESSIVE RESISTANCE IN THE (K922) SENSOR RETURN CIRCUIT

Perform a voltage drop test. Backprobe the (K922) Sensor Return circuit at the Throttle Body harness connector to
rect polarity.
Yes >> Go To 6
No >> Repair the excessive resistance in the (K922) Sensor Return circuit.
6. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO (K122) TP SENSOR NO.2 SIGNAL CIRCUIT
Measure the resistance between the (K22) TP Sensor No.1 Signal cir-
cuit and the (K122) TP Sensor No.2 Signal circuit in the Throttle Body
harness connector.
Yes >> Repair the short between the (K122) TP Sensor No.2 Sig-
nal circuit and the (K22) TP Sensor No.1 Signal circuit.
No >> Go To 7
7. PCM
Ground circuits.
8. THROTTLE FOLLOWER TEST

With a scan tool, perform the Throttle Follower Test and monitor the TP Sensor No.1 or No.2 voltage.
Slowly press the throttle pedal down.
The voltage for TP Sensor No.1 should start at approximately 0.3 of a volt and increase to above 4.7 volts.
The voltage for TP Sensor No.2 should start at approximately 4.7 volts and decrease to approximately 0.3 of a volt.
Is the voltage within the range of the listed specification for the appropriate Sensor?
Yes >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure.
No >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assem-
bly. After installation is complete, use a scan tool and select the ETC RELEARN function.
P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW

• When Monitored:
• Set Condition:
Throttle Position Sensor voltage at the PCM is less than 0.16 of a volt for 0.7 of a second. One Trip Fault.
Three good trips to turn off the MIL. ETC light will illuminate.
Possible Causes

(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K922) SENSOR RETURN CIRCUIT
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If a 5-Volt Supply DTC has also set, diagnose the 5-Volt DTC before continuing.
Yes >> Go To 2
No >> Go To 10
2. P0222 ALSO SET

Was the P0222-TP SENSOR NO.2 VOLTAGE LOW DTC set along with the P0122?
Yes >> Go To 3
No >> Go To 4

Disconnect the Throttle Body harness connector.
Measure the voltage on the (F855) 5-volt Supply circuit in the Throttle
Body harness connector.
Yes >> Go To 4
No >> Go To 7

With a scan tool, monitor the TP Sensor No.1 voltage with the Sensor harness connector disconnected.
Yes >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assem-
bly. After installation is complete, using a scan tool select the ETC RELEARN function.
No >> Go To 5
5. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K22) TP Sensor No.1
Signal circuit in the Throttle Body harness connector.
Yes >> Repair the short to ground in the (K22) TP Sensor No.1
Signal circuit.
No >> Go To 6
6. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K922) SENSOR RETURN CIRCUIT
cuit and the (K922) Sensor Return circuit in the Throttle Body harness
connector.
Yes >> Repair the short between the (K922) Sensor Return circuit
and the (K22) TP Sensor No.1 Signal circuit.
No >> Go To 9

to perform diagnostics.
Throttle Body harness connector to the appropriate terminal of special
tool #8815.
Yes >> Go To 8

circuit in the Throttle Body harness connector.
cuit.
No >> Go To 9
9. PCM
Ground circuits.

With a scan tool, perform the Throttle Follower Test.
Monitor the TP Sensor No.1 voltage.
Does voltage start at approximately 0.8 of a volt and go above 3.5 volts with a smooth transition?
bly. After installation is complete, using a scan tool select ETC RELEARN function.
P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH

• When Monitored:
• Set Condition:
Throttle Position Sensor No.1 voltage is greater than 4.8 volts for 25 ms. One Trip Fault. ETC light will illumi-
nate.
Possible Causes
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K22) TP SENSOR NO.1 SIGNAL CIRCUIT OPEN
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
(K922) SENSOR RETURN CIRCUIT OPEN
THROTTLE PLATE JAMMED AGAINST THE MAXIMUM STOP
PCM
Diagnostic Test
1. TP SENSOR NO.1 VOLTAGE ABOVE 4.8 VOLTS

NOTE: Make sure the throttle is fully closed and free from binding or carbon build up.
NOTE: If a 5-Volt Supply DTC has also set, diagnose the 5-Volt DTC before continuing.
NOTE: If P2101 is also set, then make sure that the blade moves freely and does not hang up near Wide
Open Throttle before trying to repair P0123.
Start the engine.
With a scan tool, read the TP Sensor No.1 voltage.
Yes >> Go To 2
No >> Go To 8

Connect a jumper wire between the (K22) TP Sensor No.1 Signal cir-
connector.
With a scan tool, monitor the TP Sensor No.1 voltage.
Is the voltage below 0.5 of a volt with the jumper wire
installed?
Yes >> Disconnect the Battery when replacing the Throttle Body
Assembly. Replace the Throttle Body Assembly. After instal-
lation is complete, using a scan tool, select the ETC
RELEARN function.
No >> Go To 3
3. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K22) TP Sensor No.1 Signal circuit in the Throttle Body harness connector.
Is voltage present?
Yes >> Repair the short to battery voltage in the (K22) TP Sensor No.1 Signal circuit.
No >> Go To 4
4. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT OPEN

Measure the resistance of the (K22) TP Sensor No.1 Signal circuit from
the Throttle Body harness connector to the appropriate terminal of spe-
cial tool #8815.
Yes >> Go To 5
No >> Repair the open in the (K22) TP Sensor No.1 Signal circuit.
5. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
cuit and the (F855) 5-volt Supply circuit in the Throttle Body harness
connector.
No >> Go To 6
6. (K922) SENSOR RETURN CIRCUIT OPEN

Measure the resistance of the (K922) Sensor Return circuit from the
tool #8815.
Yes >> Go To 7
No >> Repair the open in the (K922) Sensor Return circuit.
7. PCM
Ground circuits.

Monitor the TP Sensor No.1 voltage.
bly. After installation is complete, using a scan tool select the ETC RELEARN function.
P0125-INSUFFICIENT COOLANT TEMP FOR CLOSED-LOOP FUEL CONTROL

• When Monitored:
With battery voltage greater than 10.4 volts and after engine is started.
• Set Condition:
The engine temperature does not enable closed loop. Failure time depends on start-up coolant temperature
and ambient temperature. (i.e. 2 minutes for a start temp of 10°C (50°F) or up to 10 minutes for a vehicle with
a start-up temp of -28°C (19°F). Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
LOW COOLANT LEVEL

THERMOSTAT
ECT SENSOR
Diagnostic Test
1. CHECKING COOLANT LEVEL AND CONDITION

NOTE: If an Engine Coolant Temperature (ECT) DTC is set along with this code, diagnose the ECT DTC first.
NOTE: Inspect the ECT terminals and related PCM terminals. Make sure the terminals are free from corro-
sion and damage.
NOTE: The best way to diagnose this DTC is to allow the vehicle to sit overnight outside in order to have
a totally cold soaked engine.
NOTE: Extremely cold outside ambient temperatures may have caused this DTC to set.
WARNING: Never open the cooling system when the engine is hot. The system is under pressure. Extreme
burns or scalding may result. Failure to follow these instructions can result in personal injury or death.
Allow the engine to cool before opening the cooling system.
Inspect the coolant system for proper level and condition.
Is the coolant level and condition OK?
Yes >> Go To 2
No >> Inspect the vehicle for a coolant leak, make the appropriate repairs, and add the correct amount of
coolant.
2. THERMOSTAT OPERATION
NOTE: This test works best if performed on a cold engine (cold soak).
With a scan tool, read the Eng Coolant Temp Deg value. If the engine was allowed to sit overnight (cold soak), the
temperature value should be a sensible value that is somewhere close to the ambient temperature.
NOTE: If engine coolant temperature is above 82°C (180°F), allow the engine to cool until 65°C (150°F) is
reached.
Start the Engine.
During engine warm-up monitor the Eng Coolant Temp Deg value. The temp deg value change should be a smooth
transition from start up to normal operating temp 82°C (180°F). Also monitor the actual coolant temperature with a
thermometer.
NOTE: As the engine warms up to operating temperature, the actual coolant temperature (thermometer read-
ing) and the scan tool Eng Coolant Temp Deg values should stay relatively close to each other.
Using the appropriate service information, determine the proper opening temperature of the thermostat.
Did the thermostat open at the proper temperature?
Yes >> Go To 3
No >> Replace the thermostat.
3. ECT SENSOR OPERATION

With a scan tool, read the Eng Coolant Temp Deg value. If the engine was allowed to sit overnight (cold soak), the
reached.
Start the Engine.
During engine warm-up monitor the Eng Coolant Temp Deg value. The temp deg value change should be a smooth
thermometer.
ing) and the scan tools Eng Coolant Temp Deg value should stay relatively close to each other.
Is the thermometer reading relatively close to the scan tool ECT reading?
Yes >> Test Complete.
No >> Replace the Engine Coolant Temperature Sensor.
P0128-THERMOSTAT RATIONALITY

Theory of Operation
The PCM predicts what the engine coolant temperature should be, based on the engine coolant temperature at
start-up, ambient temperature and how the vehicle is subsequently driven. The predicted engine coolant tempera-
ture is compared to the Engine Coolant Temperature Sensor reading. The error between the two is calculated and
integrated with respect to time. When the Thermostat diagnostic runs, the integrated error is compared to a cali-
brated threshold and pass/fail is determined. Separate pass and fail thresholds are used in order to improve accu-
racy of the diagnostic.
• When Monitored:
Engine running.
• Set Condition:
The PCM predicts a coolant temperature value that it will compare to the actual coolant temperature. A sig-
nificant difference results in an error. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
LOW COOLANT LEVEL

THERMOSTAT OPERATION
SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
TEMPERATURE SENSOR
SIGNAL CIRCUIT OPEN
SIGNAL CIRCUIT SHORTED TO GROUND
SIGNAL CIRCUIT SHORTED TO (K900), (G931) SENSOR GROUND
OTHER POSSIBLE CAUSES
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If any ECT, AAT, CMP or CKP sensor DTCs have set along with P0128, diagnose them before con-
tinuing.
NOTE: Make sure that the Pinion Factor has been programmed correctly into the PCM.
Yes >> Go To 2
2. LOW COOLANT LEVEL

NOTE: If an Engine Coolant Temperature (ECT) DTC is set along with this code, diagnose the ECT DTC first.
NOTE: Inspect the ECT terminals and related PCM terminals. Make sure the terminals are free from corro-
sion and damage.
WARNING: Never open the cooling system when the engine is hot. The system is under pressure. Failure to
follow these instructions can result in personal injury including extreme burns, scalding, or death. Allow the
engine to cool before opening the cooling system.
Check the coolant system to make sure that the coolant is in good condition and at the proper level.
Yes >> Go To 3
No >> Inspect the vehicle for a coolant leak and add the necessary amount of coolant.
3. THERMOSTAT OPERATION
With a scan tool, read the ECT Deg value. If the engine was allowed to sit overnight (cold soak), the temperature
value should be a sensible value that is somewhere close to the ambient temperature.
reached.
Start the Engine.
During engine warm-up, monitor the ECT Deg value. The temp deg value change should be a smooth transition
from start up to normal operating temp 82°C (180°F). Also monitor the actual coolant temperature with a thermom-
eter.
ing) and the scan tool, ECT Temperature value should stay relatively close to each other.
Yes >> Go To 4
4. AMBIENT AIR TEMP SENSOR OPERATION

With a scan tool, read and record the AAT Sensor Temperature value.
Using the DRB Temperature Probe #CH7050, or an equivalent temperature measuring tool, measure the ambient air
temperature near the AAT Sensor.
Is the AAT Sensor value with -15°C (5°F) of the temperature probe reading?
Yes >> Go To 5
No >> Go To 7

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 death.
With a scan tool, read and record the ECT Sensor Temperature value.
Use the DRB Temperature Probe #CH7050, or an equivalent temperature measuring tool, measure the engine cool-
ant temperature.
Is the ECT Sensor value with -15°C (5°F) of the temperature probe reading?
Yes >> Go To 6
No >> Go To 7
6. OTHER POSSIBLE CAUSES

Inspect the Temperature Sensors for any physical damage.
Inspect the engine coolant. Make sure the coolant is at the proper level. Refer to the Service Information COOLING.
Make sure the Temperature Sensors are properly installed.
Make sure the CMP and CKP sensors are installed properly. Check the connectors for any signs of damage.
With the engine running at normal operating temperature, monitor the Temperature sensor parameters while wig-
gling the wire harness. Look for parameter values to change.
Visually inspect the related wire harness. Look for any chafed, pierced, pinched, partially broken wires and broken,
bent, pushed out, or corroded terminals.
diagnosis.
Inspect and clean all PCM, engine, and chassis grounds.
7. SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

NOTE: Visually inspect both the component and the PCM/FCM
connectors. Look for damage, partially broken wires and backed
out or corroded terminals
Disconnect the applicable Temperature Sensor harness connector.
Disconnect the applicable controller harness connectors.
Measure the voltage on the Signal circuit at the Temperature Sensor
harness connector.
Is voltage present?
Yes >> Repair the short to battery voltage in the Signal circuit.
No >> Go To 8
8. TEMPERATURE SENSOR
Connect the controller harness connectors.
Connect a jumper wire across Sensor harness connectors.
With a scan tool, read the Temperature Sensor voltage.
Does the voltage start at 5.0 volts and drop below 1.0 volt
when the jumper wire is installed?
Yes >> Replace the appropriate Temperature Sensor.
No >> Go To 9
NOTE: Disconnect the jumper wire before continuing.
9. SIGNAL CIRCUIT OPEN

diagnosis.
Measure the resistance of the Sensor Signal circuit Sensor harness connector to the appropriate terminal of special
tool #8815 or the FCM.
Yes >> Go To 10
No >> Repair the open in the Sensor Signal circuit.
10. SENSOR GROUND CIRCUIT OPEN

Measure the resistance of the Sensor ground circuit from the appropri-
ate Temperature Sensor harness connector to the appropriate terminal
of special tool #8815 or the FCM.
Yes >> Go To 11
No >> Repair the open in the Sensor ground circuit.
11. SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the Sensor Signal circuit in the Temperature Sensor harness connec-
tor.
Yes >> Repair the short to ground in the Signal circuit.
No >> Go To 12
12. SIGNAL CIRCUIT SHORTED TO SENSOR GROUND CIRCUIT

Measure the resistance between the Signal circuit and the Sensor
ground circuit in the Sensor harness connector.
Yes >> Repair the short between the Sensor ground circuit and the
Sensor Signal circuit.
No >> Go To 13
13. FCM/PCM
NOTE: Before continuing, check the FCM/PCM harness connector
terminals for corrosion, damage, or terminal push out. Repair as
necessary.
Using the schematics as a guide, inspect the wire harness and
connectors. Pay particular attention to all Power and Ground cir-
cuits.
No >> Replace applicable Control Module per Service Information.
P0129-BAROMETRIC PRESSURE OUT-OF-RANGE LOW

• When Monitored:
With the ignition key on. No Cam or Crank signal within 75 ms. Engine speed less than 250 RPM.
• Set Condition:
The PCM senses the voltage from the MAP sensor to be less than 2.2 volts but above 0.04 of a volt for 300
milliseconds. One Trip Fault. Three good trips to turn off the MIL. (ETC lamp will flash)
Possible Causes
(F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE

(K1) MAP SIGNAL CIRCUIT OPEN
(K1) MAP SIGNAL CIRCUIT SHORTED TO (K900) SENSOR GROUND
MAP SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Is the DTC active at this time.
Yes >> Go To 2

Yes >> Go To 3
No >> Go To 7
3. MAP SENSOR
With a scan tool, monitor the MAP Sensor voltage with the Sensor harness connector disconnected.
No >> Go To 4
4. (K1) MAP SIGNAL CIRCUIT OPEN

#8815.
Yes >> Go To 5
No >> Repair the open in the (K1) MAP Signal circuit.
5. (K1) MAP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
the (K1) MAP Signal circuit in the MAP Sensor harness connector.
Yes >> Repair the short between the (K900) Sensor ground circuit
and the (K1) MAP Signal circuit.
No >> Go To 6

Yes >> Repair the short to ground in the (K1) MAP Signal circuit.
No >> Replace the Powertrain Control Module in accordance with
the Service information.
7. (F856) 5-VOLT SUPPLY CIRCUIT SHORTED TO BATTERY VOLTAGE

Yes >> Repair the short to battery voltage in the (F856) 5-volt Sup-
ply circuit.
No >> Go To 8

tool #8815.
Yes >> Go To 9

cuit.
No >> Go To 10
10. PCM
Ground circuits.
P0131-O2 SENSOR 1/1 CIRCUIT LOW

• When Monitored:
Engine running for less than 30 seconds and the O2 Sensor Heater Temperature is less than 251°C (484°F)
with battery voltage greater 10.4 volts.
• Set Condition:
The oxygen sensor signal voltage is below 1.5 volts for 3 seconds after starting engine. One Trip Fault. Three
Possible Causes
(K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO GROUND

(K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO GROUND
(K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO (K902) O2 RETURN UPSTREAM CIRCUIT
(K41) O2 1/1 SIGNAL SHORTED TO THE (Z904) O2 1/1 HEATER GROUND CIRCUIT
O2 SENSOR
PCM
Diagnostic Test
1. O2 SENSOR BELOW 1.5 VOLTS

Start the engine.
Allow the engine to reach normal operating temperature.
With a scan tool, read the 1/1 O2 Sensor voltage.
Yes >> Go To 2
2. (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT

With a scan tool, monitor the O2 Sensor voltage.
Is the 1/1 O2 Sensor voltage above 4.8 volts?
Yes >> Go To 3
No >> Go To 5
3. O2 SENSOR
Measure the voltage on the (K902) O2 Return Upstream circuit in the
Is the voltage at 2.5 volts?
No >> Go To 4
4. (K902) O2 RETURN UPSTREAM CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K902) O2 Upstream
Return circuit in the O2 Sensor harness connector.
Yes >> Repair the short to ground in the (K902) O2 Return
Upstream circuit.
No >> Go To 8
5. (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K41) O2 Sensor 1/1
Signal circuit in the O2 Sensor harness connector.
Yes >> Repair the short to ground in the (K41) O2 Sensor 1/1 Sig-
nal circuit.
No >> Go To 6
6. (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO (K902) O2 RETURN UPSTREAM CIRCUIT
Measure the resistance between the (K41) O2 Sensor 1/1 Signal circuit
and the (K902) O2 Return Upstream circuit in the O2 Sensor harness
connector.
Yes >> Repair the short between the (K902) O2 Return Upstream
circuit and the (K41) O2 Sensor 1/1 Signal circuit.
No >> Go To 7
7. (K41) O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO THE (Z904) O2 1/1 HEATER GROUND CIRCUIT
Measure the resistance between the (K41) O2 Sensor 1/1 Signal circuit
and the (Z904) O2 1/1Heater ground circuit in the O2 Sensor harness
connector.
Yes >> Repair the short between the (Z904) O2 1/1 Heater ground
circuit and the (K41) O2 Sensor 1/1 Signal circuit.
No >> Go To 8
8. PCM
Ground circuits.
P0132-O2 SENSOR 1/1 CIRCUIT HIGH

• When Monitored:
O2 Sensor Heater Temperature is greater than 496°C (925°F) and battery voltage greater than 10.4 volts.
• Set Condition:
The Oxygen Sensor voltage is above 3.7 volts for 40 seconds. One Trip Fault. Three good trips to turn off the
MIL.
Possible Causes
(K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K902) O2 UPSTREAM RETURN CIRCUIT SHORTED TO BATTERY VOLTAGE
(K41) O2 1/1 SIGNAL CIRCUIT OPEN
(K902) O2 UPSTREAM RETURN CIRCUIT OPEN
O2 SENSOR
PCM
Diagnostic Test
1. O2 SENSOR ABOVE 3.7 VOLTS

NOTE: When only one O2 Sensor is shorted to voltage, the scan tool will display all O2 Sensor voltage
readings at approximately 5.0 volts. When diagnosing this DTC, only diagnose the O2 Sensor that set the
DTC.
Start the engine.
Yes >> Go To 2
2. (K41) O2 1/1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Start the engine and allow the engine to idle.
Measure the voltage on the (K41) O2 Sensor 1/1 Signal circuit in the
1/1 O2 Sensor harness connector.
NOTE: Measure the voltage in reference to ground, not the (K902)
O2 Upstream Return circuit.
Yes >> Repair the short to battery voltage in the (K41) O2 Sensor
1/1 Signal circuit.
No >> Go To 3
3. (K902) O2 UPSTREAM RETURN CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K902) O2 Upstream Return circuit in the
Is there any voltage present?
Yes >> Repair the short to battery voltage in the (K902) O2
Upstream Return circuit.
No >> Go To 4
4. 1/1 O2 SENSOR
Connect a jumper wire between the (K41) O2 1/1 Signal circuit and the
(K902) O2 Upstream Return circuit in the O2 Sensor harness connec-
tor.
With a scan tool, monitor the 1/1 O2 Sensor voltage.
Is the voltage between 2.3 and 2.7 volts with the jumper wire
installed?
No >> Go To 5
5. (K41) O2 1/1 SIGNAL CIRCUIT OPEN

Measure the resistance of the (K41) O2 1/1 Signal circuit from the 1/1
O2 Sensor harness connector to the appropriate terminal of special tool
#8815.
Yes >> Go To 6
No >> Repair the open in the (K41) O2 1/1 Signal circuit.
6. (K902) O2 UPSTREAM RETURN CIRCUIT OPEN

Measure the resistance of the (K902) O2 Upstream Return circuit from
tool #8815.
Yes >> Go To 7
No >> Repair the open in the (K902) O2 Upstream Return circuit.
7. PCM
Ground circuits.
P0133-O2 SENSOR 1/1 SLOW RESPONSE

Theory of Operation
For an aged O2 sensor, the response rate to the air/fuel change is slower than when it was new. The O2 sensor
tends to move less with the same air/fuel changes in a given time frame. Therefore by observing the activity of
voltage readings from the upstream O2 sensor, the quality of the O2 sensor can be detected.
• When Monitored:
Vehicle is started and driven between 20 and 55 MPH with the Throttle open for a minimum of 120 seconds.
Coolant greater than 70°C (158°F). Catalytic Converter Temp greater than 600°C, (1112°F) and EVAP Purge is
active.
• Set Condition:
O2 Sensor response is too slow for a calibrated amount of time. Two Trip Fault. Three good trips to turn off the
MIL.
Possible Causes
EXHAUST LEAK
(K41) O2 1/1 SIGNAL CIRCUIT
(K902) O2 RETURN UPSTREAM CIRCUIT
O2 SENSOR
Diagnostic Test
1. ACTIVE DTC
NOTE: Check for contaminants that may have damaged the O2 Sensor: contaminated fuel, unapproved sil-
icone, oil and coolant.
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.
Yes >> Go To 2
2. EXHAUST LEAK
Start the engine.
Inspect the exhaust for leaks between the engine and the O2 Sensor.
If a leak is heard but unable to be located, it may be necessary to use special tool Miller Tool #8404A Evaporative
Emissions Leak Detector (EELD) on the exhaust system to find leaks.
Connect the SMOKE supply tip (black hose) to the exhaust cone adapter (if equipped) and place it into the tail pipe.
Set the smoke/air control switch to SMOKE.
Press the remote smoke/air start button.
While still holding the remote smoke/air start button, use the white light (#8404-CLL) to follow the EVAP system
path, and look for the source of the leak indicated by exiting smoke.
If a leak is concealed from view, release the remote smoke/air start button, and use the ultraviolet (UV) black light
#8404-UVL and the yellow goggles 8404-20 to look for residual traces of dye that is left behind by the smoke.
The exiting smoke deposits a residual fluid that is either bright green or bright yellow in color when viewed with a
UV light.
Be sure to check the exhaust manifold to cylinder head connection for leaks.
Are there any exhaust leaks?
Yes >> Repair or replace the leaking exhaust parts as necessary.
No >> Go To 3
3. (K41) O2 1/1 SIGNAL CIRCUIT HIGH RESISTANCE

Using a voltmeter perform a voltage drop test. Backprobe the (K41) O2 1/1 Signal circuit at the O2 Sensor harness
Yes >> Go To 4
No >> Repair the high resistance in the (K41) O2 1/1 Signal circuit.
4. (K902) O2 RETURN CIRCUIT HIGH RESISTANCE

Using a voltmeter perform a voltage drop test. Backprobe the (K902) O2 Return circuit at the O2 Sensor harness
Yes >> Go To 5
No >> Repair the open in the (K902) O2 Return circuit.
5. O2 SENSOR
Repair
Replace the O2 Sensor
P0135-O2 SENSOR 1/1 HEATER PERFORMANCE

• When Monitored:
Engine running and heater duty cycle greater than 0%. Battery voltage greater than 11.0 volts.
• Set Condition:
No sensor output is received when the PCM powers up the sensor heater. Two trip fault. Three good trips to
turn off the MIL.
Possible Causes
(K99) O2 1/1 HEATER CONTROL CIRCUIT

(Z904) O2 1/1 HEATER GROUND CIRCUIT
O2 SENSOR HEATER ELEMENT
PCM
Diagnostic Test

the O2 Sensor voltage to stabilize between 4.6 and 5.0 volts.
Does the voltage stay above 4.5 volts?
Yes >> Go To 2
2. O2 SENSOR HEATER ELEMENT

NOTE: Allow the O2 sensor to cool down to room temperature.
Disconnect the O2 Sensor harness connector.
Measure the resistance of the O2 Heater Element across the 1/1 O2 Sensor connector between the O2 Heater
Control terminal and the Heater ground terminal.
Is the resistance of the O2 Sensor Heater Element between 2.0 and 30.0 ohms?
Yes >> Go To 3
3. (K99) O2 1/1 HEATER CONTROL CIRCUIT HIGH RESISTANCE

Disconnect the O2 harness connectors.
With the scan tool, actuate the O2 Heater.
Using a 12-volt test light connected ground, probe the (K99) O2 1/1 Heater Control circuit from the O2 harness
connector.
NOTE: The test light should be illuminated and bright. Compare the brightness to that of a direct connec-
tion to the battery.
Does the test light illuminate brightly?
Yes >> Go To 4
No >> Repair the excessive resistance in the (K99) O2 1/1 Heater Control circuit.
4. (Z904) O2 1/1 HEATER GROUND CIRCUIT HIGH RESISTANCE

Using a 12-volt test light connected battery voltage, probe the (Z904) O2 Heater ground circuit in the O2 Sensor
harness connector.
Yes >> Go To 5
No >> Repair the excessive resistance in the (Z904) O2 1/1 Heater ground circuit.
5. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes
(K904) O2 DOWNSTREAM RETURN CIRCUIT SHORTED TO GROUND

(K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO (K904) O2 DOWNSTREAM RETURN CIRCUIT
(K141) O2 1/2 SIGNAL SHORTED TO THE (Z902) O2 1/2 HEATER GROUND CIRCUIT
O2 SENSOR
PCM
Diagnostic Test

Start the engine.
Yes >> Go To 2
2. (K141) O2 1/2 SIGNAL CIRCUIT

Is the O2 Sensor voltage above 4.8 volts?
Yes >> Go To 3
No >> Go To 5
3. O2 SENSOR
Measure the voltage on the (K904) O2 Downstream Return circuit in
the O2 Sensor harness connector.
No >> Go To 4
4. (K904) O2 DOWNSTREAM RETURN CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K904) O2 Down-
stream Return circuit in the O2 Sensor harness connector.
Yes >> Repair the short to ground in the (K904) O2 Downstream
Return circuit.
No >> Go To 8
5. (K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K141) O2 1/2 Signal
circuit in the O2 Sensor harness connector.
Yes >> Repair the short to ground in the (K141) O2 1/2 Signal cir-
cuit.
No >> Go To 6
6. (K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO (K904) O2 DOWNSTREAM RETURN CIRCUIT

Measure the resistance between the (K141) O2 1/2 Signal circuit and
the (K904) O2 Downstream Return circuit in the O2 Sensor harness
connector.
Yes >> Repair the short between the (K904) O2 Downstream
Return circuit and the (K141) O2 1/2 Signal circuit.
No >> Go To 7
7. (K141) O2 1/2 SIGNAL CIRCUIT SHORTED TO (Z902) O2 1/2 HEATER GROUND CIRCUIT
the (Z902) O2 1/2 Heater ground circuit in the O2 Sensor harness con-
nector.
circuit and the (K141) O2 1/2 Signal circuit.
No >> Go To 8
8. PCM
Ground circuits.

• When Monitored:
• Set Condition:
MIL.
Possible Causes

(K904) O2 DOWNSTREAM RETURN CIRCUIT SHORTED TO BATTERY VOLTAGE
(K141) O2 1/2 SENSOR SIGNAL CIRCUIT OPEN
(K904) O2 DOWNSTREAM RETURN CIRCUIT OPEN
O2 SENSOR
PCM
Diagnostic Test

DTC.
Start the engine.
Yes >> Go To 2

O2 Downstream Return circuit.
1/2 Signal circuit.
No >> Go To 3
3. (K904) O2 DOWNSTREAM RETURN CIRCUIT SHORTED TO BATTERY VOLTAGE

Yes >> Repair the short to battery voltage in the (K904) O2 Down-
stream Return circuit.
No >> Go To 4
4. O2 SENSOR
Connect a jumper wire between the (K141) O2 1/2 Signal circuit and
the (K904) O2 Downstream Return circuit in the 1/2 O2 Sensor harness
connector.
installed?
No >> Go To 5

Measure the resistance of the (K141) O2 1/2 Signal circuit from the O2
#8815.
Yes >> Go To 6
6. (K904) O2 DOWNSTREAM RETURN CIRCUIT OPEN

Measure the resistance of the (K904) O2 Downstream Return circuit
from the O2 Sensor harness connector to the appropriate terminal of
special tool #8815.
Yes >> Go To 7
No >> Repair the open in the (K904) O2 Downstream Return cir-
cuit.
7. PCM
Ground circuits.

• When Monitored:
Coolant greater than 70°C (158°F). Catalytic Converter Temp greater than 600°C (1112°F) and EVAP Purge is
active.
• Set Condition:
The oxygen sensor signal voltage switches less than 16 times from lean to rich within 20 seconds during mon-
itoring. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
EXHAUST LEAK
(K904) O2 DOWNSTREAM RETURN CIRCUIT
O2 SENSOR
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. EXHAUST LEAK
Start the engine.
UV light.
No >> Go To 3

Yes >> Go To 4

Yes >> Go To 5
5. O2 SENSOR
Repair
Replace the O2 Sensor

• When Monitored:
• Set Condition:
turn off the MIL.
Possible Causes

(Z902) O2 HEATER GROUND CIRCUIT
PCM
Diagnostic Test

Yes >> Go To 2

Measure the resistance of the O2 Heater Element across the O2 Sensor connector between the O2 Heater Control
terminal and the Heater ground terminal.
Yes >> Go To 3

connector.
Yes >> Go To 4
4. (Z902) O2 1/2 HEATER GROUND CIRCUITHIGH HIGH RESISTANCE

harness connector.
Yes >> Go To 5
No >> Repair the excessive resistance in the (Z902) O2 1/2 Heater ground circuit.
5. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes
(K902) O2 UPSTREAM RETURN CIRCUIT SHORTED TO GROUND

(K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO (K902) O2 UPSTREAM RETURN CIRCUIT
(K43) O2 2/1 SIGNAL SHORTED TO THE (Z904) HEATER GROUND CIRCUIT
O2 SENSOR
PCM
Diagnostic Test

Start the engine.
Yes >> Go To 2

Yes >> Go To 3
No >> Go To 5
3. O2 SENSOR
Yes >> Replace the 2/1 O2 Sensor.
No >> Go To 4
4. (K902) O2 UPSTREAM RETURN CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K902) O2 Upstream
Return circuit in the O2 Sensor harness connector.
Yes >> Repair the short to ground in the (K902) O2 Upstream
Return circuit.
No >> Go To 8

cuit.
No >> Go To 6
6. (K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO (K902) O2 UPSTREAM RETURN CIRCUIT

Measure the resistance between the (K43) O2 2/1 Signal circuit and the
tor.
Yes >> Repair the short between the (K902) O2 Upstream Return
No >> Go To 7
7. (K43) O2 2/1 SIGNAL CIRCUIT SHORTED TO (Z904) HEATER GROUND CIRCUIT

Measure the resistance between the (K43) O2 2/1 Signal circuit and the
(Z904) O2 Heater ground circuit in the O2 Sensor harness connector.
Yes >> Repair the short between the (Z904) O2 Heater ground cir-
cuit and the (K43) O2 2/1 Signal circuit.
No >> Go To 8
8. PCM
Ground circuits.

• When Monitored:
• Set Condition:
MIL.
Possible Causes

(K902) O2 UPSTREAM RETURN CIRCUIT SHORTED TO BATTERY VOLTAGE
(K902) O2 UPSTREAM RETURN CIRCUIT OPEN
O2 SENSOR
PCM
Diagnostic Test

DTC.
Start the engine.
Yes >> Go To 2

O2 Upstream Return circuit.
2/1 Signal circuit.
No >> Go To 3
3. (K902) O2 UPSTREAM RETURN CIRCUIT SHORTED TO BATTERY VOLTAGE

Yes >> Repair the short to battery voltage in the (K902) O2
Upstream Return circuit.
No >> Go To 4
4. O2 SENSOR
Connect a jumper wire between the (K43) O2 2/1 Signal circuit and the
tor.
in place?
No >> Go To 5

Measure the resistance of the (K43) O2 2/1 Signal circuit from the 2/1
O2 Sensor harness connector to the appropriate terminal of special tool
#8815.
Yes >> Go To 6
6. (K902) O2 UPSTREAM RETURN CIRCUIT OPEN

Measure the resistance of the (K902) O2 Upstream Return circuit from
tool #8815.
Yes >> Go To 7
No >> Repair the open in the (K902) O2 Upstream Return circuit.
7. PCM
Ground circuits.

Theory of Operation
For an aged O2 sensor , the response rate to the air/fuel change is slower than when it was new. The O2 sensor
tends to move less with the same air/fuel changes in a given time frame. Therefore by observing the activity of
voltage readings from the upstream O2 sensor, the quality of the O2 sensor can be detected.
• When Monitored:
Coolant greater than 70°C (158°F). Catalytic Converter Temp greater than 600°C, (1112°F) and EVAP Purge is
active.
• Set Condition:
O2 Sensor response is too slow for a calibrated amount of time. Two Trip Fault. Three good trips to turn off the
MIL.
Possible Causes
EXHAUST LEAK
(K902) O2 UPSTREAM RETURN CIRCUIT
O2 SENSOR
Diagnostic Test
1. ACTIVE DTC
With a scan tool, read DTCs and record the related Freeze Frame data.
Yes >> Go To 2
2. EXHAUST LEAK
Start the engine.
UV light.
No >> Go To 3

Yes >> Go To 4

Yes >> Go To 5
5. O2 SENSOR
Repair
Replace the O2 Sensor.

• When Monitored:
• Set Condition:
turn off the MIL.
Possible Causes

(Z904) O2 HEATER GROUND CIRCUIT
PCM
Diagnostic Test

Yes >> Go To 2

Measure the resistance of the O2 Heater Element across the O2 Sensor connector between the O2 Heater Control
terminal and the O2 Heater ground terminal.
Yes >> Go To 3

connector.
Yes >> Go To 4
4. (Z904) O2 SENSOR HEATER GROUND CIRCUIT HIGH RESISTANCE

harness connector.
Yes >> Go To 5
No >> Repair the excessive resistance in the (Z904) O2 Heater ground circuit.
5. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes
(K904) O2 DOWNSTREAM RETURN CIRCUIT SHORTED TO GROUND

(K243) O2 SIGNAL CIRCUIT SHORTED TO (K904) O2 DOWNSTREAM RETURN CIRCUIT
(K243) O2 SIGNAL SHORTED TO THE (Z902) O2 2/2 HEATER GROUND CIRCUIT
O2 SENSOR
PCM
Diagnostic Test

Start the engine.
Yes >> Go To 2

Yes >> Go To 3
No >> Go To 5
3. O2 SENSOR
Measure the voltage on the (K904) O2 Donwstream Return circuit in
No >> Go To 4
4. (K904) O2 DOWNSTREAM RETURN CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K904) O2 Down-
stream Return circuit in the O2 Sensor harness connector.
Yes >> Repair the short to ground in the (K904) O2 Downstream
Return circuit.
No >> Go To 8

cuit.
No >> Go To 6
6. (K243) O2 2/2 SIGNAL CIRCUIT SHORTED TO THE (K904) O2 DOWNSTREAM RETURN CIRCUIT
the (K904) O2 Dowstream Return circuit in the O2 Sensor harness con-
nector.
Yes >> Repair the short between the (K904) O2 Downstream
Return circuit and the (K243) O2 2/2 Signal circuit.
No >> Go To 7
7. (K243) O2 2/2 SIGNAL CIRCUIT SHORTED TO (Z902) O2 2/2 HEATER GROUND CIRCUIT
the (Z902) O2 2/2 Heater ground circuit in the O2 Sensor harness con-
nector.
No >> Go To 8
8. PCM
Ground circuits.

• When Monitored:
• Set Condition:
MIL.
Possible Causes
(K243) O22/2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K904) O2 DOWNSTREAM RETURN CIRCUIT SHORTED TO BATTERY VOLTAGE
(K904) O2 DOWNSTREAM RETURN CIRCUIT OPEN
O2 SENSOR
PCM
Diagnostic Test

DTC.
Start the engine.
Yes >> Go To 2

O2 Downstream Return circuit.
2/2 Signal circuit.
No >> Go To 3
3. (K904) O2 DOWNSTREAM RETURN CIRCUIT SHORTED TO BATTERY VOLTAGE

the 2/2 O2 Sensor harness connector.
Yes >> Repair the short to battery voltage in the (K904) O2 Down-
stream Return circuit.
No >> Go To 4
4. O2 SENSOR
Connect a jumper wire between the (K243) O2 2/2 Signal circuit and
the (K904) O2 Downstream Return circuit in the 2/2 O2 Sensor harness
connector.
installed?
No >> Go To 5

Measure the resistance of the (K243) O2 2/2 Signal circuit from the O2
#8815.
Yes >> Go To 6
6. (K904) O2 DOWNSTREAM RETURN CIRCUIT OPEN

Measure the resistance of the (K904) O2 Downstream Return circuit
from the O2 Sensor harness connector to the appropriate terminal of
special tool #8815.
Yes >> Go To 7
No >> Repair the open in the (K904) O2 Downstream Return cir-
cuit.
7. PCM
Ground circuits.

• When Monitored:
Coolant greater than 70°C (158°F). Catalytic Converter Temp greater than 600°C (1112°F) and EVAP Purge is
active.
• Set Condition:
The oxygen sensor signal voltage switches less than 16 times from lean to rich within 20 seconds during mon-
itoring. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
EXHAUST LEAK
O2 SENSOR
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. EXHAUST LEAK
Start the engine.
UV light.
No >> Go To 3

Yes >> Go To 4

Yes >> Go To 5
5. O2 SENSOR
Repair
Replace the O2 Sensor.

• When Monitored:
• Set Condition:
turn off the MIL.
Possible Causes

(Z902) O2 2/2 HEATER GROUND CIRCUIT
PCM
DIAGNOSIS AND TESTING.
Diagnostic Test

With a scan tool, monitor 2/2 O2 Sensor voltage for at least 2 minutes.
Yes >> Go To 2

Measure the resistance of the 2/2 O2 Heater Element, between the O2 Heater Control terminal and the O2 Heater
ground terminal in the O2 Sensor connector.
Yes >> Go To 3

connector.
Yes >> Go To 4
4. (Z902) O2 2/2 HEATER GROUND CIRCUIT

harness connector.
Yes >> Go To 5
No >> Repair the excessive resistance in the (Z902) O2 Heater ground circuit.
5. PCM
Ground circuits.
P0171-FUEL SYSTEM 1/1 LEAN

• When Monitored:
With the engine running in closed loop mode, the ambient/battery temperature above 20°. F and altitude below
8500 ft.
• Set Condition:
If the PCM multiplies short term compensation by long term adaptive and a certain percentage is exceeded for
two trips, a freeze frame is stored, the MIL illuminates and a trouble code is stored. Two Trip Fault. Three good
trips to turn off the MIL.
Possible Causes
RESTRICTED FUEL SUPPLY LINE

FUEL PUMP INLET STRAINER PLUGGED
FUEL PUMP MODULE
O2 SIGNAL CIRCUIT
O2 RETURN CIRCUIT
O2 SENSOR HEATER OPERATION
O2 SENSOR
MAP SENSOR OPERATION
ECT SENSOR OPERATION
ENGINE MECHANICAL PROBLEM
FUEL FILTER/PRESSURE REGULATOR (HIGH)
PCM
Diagnostic Test
1. ACTIVE DTC
Diagnose all other trouble codes before continuing.
NOTE: Check for contaminants that may have damaged an O2 Sensor: contaminated fuel, unapproved sil-
Yes >> Go To 2
2. CHECKING FUEL PRESSURE

WARNING: The fuel system is under a constant pressure (even with the engine off). Before testing or ser-
vicing any fuel system hose, fitting or line, the fuel system pressure must be released. Failure to follow
these instructions can result in personal injury or death.
Install a fuel pressure gauge to the fuel rail.
With a scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge.
NOTE: Fuel pressure specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi).
CAUTION: Stop All Actuations.
Choose a conclusion that best matches your fuel pressure reading.
Within Specification
Go To 3
Above Specification
Replace the fuel filter/pressure regulator.
Below Specification
Go To 12
3. O2 SENSOR OPERATION
Start the engine.
NOTE: If one of the O2 Sensor’s Signal or Return circuit is 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.
With a scan tool, monitor all of the O2 Sensor voltage readings.
Is the voltage switching between 2.5 and 3.4 volts for all the O2 Sensors?
Yes >> Go To 4
No >> Go To 8
4. 1/1 O2 SENSOR HEATER OPERATION

With a scan tool, actuate the 1/1 O2 Heater Test.
No >> Go To 5
5. MAP SENSOR OPERATION

Connect a Vacuum Gauge to a Manifold Vacuum source.
Start the engine.
Allow the engine to idle.
NOTE: If engine will not idle, maintain a constant RPM above idle.
With the scan tool, read the MAP Sensor vacuum value.
Is the scan tool reading within 1( of the Vacuum Gauge reading?
Yes >> Go To 6
No >> Replace the MAP Sensor.

NOTE: For this test to be valid, the thermostat must be operating correctly.
With a scan tool, read the Engine Coolant Temperature (ECT) Sensor value. If the engine was allowed to sit over-
night (cold soak), the temperature value should be a sensible value that is somewhere close to the ambient tem-
perature.
reached.
Start the Engine.
During engine warm-up, monitor the ECT Sensor value. The temperature value change should be a smooth tran-
sition from start up to normal operating temperature 82°C (180°F). The value should reach at least 82°C (180°F).
Did the ECT value increase smoothly and did it reach at least 180°F (82°C)?
Yes >> Go To 7
7. ENGINE MECHANICAL PROBLEM

Check for any of the following conditions/mechanical problems.
AIR INDUCTION SYSTEM - must be free from leaks.
ENGINE VACUUM - must be at least 13 inches in neutral.
ENGINE VALVE TIMING - must be within specifications.
ENGINE COMPRESSION - must be within specifications.
ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks.
ENGINE PCV SYSTEM - must flow freely.
TORQUE CONVERTER STALL SPEED - must be within specifications.
POWER BRAKE BOOSTER - no internal vacuum leaks.
FUEL - must be free of contamination.
FUEL INJECTOR - plugged or restricted injector; control wire not connected to correct injector.
Are there any engine mechanical problems?
No >> Go To 11
8. 1/1 O2 SENSOR
O2 Sensor voltage should read 5.0 volts on the scan tool with the con-
nector disconnected.
Connect a jumper wire between the (K41) Signal circuit and the (K902)
O2 Upstream Return circuit in the O2 Sensor harness connector.
NOTE: The voltage should drop from 5.0 volts to 2.5 volts with the
jumper wire in place.
Did the O2 Sensor voltage change from 5.0 volts to 2.5 volts
with the jumper wire installed?
No >> Go To 9

With a scan tool, monitor the 1/1 O2 Sensor voltage reading with the
jumper wire removed.
NOTE: The scan tool will display all O2 Sensor voltage readings
approximately 5.0 volts when only one O2 Sensor’s Signal circuit
is shorted to voltage.
NOTE: The scan tool will display one O2 Sensor voltage close to
zero and the others will read lower than normal when one O2 Sen-
sor Signal circuit contains excessive resistance.
Yes >> Go To 10
No >> Check the (K41) O2 Sensor 1/1 Signal circuit for a short to
ground, open, or short to voltage. Inspect the O2 Sensor
connector and the PCM harness connector. If OK, replace
and program the Powertrain Control Module per Service
Information.
10. (K902) O2 UPSTREAM RETURN CIRCUIT

Yes >> Go To 11
No >> Check the O2 Return circuit for a short to ground, open, or
short to voltage. Inspect the O2 Sensor connector and the
PCM harness connector. If OK, replace and program the
Powertrain Control Module per Service Information.
11. PCM
Ground circuits.
12. RESTRICTED FUEL SUPPLY LINE

Raise vehicle on hoist, and disconnect the fuel pressure line at the fuel pump module.
Install special 5/16 fuel line adapter tool #6539 between disconnected fuel line and the fuel pump module.
Attach a fuel pressure test gauge to the T fitting on tool #6539.
Is the fuel pressure within specification?
Yes >> Repair or replace fuel supply line as necessary.
No >> Go To 13
13. FUEL PUMP INLET STRAINER

vicing any fuel system hose, fitting or line, the fuel system pressure must be released.
Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer.
Is the Fuel Inlet Strainer plugged?
Yes >> Replace the Fuel Pump Inlet Strainer.
No >> Go To 14
14. FUEL PUMP MODULE

Repair
Replace the Fuel Pump Module.
P0172-FUEL SYSTEM 1/1 RICH

• When Monitored:
With the engine running in closed loop mode, the ambient/battery temperature above 20°. F and altitude below
8500 ft.
• Set Condition:
If the PCM multiplies short term compensation by long term adaptive and a purge fuel multiplier and the result
is below a certain value for 30 seconds over two trips, a freeze frame is stored, the MIL illuminates and a
trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes

EVAP PURGE SOLENOID OPERATION
O2 SIGNAL CIRCUIT
O2 RETURN CIRCUIT
O2 SENSOR
MAP SENSOR
ECT SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Check for contaminates that may have damaged an O2 Sensor: contaminated fuel, unapproved sil-
Yes >> Go To 2

With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge.
Go To 3
Above Specification
Start the engine.
NOTE: If one of the O2 Sensors Signal or Return circuit is shorted to ground or voltage, all the other O2
Sensor voltage readings will be affected.
With the scan tool, monitor the 1/1 O2 Sensor voltage reading.
Is the voltage switching between 2.5 and 3.4 volts?
Yes >> Go To 4
No >> Go To 9

With the scan tool, perform the 1/1 O2 Heater Test.
With the scan tool, monitor the O2 Sensor voltage while performing the Heater test for at least 2 minutes.
Does the voltage stay above 4.5 volts during the Heater test?
No >> Go To 5

Start the engine.
With a scan tool, read the MAP Sensor vacuum value.
Yes >> Go To 6
NOTE: Remove the vacuum gauge before continuing.

With a scan tool, read the Engine Coolant Temperature Sensor value. If the engine was allowed to sit overnight
(cold soak), the temperature value should be a sensible value that is somewhere close to the ambient temperature.
reached.
Start the Engine.
During engine warm-up, monitor the Engine Coolant Temperature value. The temp value change should be a
smooth transition from start up to normal operating temp 82°C (180°F). The value should reach at least 82°C
(180°F).
Did the ECT value increase smoothly and reach at least 180°F (82°C)?
Yes >> Go To 7
7. EVAP PURGE SOLENOID OPERATION

Disconnect the hoses at the Evap Purge Solenoid.
Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid vacuum source port on the
component side.
Did the Evap Purge Solenoid hold vacuum?
Yes >> Go To 8
No >> Replace the EVAP Purge Solenoid.
NOTE: Connect the vacuum hoses before continuing.

AIR INDUCTION SYSTEM - must be free from restrictions.
No >> Go To 12
9. 1/1 O2 SENSOR
NOTE: Perform the following test on the O2 Sensors whose volt-
age was not switching properly in the previous step.
Connect a jumper wire between the (K41) O2 Sensor 1/1 Signal circuit
and the (K902) O2 Upstream Return circuit in the O2 Sensor harness
connector.
NOTE: The voltage should drop from 5.0 volts down to 2.5 volts
with the jumper wire connected.
Did the O2 Sensor voltage drop from 5 volts to 2.5 volts when
the jumper wire was installed?
Yes >> Replace the 1/1 O2 Sensor
No >> Go To 10

Start the engine.
Yes >> Check the (K41) O2 Sensor 1/1 Signal circuit for damage,
short to ground, open, or short to voltage. Inspect the O2
Sensor connector and the PCM harness connector. If OK,
replace and program the Powertrain Control Module per
Service Information.
No >> Go To 11
11. (K902) O2 SENSOR UPSTREAM RETURN CIRCUIT

Engine still running.
Yes >> Go To 12
No >> Check the (K902) O2 Upstream Return circuit for damage,
NOTE: Turn the ignition off before continuing.
12. PCM
Ground circuits.
P0174-FUEL SYSTEM 2/1 LEAN

• When Monitored:
With the engine running in closed loop mode, the ambient/battery temperature above 20° F and altitude below
8500 ft.
• Set Condition:
Possible Causes

FUEL PUMP MODULE
O2 SIGNAL CIRCUIT
O2 RETURN CIRCUIT
O2 SENSOR
MAP SENSOR OPERATION
ECT SENSOR OPERATION
PCM
Diagnostic Test
1. ACTIVE DTC
Diagnose all other trouble codes before continuing.
NOTE: Check for contaminants that may have damaged an O2 Sensor: contaminated fuel, unapproved sil-
Yes >> Go To 2

Go To 3
Above Specification
Below Specification
Go To 12
Start the engine.
NOTE: If one of the O2 Sensor’s Signal or Return circuit is 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.
Yes >> Go To 4
No >> Go To 8

NOTE: Perform the following test on all O2 Sensors.
With a scan tool, actuate the 2/1 O2 Heater Test.
No >> Go To 5

Start the engine.
Yes >> Go To 6

With the scan tool, read the Engine Coolant Temperature (ECT) Sensor value. If the engine was allowed to sit
overnight (cold soak), the temperature value should be a sensible value that is somewhere close to the ambient
temperature.
reached.
Start the Engine.
During engine warm-up, monitor the ECT Sensor value. The temperature value change should be a smooth tran-
sition from start up to normal operating temperature 82°C (180°F). The value should reach at least 82°C (180°F).
Did the ECT value increase smoothly and did it reach at least 180°F (82°C)?
Yes >> Go To 7

No >> Go To 11
8. O2 SENSOR
With the scan tool, monitor the 2/1 O2 Sensor voltage.
connector.
Did the O2 Sensor voltage change from 5.0 volts to 2.5 volts
when the jumper wire was installed?
No >> Go To 9
9. O2 SENSOR SIGNAL CIRCUIT

With the scan tool, monitor all the O2 Sensor voltage reading with the
jumper wire removed.
NOTE: The scan tool will display all O2 Sensor voltage readings
approximately 5.0 volts when only one O2 Sensor’s Signal circuit
is shorted to voltage.
NOTE: The scan tool will display one O2 Sensor voltage close to
zero and the others will read lower than normal when one O2 Sen-
sor Signal circuit contains excessive resistance.
Yes >> Go To 10
No >> Check all the O2 Signal circuits for a short to ground, open,
or short to voltage. Inspect the O2 Sensor connector and
the PCM harness connector. If OK, replace and program
the Powertrain Control Module per Service Information.
10. (K902) O2 UPSTREAM RETURN CIRCUIT

Yes >> Go To 11
No >> Check the (K902) O2 Upstream Return circuit for a short to
ground, open, or short to voltage. Inspect the O2 Sensor
Information.
11. PCM
Ground circuits.

Install special 5/16 fuel line adapter tool #6539 between disconnected fuel line and the fuel pump module.
Attach a fuel pressure test gauge to the T fitting on tool #6539.
No >> Go To 13

No >> Go To 14
14. FUEL PUMP MODULE

Repair
Replace the Fuel Pump Module.
P0175-FUEL SYSTEM 2/1 RICH

• When Monitored:
With the engine running in closed loop mode, the ambient/battery temperature above 20° F and altitude below
8500 ft.
• Set Condition:
If the PCM multiplies short term compensation by long term adaptive and a purge fuel multiplier and the result
is below a certain value for 30 seconds over two trips, a freeze frame is stored, the MIL illuminates and a
trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes

EVAP PURGE SOLENOID OPERATION
O2 SIGNAL CIRCUIT
O2 RETURN CIRCUIT
O2 SENSOR
MAP SENSOR
ECT SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Check for contaminates that may have damaged an O2 Sensor: contaminated fuel, unapproved sil-
Yes >> Go To 2

Go To 3
Above Specification
Start the engine.
NOTE: If one of the O2 Sensors Signal or Return circuit is shorted to ground or voltage, all the other O2
Sensor voltage readings will be affected.
Yes >> Go To 4
No >> Go To 9

With the scan tool, perform the 2/1 O2 Heater Test for each O2 Sensor.
With the scan tool, monitor the 2/1 O2 Sensor voltage while performing the Heater test for at least 2 minutes.
Does the voltage stay above 4.5 volts for each Sensor?
No >> Go To 5

Start the engine.
Yes >> Go To 6
NOTE: Remove the vacuum gauge before continuing.

With the scan tool, read the Engine Coolant Temperature Sensor value. If the engine was allowed to sit overnight
(cold soak), the temperature value should be a sensible value that is somewhere close to the ambient temperature.
reached.
Start the Engine.
During engine warm-up, monitor the Engine Coolant Temperature value. The temp value change should be a
smooth transition from start up to normal operating temp 82°C (180°F). The value should reach at least 82°C
(180°F).
Did the ECT value increase smoothly and reach at least 180°F (82°C)?
Yes >> Go To 7

Disconnect the hoses at the Evap Purge Solenoid.
Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid vacuum source port on the
component side.
Did the Evap Purge Solenoid hold vacuum?
Yes >> Go To 8
No >> Replace the EVAP Purge Solenoid.
NOTE: Connect the vacuum hoses before continuing.

AIR INDUCTION SYSTEM - must be free from restrictions.
No >> Go To 12
9. 2/1 O2 SENSOR
connector.
NOTE: The voltage should drop from 5.0 volts down to 2.5 volts
with the jumper wire connected.
Did the O2 Sensor voltage drop from 5 volts to 2.5 volts when
the jumper wire was installed?
Yes >> Replace the O2 Sensor
No >> Go To 10
10. O2 SENSOR SIGNAL CIRCUIT

Start the engine.
Yes >> Check the (K43) O2 Sensor 2/1 Signal circuit for damage,
No >> Go To 11
11. (K902) O2 SENSOR UPSTREAM RETURN CIRCUIT

Engine still running.
Yes >> Go To 12
No >> Check the (K902) O2 Upstream Return circuit for damage,
NOTE: Turn the ignition off before continuing.
12. PCM
Ground circuits.
P0196–ENGINE OIL TEMPERATURE SENSOR CIRCUIT PERFORMANCE

• When Monitored:
Engine off time is greater than 480 minutes. Ambient temperature is greater than 4°C (38° F).
• Set Condition:
The PCM detects the Engine Oil Temp value is incorrect by comparing it with the other engine inputs. Three
Possible Causes
(G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(G224) ENGINE OIL TEMP SIGNAL CIRCUIT OPEN
(G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO GROUND
(G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND
ENGINE OIL TEMPERATURE SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. ENGINE OIL TEMP SIGNAL CIRCUIT

Disconnect the Engine Oil Temp Sensor harness connector.
Measure the voltage on the (G224) Engine Oil Temp Signal circuit in the Engine Oil Temp Sensor harness connec-
tor.
Yes >> Go To 3
No >> Go To 4
3. (K900) SENSOR GROUND CIRCUIT

Measure the resistance between ground and the (K900) Sensor Ground circuit in the Engine Oil Temp Sensor har-
ness connector.
Yes >> Replace the Engine Oil Temperature Sensor.
No >> Go To 8
4. (G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

NOTE: Visually inspect both the component and the PCM connec-
tors. Look for damaged, partially broken wires, and backed out or
corroded terminals.
Measure the voltage on the (G224) Engine Oil Temp Signal circuit in
the Engine Oil Temp Sensor harness connector.
Is voltage present?
Yes >> Repair the short to battery voltage in the (G224) Engine Oil
Temp Signal circuit.
No >> Go To 5
5. (G224) ENGINE OIL TEMP SIGNAL CIRCUIT OPEN

Measure the resistance of the (G224) Engine Oil Temp Signal circuit
from the Engine Oil Temp Sensor harness connector to the appropriate
terminal of special tool #8815.
Yes >> Go To 6
No >> Repair the open in the (G224) Engine Oil Temp Signal cir-
cuit.
6. (G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (G224) Engine Oil
Temp Signal circuit in the Engine Oil Temp Sensor harness connector.
Yes >> Repair the short to ground in the (G224) Engine Oil Temp
Signal circuit.
No >> Go To 7
7. (G224) ENGINE OIL TEMP SIGNAL SHORTED TO THE (K900) SENSOR GROUND
Measure the resistance between the (G224) Engine Oil Temp Signal
circuit and the (K900) Sensor ground circuit in the Engine Oil Temp
the (G224) Engine Oil Temp Signal circuit.
No >> Go To 9

Engine Oil Temp Sensor harness connector to the appropriate terminal
of special tool #8815.
Yes >> Go To 9
9. PCM
Ground circuits.
P0197-ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW

• When Monitored:
• Set Condition:
The Engine Oil Temperature sensor circuit voltage at the PCM is less than the calibrated amount. One Trip
Fault. Three good trips to clear the MIL.
Possible Causes
(G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO GROUND

(G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. ENGINE OIL TEMPERATURE SENSOR

With the scan tool, clear the DTC.
With the scan tool, read DTCs.
Does the P0198-ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH set?
Yes >> Replace the Engine Oil Temp Sensor.
No >> Go To 3
3. (G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
the (G224) Engine Oil Temp Signal circuit in the Engine Oil Temp Sen-
Yes >> Repair the short to between the (K900) Sensor ground cir-
cuit and the (G224) Engine Oil Temp Signal circuit.
No >> Go To 4
4. (G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED GROUND

Measure the resistance between ground and the (G224) Engine Oil
Temp Signal circuit in the Engine Oil Temp Sensor harness connector.
Yes >> Repair the short to ground in the (G224) Engine Oil Temp
Signal circuit.
No >> Go To 5
5. PCM
Ground circuits.
P0198-ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH

• When Monitored:
• Set Condition:
The Engine Oil Temperature sensor circuit voltage at the PCM is greater than the calibrated amount. One Trip
Possible Causes
(G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(G224) ENGINE OIL TEMP SIGNAL CIRCUIT OPEN
PCM
Diagnostic Test
1. ACTIVE DTC
IS the DTC active at this time?
Yes >> Go To 2
2. ENGINE OIL TEMP SENSOR

• With the scan tool, clear the DTC.
Connect a jumper wire between the (G224) Engine Oil Temp Signal cir-
cuit and the (K900) Sensor ground circuit in the Engine Oil Temp Sen-
Does the P0197-ENGINE OIL TEMPERATURE SENSOR CIRCUIT
LOW DTC set?
Yes >> Replace the Engine Oil Temp Sensor.
No >> Go To 3
3. (G224) ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (G224) Engine Oil Temp Signal circuit in
the Engine Oil Temp Sensor harness connector.
Temp Signal circuit.
No >> Go To 4
4. (G224) ENGINE OIL TEMP SIGNAL CIRCUIT OPEN

Measure the resistance of the (G224) Engine Oil Temp Signal circuit
from the Engine Oil Temp Sensor harness connector to the appropriate
Yes >> Go To 5
No >> Repair the open in the (G224) Engine Oil Temp Signal cir-
cuit.

Engine Oil Temp Sensor harness connector to the appropriate terminal
Yes >> Go To 6
6. PCM
Ground circuits.
P0201-FUEL INJECTOR 1 CIRCUIT

• When Monitored:
With battery voltage greater than 10 volts. Auto Shutdown Relay energized. Engine speed less than 3000 rpm.
• Set Condition:
No inductive spike is detected after injector turn off.
Possible Causes
(K343) ASD RELAY OUTPUT 2 CIRCUIT

(K11) INJECTOR CONTROL NO.1 CIRCUIT OPEN
(K11) INJECTOR CONTROL NO.1 CIRCUIT SHORTED TO GROUND
FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. (K33) ASD RELAY OUTPUT 2 CIRCUIT

Disconnect the No.1 Fuel Injector harness connector.
With the scan tool, actuate the ASD Relay.
Using a 12-volt test light connected to ground, backprobe the (K343)
ASD Relay Output 2 circuit in the Fuel Injector harness connector.
Yes >> Go To 3
No >> Repair the excessive resistance or short to ground in the
(K343) ASD Relay Output 2 circuit.
3. FUEL INJECTOR
Using a 12-volt test light connected to 12-volts, backprobe the (K11)
Injector Control No.1 circuit.
With the scan tool, actuate the Fuel Injector.
What is the state of the test light during the actuation?
Brightly Blinking.
Replace the Fuel Injector.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5
4. (K11) INJECTOR CONTROL NO.1 CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K11) Injector Control
No.1 circuit in the Injector harness connector.
Yes >> Repair the short to ground in the (K11) Injector Control
No.1 circuit.
No >> Go To 6
5. (K11) INJECTOR CONTROL NO.1 CIRCUIT OPEN

Measure the resistance of the (K11) Injector Control No.1 circuit from
the Fuel Injector harness connector to the appropriate terminal of spe-
cial tool #8815.
Yes >> Go To 6
No >> Repair the open in the (K11) Injector Control No.1 circuit.
6. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

ASD Relay Output 2 circuit in the No.2 Fuel Injector harness connector.
Yes >> Go To 3
3. FUEL INJECTOR
With the scan tool, actuate the No.2 Fuel Injector.
Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5

No.2 circuit.
No >> Go To 6

cial tool #8815.
Yes >> Go To 6
6. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

ASD Relay Output 2circuit in the No.3 Fuel Injector harness connector.
Yes >> Go To 3
(K343) ASD Relay Output 2circuit.
3. FUEL INJECTOR
Using a 12-volt test light connected to 12-volts, backprobe the (K13) Injector Control No.3 circuit.
Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5

No.3 circuit.
No >> Go To 6

cial tool #8815.
Yes >> Go To 6
6. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

Yes >> Go To 3
3. FUEL INJECTOR
Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5

No.4 circuit.
No >> Go To 6

cial tool #8815.
Yes >> Go To 6
6. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

Yes >> Go To 3
3. FUEL INJECTOR
Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5

No.5 circuit.
No >> Go To 6

cial tool #8815.
Yes >> Go To 6
6. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

Yes >> Go To 3
3. FUEL INJECTOR
Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5

No.6 circuit.
No >> Go To 6

cial tool #8815.
Yes >> Go To 6
6. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

Yes >> Go To 3
Perform the POWERTRAIN VERIFICATION TEST. (Refer to
9 - ENGINE - STANDARD PROCEDURE)
3. FUEL INJECTOR
Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5

Yes >> Repair the short to ground in the (K26) Injector Control No.7
circuit.
No >> Go To 6

cial tool #8815.
Yes >> Go To 6
6. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

FUEL INJECTOR
PCM
Diagnostic Test
1. ACTIVE DTC
With a scan tool, read DTC.
Yes >> Go To 2

Yes >> Go To 3
3. FUEL INJECTOR
Brightly Blinking.
ON Constantly.
Go To 4
OFF Constantly.
Go To 5

Yes >> Repair the short to ground in the (K28) Injector Control No.8
circuit.
No >> Go To 6

cial tool #8815.
Yes >> Go To 6
6. PCM
Ground circuits.
P0221-THROTTLE POSITION SENSOR 2 PERFORMANCE

• When Monitored:
Ignition on and No MAP Sensor DTCs set.
• Set Condition:
TP Sensor signals do not correlate to the MAP Sensor signal. Two Trip Fault. ETC light will illuminate. P2135
should set with this code also.
Possible Causes
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any other TP Sensor DTC(s) before continuing.
NOTE: The throttle plate and linkage should be free from binding and carbon build up.
NOTE: Make sure the throttle plate is at the idle position.
NOTE: Inspect the engine for vacuum leaks.
Yes >> Go To 2
No >> Go To 8

4.5 volts to less than 0.5 of a volt.
0 volts to 5.0 volts?
Yes >> Replace the Throttle Body Assembly. Disconnect the Bat-
RELEARN function.
No >> Go To 3
3. EXCESSIVE RESISTANCE IN THE (K22) TP SENSOR NO.1 SIGNAL CIRCUIT AND (K122) TP SENSOR
NO.2 SIGNAL CIRCUIT
Using a voltmeter perform a voltage drop test. Backprobe the (K22) TP Sensor No.1 Signal circuit at the Throttle
Body harness connector to the appropriate terminal of the special tool #8815. Ensure the voltmeter leads are con-
Repeat the voltage drop test for the (K122) TP Sensor No.2 Signal circuit.
Yes >> Go To 4
No >> Repair the excessive resistance in the (K22) TP Sensor No.1 Signal circuit or the (K122) TP Sensor

Perform a voltage drop test. Backprobe the (F855) 5-volt Supply circuit at the Throttle Body harness connector to
rect polarity.
Yes >> Go To 5

rect polarity.
Yes >> Go To 6
6. (K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO (K122) TP SENSOR NO.2 SIGNAL CIRCUIT
cuit and the (K122) TP Sensor No.2 Signal circuit in the Throttle Body
harness connector.
No >> Go To 7
7. PCM
Ground circuits.

P0222-THROTTLE POSITION SENSOR 2 CIRCUIT LOW
For a complete Engine wiring diagram Refer to Section 8W.

• When Monitored:
• Set Condition:
Throttle Position Sensor voltage at the PCM is less than 0.16 of a volt for 0.7 of a second. One Trip Fault.
Three good trips to turn off the MIL.
Possible Causes

(K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
(K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO THE (K922) SENSOR RETURN CIRCUIT
THROTTLE PLATE JAMMED AGAINST THE MAXIMUM STOP
PCM
Diagnostic Test
1. TP SENSOR NO.2 BELOW 0.35 OF A VOLT

NOTE: If a 5-Volt supply DTC has also set, diagnose the 5-Volt DTC before continuing.
NOTE: Make sure the throttle moves freely and does not hang up at Wide Open Throttle, by performing the
Throttle Follower Test
NOTE: If P2101 is also set, then make sure that the blade moves freely and does not hang up near Wide
Open Throttle before trying to repair P0222.
With the scan tool, read the TP Sensor voltage.
Yes >> Go To 2
No >> Go To 11
2. P0122 ALSO SET
Was the P0122-TP SENSOR NO.1 VOLTAGE LOW DTC set along with the P0222?
Yes >> Go To 3
No >> Go To 4

Measure the voltage on the (F855) 5-volt Supply circuit in the Throttle
Body harness connector.
Yes >> Go To 4
No >> Go To 8

Connect a jumper wire between the (F855) 5-volt Supply circuit and the
(K122) TP Sensor No.2 Signal circuit in the Throttle Body harness con-
nector.
With the scan tool, monitor the TP Sensor No.2 voltage.
installed?
Yes >> Disconnect the Battery when replacing the Throttle Body
lation is complete, with a scan tool select the ETC
RELEARN function.
No >> Go To 5
5. (K122) TP SENSOR NO.2 SIGNAL CIRCUIT OPEN

Measure the resistance of the (K122) TP Sensor No.2 Signal circuit
from the Throttle Body harness connector to the appropriate terminal of
special tool #8815.
Yes >> Go To 6
No >> Repair the open in the (K122) TP Sensor No.2 Signal cir-
cuit.
6. (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K122) TP Sensor
No.2 Signal circuit at the Throttle Body harness connector.
Yes >> Repair the short to ground in the (K122) TP Sensor No.2
Signal.
No >> Go To 7
7. (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO (K922) SENSOR RETURN CIRCUIT
cuit and the (K922) TP Sensor Return circuit at the Throttle Body har-
ness connector.
Yes >> Repair the short between the (K922) Sensor Return circuit
No >> Go To 10

tool #8815.
Yes >> Go To 9

circuit at the Throttle Body harness connector.
cuit.
No >> Go To 10
10. PCM
Ground circuits.

With the scan tool, perform the Throttle Follower Test.
Monitor the TP Sensor No.2 voltage while slowly pressing the Throttle pedal down.
Is there a smooth voltage change from high to low?
bly. After installation is complete, with a scan tool select the ETC RELEARN function.
P0223-THROTTLE POSITION SENSOR 2 CIRCUIT HIGH

• When Monitored:
With the ignition on.
• Set Condition:
Throttle Position Sensor No.2 Signal circuit voltage is greater than 4.9 volts for 25 ms. One Trip Fault. ETC
light will illuminate.
Possible Causes
(K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO (F855) 5-VOLT SUPPLY CIRCUIT
(K922) SENSOR RETURN CIRCUIT OPEN
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If a 5-Volt supply DTC has also set, diagnose the 5-Volt DTC before continuing.
Yes >> Go To 2
No >> Go To 7

Disconnect the Throttle Body Assembly harness connector.
With the scan tool monitor the TP Sensor No.2 voltage.
Is the voltage below 0.5 volt?
Yes >> Disconnect the Battery when replacing the Throttle Body Assembly. Replace the Throttle Body Assem-
bly. After installation is complete, with the scan tool select the ETC RELEARN function.
No >> Go To 3
3. (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K122) TP Sensor No.2 Signal circuit at the
Throttle Body harness connector.
Yes >> Repair the short to battery voltage in the (K122) TP Sensor
No >> Go To 4
4. (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO (F855) 5-VOLT SUPPLY CIRCUIT
cuit and the (F855) 5-volt Supply circuit at the Throttle Body harness
connector.
nal circuit and the (F855) 5-volt Supply circuit.
No >> Go To 5
5. (K922) SENSOR RETURN CIRCUIT OPEN

tool #8815.
Yes >> Go To 6
No >> Repair the open in the (K922) Sensor Return circuit.
6. PCM
Ground circuits.

With the scan tool, perform the Throttle Follower Test.
Monitor the TP Sensor No.2 voltage while slowly pressing the Throttle pedal down.
Is there a smooth voltage change from high to low?
bly. After installation is complete, with the scan tool select the ETC RELEARN function.
P0300- MULTIPLE CYLINDER 1 MISFIRE

• When Monitored:
Any time the engine is running, and the adaptive numerator has been successfully updated.
• Set Condition:
The threshold to set the fault is application specific; it is tied to the level of misfire that will cause emissions to
increase to 1.5 times the standard or in some cases 1%. It is always a two trip fault above the calibrated RPM.
It takes 1 soft fail to set a malfunction and two trips to set the MIL. Three good trips to turn off the MIL.
Possible Causes

INJECTOR CONTROL CIRCUIT
COIL CONTROL CIRCUIT
IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL PRESSURE LEAK DOWN
FUEL INJECTOR
PCM
Diagnostic Test
1. CYLINDER MIS-FIRE CONDITION ACTIVE

NOTE: Check for any TSB’s that apply to a Misfire condition. Review the vehicle repair history for any mis-
fire condition repairs that have been performed.
Engine running.
Observe the WHICH CYLINDER IS MISFIRING screen and identify the cylinders that have a misfire present.
Is there a misfire present at this time?
Yes >> Go To 2
NOTE: Repeat the below checks for each cylinder that is indicating a misfire present.
2. VISUAL INSPECTION
NOTE: Anything that affects the speed of the crankshaft can cause a misfire DTC.
NOTE: When a Misfire is detected for a particular cylinder, the PCM will shut down that cylinders Injector
Control circuit.
- Visually inspect the engine for any of the following conditions.
- Worn serpentine belt
- Binding Engine-Driven accessories: A/C Compressor, P/S Pump, Water pump.
- Misalignment Water pump, P/S Pump and A/C Compressor pulleys
- Corroded PCM power and ground circuits.
- Improper CKP, CMP, MAP, and TP Sensor mounting
- Poor connector/terminal to component connection. i.e., CKP sensor, Fuel Injector, Ign coil, etc.
- Vacuum leaks
- Restricted Air Induction system or Exhaust system.
- Internal engine component failures.
No >> Go To 3

NOTE: On the 2.7 and 3.5L engines, cylinders 1, 3 and 5, it is necessary to remove the upper intake to
access the ignition coils and the Fuel Injector harness connectors.
Disconnect the Ignition Coil harness connector.
Disconnect the Fuel Injector harness connector.
Using a 12-volt test light connected to ground, probe the (K343) ASD Relay Output 2 circuit in the Ignition Coil
harness connector and Fuel Injector harness connector while the relay is actuating.
Yes >> Go To 4
No >> Repair the excessive resistance or short to ground in the (K343) ASD Relay Output 2 circuit.
4. IGNITION SYSTEM OPERATION

access the ignition coils. Once the ignition coil has been removed from the cylinder head, the intake must
be reinstall to be able 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.
Connect the Ignition Coil harness connector.
Remove the Ignition Coil.
Leave the Fuel Injector harness connector of the cylinder being tested disconnected.
Install a spark tester on the Ignition Coil.
While cranking the engine observe the spark coming from the spark tester.
NOTE: A crisp blue spark that is able to jump the gap of the spark tester should be generated.
Is good spark present?
Yes >> Go To 5
No >> Go To 14
NOTE: Connect the Fuel Injector harness connector before continuing.
5. SPARK PLUG
NOTE: Vehicles that are equipped with the 5.7L or 6.1L engines must have both sparks (per cylinder)
removed and inspected to ensure proper operation.
Remove the Spark Plug.
Inspect the Spark Plug for the following conditions.
- Cracks
- Carbon Tracking
- Foreign Material
- Gap size out of specifications
- Loose or broke electrode
NOTE: Lightly tap the bottom of the spark plug on a solid surface. The electrode in the spark plug should
not move.
Yes >> Replace the Spark Plug.
No >> Go To 6
6. FUEL PRESSURE CHECK

Start the engine and observe the fuel pressure reading.
Go To 7
Below Specification
Go To 12
Above Specification
7. FUEL PRESSURE LEAK DOWN

NOTE: Before continuing visually and physically inspect the fuel delivery system for external leaks or dam-
age. Repair/replace as necessary.
these instructions can result in personal injury or death
Install special tool #6539 (5/169) or #6631 (3/89) fuel line adapter.
Install the fuel pressure gauge.
Start the engine and allow the fuel system to reach maximum pressure.
NOTE: Fuel specification is 407 KPa +/- 34 KPa (59 psi +/- 5 psi).
Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the fuel pressure gauge and the
engine.
Monitor the fuel pressure gauge for a minimum of 5 minutes.
NOTE: The pressure should not fall below 241 KPa (35 psi).
Does the gauge fall below the listed specification?
Yes >> Replace the leaking Fuel Injector(s).
No >> Go To 8
8. FUEL INJECTOR OPERATION

CAUTION: After each Fuel Injector actuation, start the engine to clean the cylinder of fuel. Failure to do so
could cause engine damage.
Remove special tool #C4390.
Start the engine and allow the fuel pressure to reach maximum pressure.
Using the scan tool, actuate the Fuel Injector.
Monitor the fuel pressure gauge.
Does the fuel pressure gauge indicate a drop in fuel pressure?
Yes >> Go To 9
No >> Go To 10
NOTE: Turn the ignition off, remove the Fuel Pressure gauge, and connect the fuel lines before continuing.

ENGINE VACUUM - must be at least 13 inches in neutral
ENGINE VALVE TIMING - must be within specifications
ENGINE COMPRESSION - must be within specifications
ENGINE PCV SYSTEM - must flow freely
TORQUE CONVERTER STALL SPEED - must be within specifications
POWER BRAKE BOOSTER - no internal vacuum leaks
FUEL - must be free of contamination
CAM LOBES - must not be worn excessively
CYLINDER LEAKAGE TEST - must be within specifications
VALVE SPRINGS - cannot be weak or broken
No >> Go To 17
10. FUEL INJECTOR

Disconnect the Fuel Injector harness connector.
Control circuit.
With the scan tool, erase DTCs.
Using a 12-volt test light connected to 12-volts, probe the Injector Control circuit.
Does the test light blink/flicker?
Yes >> Replace the Fuel Injector.
No >> Go To 11
11. INJECTOR CONTROL CIRCUIT

diagnosis.
Check the Injector Control circuit for an open, short to ground, and short to voltage.
Was a problem found with the Injector Control circuit?
Yes >> Repair the excessive resistance or short in the Injector Control circuit.
No >> Go To 17
12. FUEL SUPPLY LINE RESTRICTED

Install special tool #6539 (5/169) #6631(3/89) fuel line adapter and the fuel pressure gauge between the fuel supply
line and the fuel pump module.
No >> Go To 13

No >> Before continuing, check the Fuel Pump Module harness connector terminals for corrosion, damage, or
terminal push out. Make sure the ground circuit is operating properly. Repair as necessary. Replace the
Fuel Pump Module.
14. IGNITION WIRE

NOTE: If the vehicle being tested does not have an ignition wire answer YES to this test and continue.
Remove the ignition wire.
Measure the resistance of the ignition wire.
Is the resistance below 10K ohms?
Yes >> Go To 15
No >> Replace the Ignition Wire.
15. IGNITION COIL

Remove the Fuel Pump Relay.
Using a 12-volt test light connected to 12-volts, probe the Coil Control circuit.
Crank the engine for 5 second while observing the test light.
Does the test light brightly blink/flicker?
Yes >> Replace the Ignition Coil.
No >> Go To 16
16. COIL CONTROL CIRCUIT

diagnosis.
Check the Coil Control circuit for an open, short to ground, and short to voltage.
Was a problem found with the Coil Control circuit?
Yes >> Repair the Coil Control circuit.
No >> Go To 17
17. PCM
Ground circuits.
P0301-CYLINDER 1 MISFIRE

• When Monitored:
• Set Condition:
Possible Causes

(K11) INJECTOR CONTROL NO.1 CIRCUIT
(K19) COIL CONTROL NO.1 CIRCUIT
IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
PCM
Diagnostic Test

Engine running.
Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute on the scan tool.
Yes >> Go To 2
Control circuit.
- Vacuum leaks
No >> Go To 3

NOTE: On the 2.7 and 3.5L engines, cylinders 1, 3 and 5, it is nec-
essary to remove the upper intake to access the ignition coils and
the Fuel Injector harness connectors.
Disconnect the Ignition Coil No.1 harness connector.
Disconnect the Fuel Injector No.1 harness connector.
Using a 12-volt test light connected to ground, probe the (K343) ASD
Relay Output 2 circuit in the Ignition Coil harness connector and Fuel
Injector harness connector while the relay is actuating.
Yes >> Go To 4

Connect the Ignition Coil No.1 harness connector.
Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
NOTE: Vehicles that are equipped with the 5.7L or 6.1L engines must have both spark plugs (per cylinder)
- Cracks
- Carbon Tracking
- Foreign Material
not move.
No >> Go To 6

Go To 7
Below Specification
Go To 12
Above Specification

engine.
No >> Go To 8

Using the scan tool, actuate the No.1 Fuel Injector.
Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR

NOTE: When a Misfire is detected for a particular cylinder, the
PCM will shut down that cylinders Injector Control circuit.
Using a 12-volt test light connected to 12-volts, probe the (K11) Injector
Control No.1 circuit.
No >> Go To 11
11. (K11) INJECTOR CONTROL NO.1 CIRCUIT

Check the (K11) Injector Control No.1 circuit for an open, short to
ground, and short to voltage.
Was a problem found with the (K11) Injector Control No.1 cir-
cuit?
Yes >> Repair the excessive resistance or short in the (K11) Injec-
tor Control No.1 circuit.
No >> Go To 17

No >> Go To 13

Fuel Pump Module.
14. IGNITION WIRE

Yes >> Go To 15
15. IGNITION COIL

Using a 12-volt test light connected to 12-volts, probe the (K19) Coil
No >> Go To 16
16. (K19) COIL CONTROL NO.1 CIRCUIT

Check the (K19) Coil Control No.1 circuit for an open, short to ground,
and short to voltage.
Was a problem found with the (K19) Coil Control No.1 circuit?
Yes >> Repair the (K19) Coil Control No.1 circuit.
No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
PCM
Diagnostic Test

Engine running.
Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute with the scan tool.
Is there a misfire present?
Yes >> Go To 2
Control circuit.
Visually inspect the engine for any of the following conditions.
- Vacuum leaks
No >> Go To 3

Disconnect the Ignition Coil No.2 harness connector.
Disconnect the Fuel Injector No.2 harness connector.
Yes >> Go To 4

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.
No >> Go To 6

Go To 7
Below Specification
Go To 12
Above Specification

age. Repair /replace as necessary.
engine.
NOTE: The pressure should not fall below 241 KPa (35 psi)
No >> Go To 8

Using scan tool, actuate the No.2 Fuel Injector.
Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR

No >> Go To 11

cuit?
No >> Go To 17

No >> Go To 13

terminal push out. Ensure the ground circuit is operating properly. Repair as necessary. Replace the
Fuel Pump Module.
14. IGNITION WIRE

Yes >> Go To 15
15. IGNITION COIL

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
PCM
Diagnostic Test

Engine running.
Yes >> Go To 2
Control circuit.
- Vacuum leaks
No >> Go To 3
3. (K343) ASD RELAY OUTPUT CIRCUIT

Disconnect the No.3 Ignition Coil harness connector.
With a scan tool, actuate the ASD Relay.
Relay Output circuit in the Ignition Coil harness connector and Fuel
Yes >> Go To 4

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.
No >> Go To 6

Go To 7
Below Specification
Go To 12
Above Specification

engine.
No >> Go To 8

Using a scan tool, actuate the No.3 Fuel Injector.
Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR

No >> Go To 11

cuit?
No >> Go To 17

No >> Go To 13

Fuel Pump Module.
14. IGNITION WIRE

Yes >> Go To 15
15. IGNITION COIL

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
PCM
Diagnostic Test

Engine running.
Yes >> Go To 2
Control circuit.
- Vacuum leaks
No >> Go To 3

Relay Output circuit in the Ignition Coil harness connector and Fuel
Yes >> Go To 4

Connect the No.4 Ignition Coil harness connector.
Remove the No.4 Ignition Coil.
Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.
No >> Go To 6

Go To 7
Below Specification
Go To 12
Above Specification

engine.
No >> Go To 8

Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR

No >> Go To 11

cuit?
No >> Go To 17

No >> Go To 13

Fuel Pump Module.
14. IGNITION WIRE

Yes >> Go To 15
15. IGNITION COIL

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
PCM
Diagnostic Test

Engine running.
Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute with a scan tool.
Yes >> Go To 2
Control circuit.
- Vacuum leaks
No >> Go To 3

Yes >> Go To 4

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.
No >> Go To 6

Go To 7
Below Specification
Go To 12
Above Specification

engine.
No >> Go To 8

Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR

No >> Go To 11

cuit?
No >> Go To 17

No >> Go To 13

Perform (NGC) POWERTRAIN VERIFICATION TEST VER - 5. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE -DIAGNOSIS AND TESTING)
Fuel Pump Module.
14. IGNITION WIRE

Yes >> Go To 15
15. IGNITION COIL

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
PCM
Diagnostic Test

Engine running.
Yes >> Go To 2
Control circuit.
- Vacuum leaks
No >> Go To 3

Yes >> Go To 4

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.
No >> Go To 6

Go To 7
Below Specification
Go To 12
Above Specification

engine.
No >> Go To 8

Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR

Perform (NGC) POWERTRAIN VERIFICATION TEST VER
- 5. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/POWERTRAIN CONTROL MODULE -DIAGNO-
SIS AND TESTING)
No >> Go To 11

cuit?
No >> Go To 17

No >> Go To 13

Fuel Pump Module.
14. IGNITION WIRE

Yes >> Go To 15
15. IGNITION COIL

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
PCM
Diagnostic Test

Engine running.
Yes >> Go To 2
Control circuit.
- Vacuum leaks
No >> Go To 3

Yes >> Go To 4

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.
No >> Go To 6

Go To 7
Below Specification
Go To 12
Above Specification

engine.
No >> Go To 8

Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR

NOTE: When a Misfire is detected for a particular cylinder, the PCM
will shut down that cylinders Injector Control circuit.
No >> Go To 11

cuit?
No >> Go To 17

No >> Go To 13

Fuel Pump Module.
14. IGNITION WIRE

Yes >> Go To 15
15. IGNITION COIL

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.

• When Monitored:
• Set Condition:
Possible Causes

IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
PCM
Diagnostic Test

Engine running.
Is there misfire present at this time?
Yes >> Go To 2
Control circuit.
- Vacuum leaks
No >> Go To 3

Yes >> Go To 4

Yes >> Go To 5
No >> Go To 14
5. SPARK PLUG
- Cracks
- Carbon Tracking
- Foreign Material
not move.
No >> Go To 6

Go To 7
Below Specification
Go To 12
Above Specification

engine.
No >> Go To 8

Yes >> Go To 9
No >> Go To 10

No >> Go To 17
10. FUEL INJECTOR

NOTE: When a Misfire is detected for a particular cylinder, the PCM
will shut down that cylinders Injector Control circuit.
No >> Go To 11

cuit?
No >> Go To 17

No >> Go To 13

Fuel Pump Module.
14. IGNITION WIRE

Yes >> Go To 15
15. IGNITION COIL

No >> Go To 16

No >> Go To 17
17. PCM
Ground circuits.
P0315-NO CRANK SENSOR LEARNED

• When Monitored:
Under closed throttle decel and A/C off. ECT above 75°C (167°F). Engine start time is greater than 50 sec-
onds.
• Set Condition:
One of the CKP sensor target windows has more than 2.86% variance from the reference. One Trip Fault.
Possible Causes
TONE WHEEL/PULSE RING

WIRE HARNESS
Diagnostic Test
1. ACTIVE DTC
With a scan tool, clear DTCs, PCM battery disconnect to reset the PCM.
Start the engine.
If the MIL has not yet illuminated, test drive the vehicle to try to get the code to reset.
Does the code reset while cranking or during the test drive?
Yes >> Go To 2

Visually inspect the CKP wire harness. Look for any chafed, pierced,
pinched, or partially broken wires.
Visually inspect the CKP wire harness connectors. Look for broken,
bent, pushed out, or corroded terminals.
Make sure the Crankshaft Position Sensor is properly installed and the
mounting bolt(s) are torqued to the proper specification.
Yes >> Repair as necessary
No >> Go To 3

No >> Go To 4
4. CRANKSHAFT POSITION SENSOR

Repair
Replace the Crankshaft Position Sensor.
P0325-KNOCK SENSOR 1 CIRCUIT

• When Monitored:
This monitor runs above 2000 rpm, under open throttle conditions. The high voltage test runs all the times the
engine is running.
• Set Condition:
The High voltage fault will set at 4.8 volts. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
(K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT OPEN
(K942) KNOCK SENSOR NO.1 RETURN CIRCUIT OPEN
(K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO (K942) KNOCK SENSOR NO.1 RETURN
CIRCUIT
(K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
KNOCK SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. (K42) KNOCK SENSOR NO.1 SIGNAL SHORTED TO BATTERY VOLTAGE

Disconnect the No.1 Knock Sensor harness connector.
Measure the voltage on the (K42) Knock Sensor No.1 Signal circuit in
the Knock Sensor harness connector.
Does the voltmeter indicate voltage present?
Yes >> Repair the short to battery voltage in the (K42) Knock Sen-
sor No.1 Signal circuit.
No >> Go To 3
3. (K42) KNOCK SENSOR NO.1 SIGNAL CIRCUIT OPEN

Measure the resistance of the (K42) Knock Sensor No.1 Signal circuit
from the Knock Sensor harness connector to the appropriate terminal of
special tool #8815.
Yes >> Go To 4
No >> Repair the open in the (K42) Knock Sensor No.1 Signal cir-
cuit.
4. (K942) KNOCK SENSOR NO.1 RETURN CIRCUIT OPEN

Measure the resistance of the (K942) Knock Sensor No.1 Return circuit
special tool #8815.
Yes >> Go To 5
No >> Repair the open in the (K942) Knock Sensor No.1 Return
circuit.
5. (K42) KNOCK SENSOR NO.1 SIGNAL SHORTED TO THE (K942) KNOCK SENSOR NO.1 RETURN
CIRCUIT
Measure the resistance between the (K42) Knock Sensor No.1 Signal
circuit and the (K942) Knock Sensor No.1 Return circuit in the Knock
Yes >> Repair the short between the (K42) Knock Sensor No.1
Signal circuit and the (K942) Knock Sensor No.1 Return cir-
cuit.
No >> Go To 6
6. (K42) KNOCK SENSOR NO.1 SIGNAL SHORTED TO GROUND

Measure the resistance between ground and the (K42) Knock Sensor
No.1 Signal circuit in the Knock Sensor harness connector.
Yes >> Repair the short to ground in the (K42) Knock Sensor No.1
Signal circuit.
No >> Go To 7
7. KNOCK SENSOR
Replace the Knock Sensor.
With the scan tool, erase DTC.
Attempt to operate the vehicle using the information noted in the Freeze Frame.
Does the scan tool display the DTC that was previously erased?
Yes >>
push out. Repair as necessary. Replace and program the Powertrain Control Module per Service Informa-
tion.
P0330-KNOCK SENSOR 2 CIRCUIT

• When Monitored:
This monitor runs above 2000 rpm, under open throttle conditions. The high voltage test runs all the times the
engine is running.
• Set Condition:
The High voltage fault will set at 4.8 volts. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
(K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT OPEN
(K924) KNOCK SENSOR NO.2 RETURN CIRCUIT OPEN
(K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO (K924) KNOCK SENSOR NO.2 RETURN
CIRCUIT
(K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
KNOCK SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. (K242) KNOCK SENSOR NO.2 SIGNAL SHORTED TO BATTERY VOLTAGE

Disconnect the No.2 Knock Sensor harness connector.
Measure the voltage on the (K242) Knock Sensor No.2 Signal circuit in
the Knock Sensor harness connector.
Yes >> Repair the short to battery voltage in the (K242) Knock Sen-
sor No.2 Signal circuit.
No >> Go To 3
3. (K242) KNOCK SENSOR NO.2 SIGNAL CIRCUIT OPEN

Measure the resistance of the (K242) Knock Sensor No.2 Signal circuit
special tool #8815.
Yes >> Go To 4
No >> Repair the open in the (K242) Knock Sensor No.2 Signal
circuit.
4. (K924) KNOCK SENSOR NO.2 RETURN CIRCUIT OPEN

Measure the resistance of the (K924) Knock Sensor No.2 Return circuit
special tool #8815.
Yes >> Go To 5
No >> Repair the open in the (K924) Knock Sensor No.2 Return
circuit.
5. (K242) KNOCK SENSOR NO.2 SIGNAL SHORTED TO THE (K924) KNOCK SENSOR NO.2 RETURN
CIRCUIT
Measure the resistance between the (K242) Knock Sensor No.2 Signal
circuit and the (K924) Knock Sensor No.2 Return circuit in the Knock
Yes >> Repair the short between the (K242) Knock Sensor No.2
Signal circuit and the (K924) Knock Sensor No.2 Return cir-
cuit.
No >> Go To 6
6. (K242) KNOCK SENSOR NO.2 SIGNAL SHORTED TO GROUND

Measure the resistance between ground and the (K242) Knock Sensor
No.2 Signal circuit in the Knock Sensor harness connector.
Yes >> Repair the short to ground in the (K242) Knock Sensor No.2
Signal circuit.
No >> Go To 7
7. KNOCK SENSOR
Replace the Knock Sensor.
With the scan tool, erase DTC.
Attempt to operate the vehicle using the information noted in the Freeze Frame.
Does the scan tool display the DTC that was previously erased?
Yes >>
push out. Repair as necessary. Replace and program the Powertrain Control Module per Service Informa-
tion.
P0335-CRANKSHAFT POSITION SENSOR CIRCUIT

• When Monitored:
Engine cranking.
• Set Condition:
No CKP signal is present during engine cranking, and at least 8 camshaft position sensor signals have
occurred. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes

(K24) CKP SIGNAL CIRCUIT OPEN
(K24) CKP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
(K24) CKP SIGNAL CIRCUIT SHORTED GROUND
(K24) CKP SIGNAL CIRCUIT SHORTED TO (F855) 5-VOLT SUPPLY CIRCUIT
PCM
Diagnostic Test
1. ACTIVE DTC
Crank the engine.
Yes >> Go To 2
No >> Go To 14

Disconnect the CKP Sensor harness connector.
Measure the voltage on the (F855) 5-volt Supply circuit in the CKP
Is the voltage between 4.5 and 5.2 volts?
Yes >> Go To 3
No >> Go To 10
3. (K24) CKP SIGNAL CIRCUIT

Measure the voltage on the (K24) CKP Signal circuit in the CKP Sensor
harness connector.
Yes >> Go To 4
No >> Go To 7

CKP Sensor harness connector to the appropriate terminal of special
tool #8815.
Yes >> Go To 5
5. (K24) CKP SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (K24) CKP Signal circuit and the
(F855) 5-volt Supply circuit in the CKP Sensor harness connector.
Yes >> Repair the short between the (K24) CKP Signal circuit and
the (F855) 5-volt Supply circuit.
No >> Go To 6

NOTE: Inspect the slots on the flywheel for damage. If a problem is found repair as necessary.
Repair
7. (K24) CKP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K24) CKP Signal circuit in the CKP Sensor
harness connector.
Yes >> Repair the short to battery voltage in the (K24) CKP Signal
circuit.
No >> Go To 8
8. (K24) CKP SIGNAL CIRCUIT OPEN

Measure the resistance of the (K24) CKP Signal circuit from the CKP
#8815.
Yes >> Go To 9
No >> Repair the open in the (K24) CKP Signal circuit.
9. (K24) CKP SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K24) CKP Signal cir-
cuit in the CKP Sensor harness connector.
Yes >> Repair the short to ground in the (K24) CKP Signal circuit.
No >> Go To 13

Measure the voltage on the (F855) 5-volt Supply circuit in the CKP
ply circuit.
No >> Go To 11

Measure the resistance of the (F855) 5-volt Supply circuit from the CKP
#8815.
Yes >> Go To 12

circuit in the CKP Sensor harness connector.
cuit.
No >> Go To 13
13. PCM
Ground circuits.
Repair
14. ERRATIC CKP SENSOR SIGNAL

With a lab scope probe and the Miller special tool #6801, backprobe the (K24) CKP Signal circuit in the CKP har-
ness connector.
Wiggle the related wire harness and lightly tap on the Crank Position Sensor.
Look for any pulses generated by the CKP Sensor.
Did the CKP Sensor generate any erratic pulses?
Yes >> Inspect the related wire harness and replace the Crankshaft Position Sensor if no wiring problems were
found.
No >> Go To 15

With a lab scope probe and the Miller special tool #6801, backprobe the (K44) CMP Signal circuit in the CMP
harness connector.
Wiggle the related wire harness and lightly tap on the Cam Position Sensor.
Look for any pulses generated by the CMP Sensor.
Did the CMP Sensor generate any pulses?
Yes >> Inspect the related wire harness and replace the Camshaft Position Sensor if no wiring problems were
found.
P0339-CRANKSHAFT POSITION SENSOR INTERMITTENT

• When Monitored:
While cranking the engine and with the engine running.
• Set Condition:
When the CKP Sensor failure counter reaches 20. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes

(K24) CKP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
(K24) CKP SIGNAL CIRCUIT OPEN
(K24) CKP SIGNAL CIRCUIT SHORTED TO GROUND
(K24) CKP SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
PCM
Diagnostic Test
1. ACTIVE DTC
With a scan tool read DTCs.
Yes >> Go To 2
2. CHECKING CRANKSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE

Install Miller Special Tools #8815 and #8815-1 to perform diagnosis.
Using a lab scope, probe the (K24) CKP Signal circuit in the appropri-
ate terminal of special tool #8815.
Start the engine.
Yes >> Go To 3
No >> Go To 8

Visually inspect the related wire harness including the ground circuit. Look for any chafed, pierced, pinched, or par-
tially broken wires.
ing bolt(s) are torqued to the proper specification.
No >> Go To 4
4. (F855) 5-VOLT SUPPLY CIRCUIT OPEN OR SHORTED TO GROUND

Disconnect the CKP Sensor connector.
Measure the voltage on the (F855) 5-volt Supply circuit in the Sensor
harness connector.
Yes >> Go To 5
No >> Repair the open or short to ground in the (F855) 5-volt
Supply circuit. Use Miller special tool #8815 when checking
for an open circuit to prevent PCM harness connector ter-
minal damage.

Carefully disconnect the Negative Battery (Ground) cable.
No >> Go To 6
6. CHECKING CAMSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE

Install the CKP Sensor and connect the battery cable.
NOTE: An intermittent condition in the Cam Position Sensor can
cause the P0339 to set.
Using a lab scope, probe the (K44) CMP Signal circuit in the appropri-
Wiggle the related wire harness and lightly tap on the Cam Position
Sensor.
Start the engine.
Yes >> Replace the Cam Position Sensor.
No >> Go To 7

Repair
8. (K24) CKP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K24) CKP Signal circuit in the Sensor har-
ness connector.
Wiggle the related wire harness while taking this measurement.
Is the voltage above 1 volt?
Yes >> Repair the short to battery voltage in the (K24) CKP Signal
circuit.
No >> Go To 9
9. (K24) CKP SIGNAL CIRCUIT OPEN

Measure the resistance in the (K24) CKP Signal circuit from the CKP
harness connector to the appropriate terminal of special tool #8815.
Wiggle the wire harness while taking this measurement.
Is the resistance below 1.0 ohm?
Yes >> Go To 10
No >> Repair the excessive resistance in the (K24) CKP Signal
circuit.
10. (K24) CKP SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K24) CKP Signal cir-
cuit in the CKP Sensor harness connector.
Wiggle the related wire harness while monitoring the resistance value.
Does the resistance ever go below 100 ohms?
Yes >> Repair the short to ground in the (K24) Signal circuit.
No >> Go To 11
11. (K24) CKP SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (F855) 5-volt Supply circuit and
the (K24) CKP Signal circuit in the CKP harness connector.
and the (K24) CKP Signal circuit.
No >> Go To 12
12. PCM
Ground circuits.
P0340-CAMSHAFT POSITION SENSOR CIRCUIT

• When Monitored:
During engine cranking and with the engine running. Battery voltage greater than 10 volts.
• Set Condition:
At least 5 seconds or 2.5 engine revolutions have elapsed with crankshaft position sensor signals present but
no camshaft position sensor signal. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes

(K44) CMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
(K44) CMP SIGNAL CIRCUIT OPEN
(K44) CMP SIGNAL CIRCUIT SHORTED GROUND
(K44) CMP SIGNAL SHORTED TO (F856) 5-VOLT SUPPLY CIRCUIT
PCM
Diagnostic Test
1. ACTIVE DTC
Crank the engine.
With a scan tool read the DTCs.
Yes >> Go To 2
No >> Go To 14

Disconnect the CMP Sensor harness connector.
Measure the voltage on the (F856) 5-volt Supply circuit in the CMP
Yes >> Go To 3
No >> Go To 10
3. (K44) CMP SIGNAL CIRCUIT

Measure the voltage on the (K44) CMP Signal circuit in the CMP Sen-
Yes >> Go To 4
No >> Go To 7

CMP Sensor harness connector to the appropriate terminal of special
tool #8815.
Yes >> Go To 5
5. (K44) CMP SIGNAL SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT

Measure the resistance between the (K44) CMP Signal circuit and the
(F856) 5-volt Supply circuit in the CMP Sensor harness connector.
Yes >> Repair the short between the (K44) CMP Signal circuit and
No >> Go To 6

NOTE: Inspect the Camshaft sprocket for damage per the Service Information. If a problem is found repair
as necessary.
Repair
7. (K44) CMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K44) CMP Signal circuit in the CMP Sen-
Is the voltage above 0 volts?
Yes >> Repair the short to battery voltage in the (K44) CMP Signal
circuit.
No >> Go To 8
8. (K44) CMP SIGNAL CIRCUIT OPEN

Measure the resistance of the (K44) CMP Signal circuit from the CMP
#8815.
Yes >> Go To 9
No >> Repair the open in the (K44) CMP Signal circuit.
9. (K44) CMP SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K44) CMP Signal cir-
cuit in the CMP Sensor harness connector.
Yes >> Repair the short to ground in the (K44) CMP Signal circuit
No >> Go To 10

Measure the voltage on the (F856) 5-volt Supply circuit in the CMP
ply circuit.
No >> Go To 11

Measure the resistance of the (F856) 5-volt Supply circuit between the
CMP Sensor harness connector to the appropriate terminal of special
tool #8815.
Yes >> Go To 12

circuit in the CMP Sensor harness connector.
cuit.
No >> Go To 13
13. PCM
Ground circuits.

With a lab scope probe and the Miller special tool #6801, back probe
the (K44) CMP Signal circuit in the CMP harness connector.
Wiggle the related wire harness and lightly tap the Camshaft Position
Sensor.
Did the CMP Sensor generate any erratic pulses?
Yes >> Replace the Camshaft Position Sensor.
No >> Go To 15
15. ERRATIC CKP SIGNAL

With a lab scope probe and the Miller special tool #6801, backprobe
the (K24) CKP Signal circuit in the CKP harness connector.
Wiggle the related wire harness and lightly tap on the Crankshaft Posi-
tion Sensor.
Did the CKP Sensor generate any erratic pulses?
Yes >> Replace the Crankshaft Position Sensor.
P0344-CAMSHAFT POSITION SENSOR INTERMITTENT

• When Monitored:
While cranking the engine and engine running.
• Set Condition:
When the failure counter reaches 20. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes

(K44) CMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
(K44) CMP SIGNAL CIRCUIT OPEN
(K44) CMP SIGNAL CIRCUIT SHORTED TO GROUND
(K44) CMP SIGNAL CIRCUIT SHORTED TO (F856) 5-VOLT SUPPLY
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. CHECKING CAMSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE

Using a lab scope, probe the (K44) CMP Signal circuit in the appropri-
Start the engine.
Yes >> Go To 3
No >> Go To 8

Visually inspect the related wire harness including the ground circuit. Look for any chafed, pierced, pinched, or par-
tially broken wires.
ing bolt(s) are torqued to the proper specification.
No >> Go To 4
4. (F856) 5-VOLT SUPPLY CIRCUIT OPEN OR SHORTED TO GROUND

Disconnect the CMP Sensor connector.
Measure the voltage on the (F856) 5-volt Supply circuit in the CMP har-
ness connector.
Yes >> Go To 5
No >> Repair the open or short to ground in the (F856) 5-volt Sup-
ply circuit. Use Miller special tool #8815 when checking for
an open circuit to prevent PCM harness connector terminal
damage.
5. TONE WHEEL/PULSE RING INSPECTION

Carefully disconnect the Battery Ground cable.
Remove the Camshaft Position Sensor.
Inspect the Tone Wheel/Pulse Ring for damage, foreign material, or excessive movement.
Yes >> Repair or replace the Tone Wheel/Pulse Ring as necessary.
No >> Go To 6
6. CHECKING CRANKSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE

NOTE: An intermittent condition in the Crank Position Sensor can
cause the P0344 to set.
Install the CMP Sensor and connect the Battery cable.
Using a lab scope, probe the (K24) CKP Signal circuit in the appropri-
Wiggle the related wire harness and lightly tap on the Crank Position
Sensor.
Start the engine.
Yes >> Replace the Crank Position Sensor.
No >> Go To 7

Repair
8. (K44) CMP SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Disconnect the CMP Sensor connector.
Measure the voltage on the (K44) CMP Signal circuit.
Does the voltage ever increase above 5.2 volts?
Yes >> Repair the short to battery voltage in the (K44) CMP Signal
circuit.
No >> Go To 9
9. (K44) CMP SIGNAL CIRCUIT OPEN

Measure the resistance in the (K44) CMP Signal circuit from the CMP
Yes >> Go To 10
No >> Repair the excessive resistance in the (K44) CMP Signal
circuit.
10. (K44) CMP SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K44) CMP Signal cir-
cuit in the CMP Sensor harness connector.
Wiggle the related wire harness while monitoring the resistance value.
Does the resistance ever go below 100 ohms?
Yes >> Repair the short to ground in the (K44) CMP Signal circuit.
No >> Go To 11
11. (K44) CMP SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (F856) 5-volt Supply circuit and the
(K44) CMP Signal circuit in the CMP harness connector.
and the (K44) CMP Signal circuit.
No >> Go To 12
12. PCM
Ground circuits.
P0401-EGR SYSTEM PERFORMANCE

• When Monitored:
Engine running for greater than two minutes with the Engine Coolant Temp greater than 70°C (158°F). EGR
active. Less than 8500 feet. Ambient temperature greater than -6°C (20°F).
• Set Condition:
The PCM closes the EGR valve while monitoring the O2 Sensor signal. Once a closed EGR fueling sample
has been established the PCM then ramps in EGR and additional fueling while monitoring the O2 sensor sig-
nal in the open state. A fueling sample is again established. The PCM then compares the different O2 Sensor
signal readings (fueling samples). If a larger than expected variation is detected, a soft failure is recorded.
Three soft failures set a one trip failure. After two failed trips, a DTC is set and the MIL is illuminated.
Possible Causes
(Z904) EGR SOLENOID GROUND CIRCUIT OPEN

(K35) EGR SOLENOID CONTROL CIRCUIT
EGR SOLENOID ASSEMBLY
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. EGR OPERATION
NOTE: If the vehicle is running rough at idle (scan tool not actuating) follow the yes path to continue.
Turn all accessories off.
Start the engine.
With the scan tool, enter Engine System Test, then EGR System Test.
Actuate the OPEN function in the EGR System Test.
Did the engine run rough or stall?
Yes >> Go To 3
No >> Go To 5
3. EGR VALVE OPEN AT IDLE

Disconnect the EGR Solenoid Assembly harness connector.
Start engine. Attempt to allow the engine to idle.
Does the engine run rough or stall?
Yes >> Inspect the EGR tube assembly. If OK, replace the EGR valve.
No >> Go To 4
4. EGR VALVE ASSEMBLY INSPECTION

Inspect the EGR Assembly for the following.
Gasket(s) for leaking
Damage and/or holes in the EGR tube(s)
Carbon build up on or near the EGR pintle and passage ways.
Obstruction in the EGR tubes.
Were any problem found?
Yes >> Repair or replace the EGR Assembly as necessary.
No >> Go To 5
5. EGR SOLENOID ASSEMBLY

Disconnect the EGR Solenoid harness connector.
Using a 12-volt test light, jump across the (K35) EGR Solenoid Control
terminal and the (Z904) Ground terminal in the EGR Solenoid harness
connector.
With the scan tool, actuate the EGR solenoid.
Does the 12-volt test light flash on and off?
Yes >> Inspect the tube(s) for obstructions and damage, repair as
necessary. If OK, replace the EGR Solenoid Assembly.
No >> Go To 6
6. (Z904) EGR SOLENOID GROUND CIRCUIT OPEN

Using a 12-volt test light connected to the 12-volts, probe the (Z904)
EGR Solenoid ground circuit in the EGR Solenoid harness connector.
NOTE: The test light should be illuminated and bright. Compare
the brightness to that of a direct connection to the battery.
Yes >> Go To 7
No >> Repair the open in the (Z904) EGR Solenoid ground circuit.
7. (K35) EGR SOLENOID CONTROL CIRCUIT HIGH RESISTANCE

Reconnect the EGR harness connector.
Using a voltmeter perform a voltage drop test. Backprobe the (K35) EGR Solenoid Control circuit at the EGR Sole-
noid harness connector to the appropriate terminal of the special tool #8815. Ensure the voltmeter leads are con-
Yes >> Go To 8
No >> Repair the high resistance in the ((K35) EGR Solenoid Control circuit.
8. PCM
Ground circuits.
P0403-EGR SOLENOID CIRCUIT

• When Monitored:
Engine running. Battery voltage greater than 10 volts.
• Set Condition:
The EGR solenoid control circuit is not in the expected state when requested to operate by the PCM. One Trip
Fault.
Possible Causes

(K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
(K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
(K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
(K35) EGR SOLENOID CONTROL CIRCUIT OPEN
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

NOTE: The test light should not illuminate until it is commanded
on using the scan tool.
Turn off all accessories.
Using a 12-volt test light connected to the (Z904) EGR Solenoid ground
circuit, probe the (K34) EGR Solenoid Control circuit.
With a scan tool, actuate the EGR solenoid.
Does the 12-volt test light illuminate when the EGR solenoid is
commanded on?
Yes >> Replace the EGR Solenoid Assembly.
No >> Go To 3

EGR Solenoid ground circuit in the EGR Solenoid harness connector.
Yes >> Go To 4
No >> Repair the open in the (Z904) EGR Solenoid ground circuit.
4. (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K35) EGR Solenoid Control circuit in the
EGR Solenoid connector.
Yes >> Repair the short to battery voltage in the (K35) EGR Sole-
noid Control circuit.
No >> Go To 5
5. (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K35) EGR Solenoid
Control circuit in the EGR Solenoid harness connector.
Yes >> Repair the short to ground in the (K35) EGR Solenoid Con-
trol circuit.
No >> Go To 6
6. (K35) EGR SOLENOID CONTROL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K35) EGR Solenoid Control circuit and the (K900) Sensor ground circuit in the
Yes >> Repair the short between the (K900) Sensor ground circuit and the (K35) EGR Solenoid Control circuit.
No >> Go To 7
7. (K35) EGR SOLENOID CONTROL CIRCUIT OPEN

Measure the resistance of the (K35) EGR Solenoid Control circuit from
the EGR Solenoid harness connector to the appropriate terminal of
special tool #8815.
Yes >> Go To 8
No >> Repair the open in the (K35) EGR Solenoid Control circuit.
8. PCM
Ground circuits.
P0404-EGR POSITION SENSOR PERFORMANCE

• When Monitored:
Engine running.
• Set Condition:
The EGR flow or valve movement is not what is expected.
Possible Causes
(F856) 5-VOLT SUPPLY CIRCUIT

(K35) EGR SOLENOID CONTROL CIRCUIT
(K900) SENSOR GROUND CIRCUIT
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. EGR POSITION VOLTAGE HIGH

NOTE: Diagnose all other EGR DTC(s) before continuing.
Turn the ignition on.
With a scan tool, read the EGR Position Sensor voltage.
Is the voltage between 4.7 volts to 5.0 volts?
Yes >> Go To 3
No >> Go To 4
3. EGR POSITION VOLTAGE LOW

Using a jumper wire, jumper between (K34) EGR Sensor Signal circuit and (K900) Sensor Ground circuit in the
EGR Solenoid Sensor harness connector
Yes >> Replace EGR Valve Assembly in accordance with the Service Information.
No >> Go To 4
4. (F856) 5-VOLT SUPPLY CIRCUIT HIGH RESISTANCE

Reconnect the EGR harness connector.
Using a voltmeter perform a voltage drop test. Backprobe the (F856) 5-volt Supply circuit at the EGR Solenoid
Sensor harness connector to the appropriate terminal of the special tool #8815. Ensure the voltmeter leads are
connected with the circuit’s correct polarity.
Yes >> Go To 5
5. (K34) EGR SENSOR SIGNAL CIRCUIT HIGH RESISTANCE

along with the 8815-1 to perform the diagnosis.
Using a voltmeter perform a voltage drop test. Backprobe the (K34) EGR Sensor Signal circuit at the EGR Solenoid
Yes >> Repair the short to ground in the (K34) EGR Sensor Signal circuit.
No >> Go To 6

Using a voltmeter perform a voltage drop test. Backprobe the (K900) Sensor Ground circuit at the EGR Solenoid
Yes >>
P0405-EGR POSITION SENSOR CIRCUIT LOW

• When Monitored:
With the ignition on. Battery voltage above 10.0 volts.
• Set Condition:
EGR Position Sensor Signal is less than 0.1 of a volt. One trip Fault.
Possible Causes

(K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
EGR POSITION SENSOR
PCM
Diagnostic Test
1. EGR POSITION SENSOR BELOW 0.2 OF A VOLT

Yes >> Go To 2

Measure the voltage of the (F856) 5-volt Supply circuit in the EGR
Solenoid harness connector.
Yes >> Go To 3
No >> Go To 6
3. EGR POSITION
With the scan tool, monitor the EGR Position Sensor voltage.
No >> Go To 4
4. (K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K34) EGR Position
Sensor Signal circuit in the EGR Solenoid harness connector.
Yes >> Repair the short to ground circuit in the (K34) EGR Position
No >> Go To 5
5. (K34) EGR SENSOR SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K34) EGR Position Sensor Signal
circuit and (K900) Sensor ground circuit in the EGR Solenoid harness
connector.
the (K34) EGR Position Sensor Signal circuit.
No >> Go To 8

circuit in the EGR Solenoid harness connector.
cuit.
No >> Go To 7

EGR Solenoid harness connector to the appropriate terminal of special
tool #8815.
Yes >> Go To 8
8. PCM
Ground circuits.
P0406-EGR POSITION SENSOR CIRCUIT HIGH

• When Monitored:
• Set Condition:
EGR position sensor signal is greater than 4.89. One trip Fault.
Possible Causes
(K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO (F856) 5-VOLT SUPPLY CIRCUIT
(K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
(K34) EGR POSITION SENSOR SIGNAL CIRCUIT OPEN
PCM
Diagnostic Test
1. EGR POSITION SENSOR VOLTAGE ABOVE 4.5 VOLTS

Start the engine.
With the scan tool, read the EGR Position Sensor voltage.
Yes >> Go To 2
2. (K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (K34) EGR Position Sensor Signal
circuit and the (F856) 5-volt Supply circuit in the EGR Solenoid harness
connector.
Yes >> Repair the short between the (K34) EGR Position Sensor
Signal circuit and the (F856) 5-volt Supply circuit.
No >> Go To 3
3. (K34) EGR POSITION SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K34) EGR Sensor Signal circuit in the
EGR Solenoid harness connector.
Yes >> Repair the short to battery voltage in the (K34) EGR Posi-
tion Sensor Signal circuit.
No >> Go To 4

Connect a jumper wire between the (K34) EGR Position Sensor Signal
circuit and the (K900) Sensor ground circuit.
With the scan tool, monitor the EGR Position Sensor voltage.
No >> Go To 5
5. (K34) EGR POSITION SENSOR SIGNAL CIRCUIT OPEN

Measure the resistance of the (K34) EGR Position Sensor Signal circuit
from the EGR Solenoid harness connector to the appropriate terminal
Yes >> Go To 6
No >> Repair the open in the (K34) EGR Position Sensor Signal
circuit.

tool #8815.
Yes >> Go To 7
7. PCM
Ground circuits.
P0420-CATALYST 1/1 EFFICIENCY

Theory of Operation
The State of Change (SOC) catalyst monitor uses the signals from both the upstream and downstream O2 sensors
to detect aging of the catalyst. Based on the fact that when a catalyst ages, it loses some of its Oxygen Storage
Capacity (OSC). As a result, part of the untreated exhaust gases can breakthrough the catalyst and causes the
downstream O2 sensor to deviate from its neutral (Stoichiometric) position. By observing the activities in the down-
stream O2 signal, the degradation level of catalyst can be detected. In general, the higher the downstream O2
sensor SOC value, the more exhaust gas breakthrough and the lower the OSC of the catalytic converter.
• When Monitored:
The monitor will run at between 1400 and 2300 RPM. It also runs between 40 and 70 KPA.
• Set Condition:
If the final State of Change index is within the calibrated fail threshold. Two trip fault. Three good trips to turn
off the MIL.
Possible Causes
EXHAUST LEAK
ENGINE MECHANICAL CONDITION
AGING O2 SENSOR
CATALYTIC CONVERTER
Diagnostic Test
1. ACTIVE DTC
NOTE: A new rear O2 Sensor along with an aging front O2 Sensor may cause the DTC to set. Review the
repair history of the vehicle before continuing.
NOTE: If an O2 Sensor DTC set along with the Catalytic Converter Efficiency DTC diagnose the O2 Sensor
DTC(s) before continuing.
NOTE: Check for contaminants that may have damaged the O2 Sensor and Catalytic Converter: contami-
nated fuel, unapproved silicone, oil and coolant, repair necessary.
Yes >> Go To 2
2. VISUALLY INSPECT CATALYTIC CONVERTER

NOTE: Ensure the top and bottom of the Catalytic Converter are thoroughly inspected.
Inspect the Catalytic Converter for the following damage.
Damage Catalytic Converter, dents or holes.
Severe discoloration caused by overheating the Catalytic Converter.
Catalytic Converter broke internally.
Leaking Catalytic Converter.
Yes >> Replace the Catalytic Converter. Repair the condition that may have caused the failure.
No >> Go To 3
3. EXHAUST LEAK
Start the engine.
UV light.
No >> Go To 4
4. ENGINE MECHANICAL CONDITION

Check the exhaust for excessive smoke caused by an internal problem in the engine.
Is an engine mechanical condition present?
Yes >> Repair the engine mechanical condition as necessary.
No >> Go To 5
5. AGING O2 SENSOR
A new rear O2 Sensor along with an aging front O2 Sensor may cause the DTC to set.
Review the vehicles repair history.
Has the rear O2 Sensor been replaced without replacing the front O2 Sensor?
Yes >> Replace the Front O2 Sensor as necessary.
No >> Go To 6
6. CATALYTIC CONVERTER
If there are no possible cause remaining, view repair.

Repair
Replace the Catalytic Converter.
P0430-CATALYST 2/1 EFFICIENCY

Theory of Operation
The State of Change (SOC) catalyst monitor uses the signals from both the upstream and downstream O2 sensors
to detect aging of the catalyst. Based on the fact that when a catalyst ages, it loses some of its Oxygen Storage
Capacity (OSC). As a result, part of the untreated exhaust gases can breakthrough the catalyst and causes the
downstream O2 sensor to deviate from its neutral (Stoichiometric) position. By observing the activities in the down-
stream O2 signal, the degradation level of catalyst can be detected. In general, the higher the downstream O2
sensor SOC value, the more exhaust gas breakthrough and the lower the OSC of the catalytic converter.
• When Monitored:
The monitor will run at between 1400 and 2300 RPM. It also runs between 40 and 70 KPA.
• Set Condition:
If the final State of Change index is within the calibrated fail threshold. Two trip fault. Three good trips to turn
off the MIL.
Possible Causes
EXHAUST LEAK
ENGINE MECHANICAL CONDITION
AGING O2 SENSOR
CATALYTIC CONVERTER
Diagnostic Test
1. ACTIVE DTC
NOTE: A new rear O2 Sensor along with an aging front O2 Sensor may cause the DTC to set. Review the
repair history of the vehicle before continuing.
NOTE: If an O2 Sensor DTC set along with the Catalytic Converter Efficiency DTC diagnose the O2 Sensor
DTC(s) before continuing.
NOTE: Check for contaminants that may have damaged the O2 Sensor and Catalytic Converter: contami-
nated fuel, unapproved silicone, oil and coolant, repair necessary.
Yes >> Go To 2
2. VISUALLY INSPECT CATALYTIC CONVERTER

NOTE: Ensure the top and bottom of the Catalytic Converter are thoroughly inspected.
Inspect the Catalytic Converter for the following damage.
Damage Catalytic Converter, dents or holes.
Severe discoloration caused by overheating the Catalytic Converter.
Catalytic Converter broke internally.
Leaking Catalytic Converter.
Yes >> Replace the Catalytic Converter. Repair the condition that may have caused the failure.
No >> Go To 3
3. EXHAUST LEAK
Start the engine.
UV light.
No >> Go To 4
4. ENGINE MECHANICAL CONDITION

Check the exhaust for excessive smoke caused by an internal problem in the engine.
Is an engine mechanical condition present?
Yes >> Repair the engine mechanical condition as necessary.
No >> Go To 5
5. AGING O2 SENSOR
A new rear O2 Sensor along with an aging front O2 Sensor may cause the DTC to set.
Review the vehicles repair history.
Has the rear O2 Sensor been replaced without replacing the front O2 Sensor?
Yes >> Replace the 2/1 O2 Sensor as necessary.
No >> Go To 6
6. CATALYTIC CONVERTER
If there are no possible cause remaining, view repair.

Repair
Replace the Catalytic Converter.
P0440-GENERAL EVAP SYSTEM FAILURE

Theory of Operation
The theory behind the Natural Vacuum Leak Detection (NVLD) is adherence to the Ideal Gas Law. Pressure in a
sealed vessel will change linearly as a function of the temperature of the gas in the vessel. Even small leaks will
allow the pressure in the vessel to come to equilibrium with the atmospheric pressure. The General Evap test runs
by commanding purge flow during the leak size test and evaluates the NVLD vacuum switch.
• When Monitored:
Engine running after a cold start. Fuel Level greater than 12%. Fuel level below 88%. No NVLD switch during
previous eng off time. No NVLD switch close during leak size purge draw. Ambient Temperature between 4°C
and 32°C (39°F and 89°F).
• Set Condition:
The PCM does not see the NVLD switch close during the medium/large leak test. The PCM then will increase
the vacuum supply to the EVAP system by increasing flow through the EVAP Purge valve. If the switch does
not close with an increase in vacuum an error is detected. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
EVAP PURGE SOLENOID VACUUM SUPPLY

(Z914) GROUND CIRCUIT OPEN
(K107) NVLD SWITCH SIGNAL CIRCUIT OPEN
EVAPORATIVE EMISSION LEAK DETECTION
NVLD ASSEMBLY
EVAP PURGE SOLENOID
PCM
Diagnostic Test
1. VEHICLE HISTORY AND SERVICE BULLETIN INVESTIGATION

With a scan tool, read DTCs and record the related Freeze Frame data if any DTC(s) are present.
customer’s complaint successfully.
Check for any service bulletin(s) related to the customer’s complaint or DTC(s).
If a service bulletin applies, follow the instructions per the service bulletin.
The service bulletin repaired the customer’s complaint.
Testing complete.
A DTC is present, no service bulletins apply, or the service bulletin didn’t repair the customer’s complaint.
Go To 2
2. ACTIVE DTC
NOTE: If any of the following DTCs are set (P0443, P0452, P0453, P0498, or P0499) diagnose them first
before continuing with P0440.
NOTE: A loose gas cap could have caused this DTC to set. Make sure the gas cap is tight and in good
condition.
Yes >> Go To 3
3. VISUAL AND PHYSICAL INSPECTION

Perform a visual and physical inspection of the entire Evaporative Emission system.
Check for the following conditions:
- Hoses disconnected or left off
- Holes or cracks
- Loose seal points
- Evidence of damaged components
- Incorrect routing of hoses and tubes
- Fuel Cap left off or bad gasket seal
Were any of the above conditions found?
No >> Go To 4
4. EVAP VACUUM SUPPLY HOSE INSPECTION

Carefully inspect the Evap Purge Solenoid vacuum supply hose for proper routing.
Check for a pinched or plugged hose from the throttle body or intake manifold to the Purge Solenoid.
Make sure the vacuum port at the throttle body or intake manifold is free from any blockage.
Yes >> Repair the vacuum supply, hose/tube as necessary.
No >> Go To 5
5. CHECKING EVAP PURGE SOLENOID FUNCTIONALITY

NOTE: To continue testing you will need Miller Tool #8404 Evaporative Emission Leak Detector (EELD).
WARNING: Keep lit cigarettes, sparks, flames, and other ignition sources away from the test area to prevent
the ignition of explosive gases, Keep the test area well ventilated.
Connect the red power lead of the EELD to the battery positive terminal and the black ground lead to battery neg-
ative terminal.
Disconnect the vacuum hoses at the Evap Purge Solenoid.
Connect the SMOKE supply tip (black hose) to the “CAN” port on the Evap Purge Solenoid.
While still holding the remote smoke/air start button, check to see if smoke is exiting the purge valve. This indicates
that there is a leak internal to the purge valve.
Is smoke visible from the EVAP Purge Solenoid?
Yes >> Replace the Evap Purge Solenoid.
No >> Go To 6

NOTE: This is an optional method of checking the purge valve for leaks if the EELD is unavailable.
Disconnect the Smoke supply tip from the vacuum supply hoses at the EVAP Purge Solenoid.
Using a hand vacuum pump, apply 10 in Hg to the 9CAN9 side of the EVAP Purge Solenoid.
Observe the vacuum gauge for at least 15 seconds.
Does the EVAP Purge Solenoid hold vacuum?
Yes >> Go To 7
No >> Replace the Evap Purge Solenoid.
7. NVLD SWITCH OPERATION

CAUTION: Do not attempt to probe the NVLD Terminals to diagnose the switch function. This may damage
the switch and disable the NVLD component. Follow procedures outlined in the service manual for NVLD
switch testing using a scan tool.
Connect the previously disconnected vacuum hose.
Start the engine.
Using the scan tool, perform the NVLD FORCED MONITOR TEST.
Monitor the NVLD Switch state.
NOTE: As the test runs, the NVLD Switch should go from an OPEN state to a CLOSED state and then return
to OPEN when the test is complete This may take up to 10 minutes.
Did the NVLD Switch operate as described above?
Yes >> Test complete.
No >> Go To 8
8. VERIFY NVLD SWITCH OPERATION

Start the engine.
Using the scan tool, perform the NVLD FORCED MONITOR TEST for a second time.
While the NVLD FORCED MONITOR TEST is running, open/remove the gas cap.
Did the NVLD Switch go from OPEN to CLOSED?
Yes >> Replace the NVLD Assembly.
No >> Go To 9
9. VERIFY EVAPORATIVE EMISSION LEAK

the ignition of explosive gases. Keep the test area well ventilated.
To continue testing you will need Miller Tool #8404 Evaporative Emission Leak Detector (EELD).
NOTE: The fuel tank should have between 20% and 80% of fuel tank capacity to properly test the Evap
system.
Connect the red power lead of EELD to the battery positive terminal and the black ground lead to battery negative
terminal.
Block the vent hose of the EVAP Canister.
Connect shop air to the EELD.
Set the smoke/air control switch to AIR.
Insert the tester’s AIR supply tip (clear hose) into the .040 orifice on the tester’s control panel.
Position the red flag on the air flow meter so it is aligned with the indicator ball.
When the calibration is complete, release the remote button. The EELD flow meter is now calibrated in liters per
minute.
Install the service port adapter #8404-14 on the vehicle’s service port (if equipped) or install the #8404-ADP into the
filter line.
Connect the Air supply hose from the EELD to the service port (if equipped) or to the #8404-ADP adapter.
Press the remote button to activate AIR flow.
Compare the flow meter indicator ball reading to the red flag.
ABOVE the red flag indicates a leak present.
BELOW the red flag indicates a sealed system.
Is the indicator ball above the red flag?
Yes >> Go To 10
No >> Go To 11
10. EVAPORATIVE EMISSION LEAK DETECTION

NOTE: A thorough visual inspection of the Evap system hoses, tubes, and connections may save time in
your diagnosis. Look for any physical damage or signs of wetness at connections. The strong smell of fuel
vapors may aid diagnosis also.
Remove the Air supply hose from the service port or the #8404-ADP adapter.
Connect the SMOKE supply tip (black hose) to the service port (if equipped) or to the #8404-ADP adapter.
NOTE: The flow meter indicator ball will not move at this point.
NOTE: Make sure that smoke has filled the EVAP system by continuing to press the remote smoke/air start
button, remove the vehicle fuel cap, and wait for the smoke to exit. Once smoke is indicated reinstall the
fuel cap.
NOTE: For optimal performance, introduce smoke into the system for an additional 60 seconds; continue
introducing smoke at 15 second intervals, as necessary.
If a leak is concealed from view (i.e., top of fuel tank), release the remote smoke/air start button, and use the ultra-
violet (UV) black light #8404-UVL and the yellow goggles 8404-20 to look for residual traces of dye that are left
behind by the smoke.
UV light.
NOTE: The EVAP System is divided into three zones. A leak from any of these zones can cause this DTC to
set. The lists below specify the possible leak points in that specific zone. For further assistance see the
Zone Identification Chart below.
• ZONE 1
1 Fuel Cap
2 Recirculation Check Valve.
3 Vapor Recirculation Line.
4 Signal Vapor Line for FVM.
5 Flow Management Valve.
6 Fuel Tank to Canister Vapor Line connection.
7 Fuel Tank Vent (Check Valve).
8 Vapor Line to Canister.
9 Flow Control Orfice.
10 Control Valve.
11 Liquid Trap.
12 Fuel Tank.
13 Check valve.
14 Fuel Fill Tube to Tank connector.
15 Fuel Fill Tube
Damaged or disconnected EVAP system components.
• ZONE 2
1 Filter.
2 NVLD.
3 Canister Vent Line.
4 Evap Canister.
5 Chassis Purge Valve.
7 Evap Purge connection.
• ZONE 3
1 Evap Purge Vacuum Line.
2 Connection to Chassis Line.
3 Connection to Canister.
4 Chassis Purge Line.
6 Connection to Evap Purge Harness.
7 Chassis Evap Purge Line connection to Engine Vacuum.
8 Evap Purge Valve.
9 Service Port.
NOTE: Carefully inspect the vent side of the EVAP Canister. Due to the filtering system in the canister the
smoke or dye may or may not be visible. Introducing smoke into the filtered side of the canister may assist
in locating the leak.
Was a leak found?
Yes >> Repair or replace the leaking component as necessary.
No >> Go To 11
11. NVLD ASSEMBLY

Disconnect the NVLD electrical harness connector.
Check connectors - Clean/repair as necessary.
Connect a jumper wire between the (K107) NVLD Switch Signal circuit
and the (Z910) Ground circuit in the NVLD electrical harness connector.
Monitor the NVLD Switch state on the scan tool.
Does the Switch change from OPEN to CLOSED when the
No >> Go To 12
12. (Z910) GROUND CIRCUIT OPEN

Measure the resistance between the (Z910) Ground circuit and ground.
Yes >> Go To 13
No >> Repair the open in the (Z910) Ground circuit.
to 9 - ENGINE - STANDARD PROCEDURE).
13. (K107) NVLD SWITCH SIGNAL CIRCUIT OPEN

Measure the resistance of the (K107) NVLD Switch Signal circuit from
the NVLD electrical harness connector to the appropriate terminal of
the special tool #8815.
Yes >> Go To 14
No >> Repair the open in the (K107) Signal circuit.
14. PCM
Ground circuits.
P0441-EVAP PURGE SYSTEM PERFORMANCE

• When Monitored:
Cold start test. Engine Running. Small Leak Test Passed.
• Set Condition:
The PCM activates the EVAP Purge solenoid gradually increases to maximum flow. During flow, the PCM
looks for the NVLD switch to close. If the PCM does not see the NVLD switch close at maximum flow an error
is detected. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
EVAP PURGE SOLENOID VACUUM SUPPLY
EVAP PURGE SOLENOID
Diagnostic Test

Testing complete.
Go To 2
2. ACTIVE DTC
NOTE: If any of the following DTCs are set (P0443, P0452, P0453, P0498, or P0499) diagnose them first
before continuing with P0441.
Yes >> Go To 3

NOTE: After disconnecting the Evap Purge vacuum connections, inspect the lines and solenoid for any
signs of contamination or foreign materials.
Using a hand vacuum pump, apply 10 in Hg to 9CAN9 side of the EVAP Purge Solenoid.
Observe the vacuum gauge.
With the scan tool, actuate the EVAP Purge Solenoid.
Does the vacuum drop when the solenoid is actuated?
Yes >> Go To 4
NOTE: Remove the vacuum pump before continuing.
4. EVAP VACUUM SUPPLY HOSE INSPECTION

Carefully inspect the Evap Purge Solenoid vacuum supply hose for proper routing.
Check for a pinched or plugged hose from the throttle body or intake manifold to the Purge Solenoid.
Inspect the vacuum port at the throttle body or intake manifold for any damage or plugging.
Yes >> Repair the vacuum supply hose/tube as necessary.
No >> Go to 5
Perform the POWERTRAIN VERIFICATION TEST.

CAUTION: Do not attempt to probe the NVLD Terminals to diagnose the switch function. This may damage
the switch and disable the NVLD component. Follow procedures outlined in the service manual for NVLD
switch testing using a scan tool.
Connect the previously disconnected vacuum hose.
Start the engine.
to OPEN when the test is complete This may take up to 10 minutes.
No >> Go To 6
6. VERIFY NVLD SWITCH OPERATION

Start the engine.
Using the scan tool, perform the NVLD FORCED MONITOR TEST for a second time.
While the NVLD FORCED MONITOR TEST is running, open/remove the gas cap.
Did the NVLD Switch go from OPEN to CLOSED?
No >> Test complete.
P0442-EVAP PURGE SYSTEM MEDIUM LEAK

Theory of Operation
allow the pressure in the vessel to come to equilibrium with the atmospheric pressure. After key-off and a calibrated
amount of time, cool down from operating temperatures or diurnal ambient temperature the system pressure will
force the system to go negative or draw a vacuum if there is no leak. When the vacuum level reaches 1” H2O (0.25
KPA) the NVLD vacuum switch closes. This sends a signal to the NGC freezing a timer and registering a pass. If
a switch closure is not detected an assessment of leak size will be made.
• When Monitored:
Engine Running. Cold start test. Fuel Level greater than 12%. Ambient Temperature between 4°C and 32°C
(39°F and 89°F) Close Loop fuel system. Test runs when small leak test is maturing.
• Set Condition:
The PCM activates the EVAP Purge Solenoid to pull the EVAP system into a vacuum to close the NVLD
switch. Once the NVLD switch is closed, the PCM turns the EVAP Purge solenoid off to seal the EVAP system.
If the NVLD switch reopens before the calibrated amount of time for a Medium leak an error is detected. Two
Possible Causes
EVAP PURGE SYSTEM LEAK

EVAP PURGE SOLENOID
NVLD SWITCH
Diagnostic Test

Testing complete.
Go To 2
2. ACTIVE DTC
Yes >> Go To 3.
3. LOOSE OR MISSING FUEL FILL CAP

Inspect the fuel fill cap.
Inspect the cap for any abnormal defects.
Was the cap off, missing, or broken?
Yes >> Properly install the fuel fill cap and proceed to step.
No >> Go To 4.
4. NVLD SERVICE TEST

With the scan tool perform the NVLD Service Test.
Does the NVLD Service Test pass?
No >> Go To 5

To continue testing you will need Miller Tool #8404A Evaporative Emission Leak Detector (EELD).
system.
ative terminal.
Block the vent hose of the canister if using the service port.
Insert the tester’s AIR supply tip (clear hose) into the appropriate calibration orifice on the tester’s control panel
(based on DTC leak size).
minute to the size leak indicated by the DTC set in the PCM.
Install the service port adapter #8404-14 on the vehicle’s service port and block the vent hose of the EVAP Canister
(if equipped) or install the #8404-ADP service adaptor into the filter line.
NOTE: Larger volume fuel tanks, lower fuel levels or if the vehicle is equipped with a Flow Management
Valve may indicate high flow and will require 4 to 5 minutes to fill.
Yes >> Go To 6

vapors may also aid diagnosis.
To continue testing, you will need Miller Tool #8404A Evaporative Emissions Leak Detector (EELD).
Remove the Air supply hose from the service port (if equipped) or from the #8404-ADP adapter.
NOTE: The flow meter indicator ball will not move in the smoke mode.
fuel cap.
violet (UV) black light #8404-UVL and the yellow goggles 8404-20 to look for residual traces of dye that is left
UV light.
Zone Identification Charts below.
• ZONE 1
1 Fuel Cap
10 Control Valve.
11 Liquid Trap.
12 Fuel Tank.
13 Check valve.
15 Fuel Fill Tube
• ZONE 2
1 Filter.
2 NVLD.
4 Evap Canister.
• ZONE 3
8 Evap Purge Valve.
9 Service Port.
NOTE: Carefully inspect the vent side of the EVAP Canister. Due to
the filtering system in the canister the smoke may not be as thick.
Introducing smoke into the filtered side of the canister may assist
Was a leak found?
Yes >> Go To 7
No >> Go To 8
7. LEAK AT GAS CAP

Remove the SMOKE supply tip (black hose) from the service port (if equipped) or to the #8404–ADP adapter.
Install gas cap adapter, Miller Tool #8382 (1/4 turn cap) or #6922 (screw cap) and #8399* (secondary seal depres-
sor) and repeat test 5.
Was a leak found at the gas cap adapter?
Yes >> Replace the Fuel Filler tube assembly.
No >> Replace the gas cap.

NOTE: After disconnecting the Evap Purge Solenoid vacuum connections, inspect the lines and solenoid for
any signs of contamination from the EVAP Canister. This may indicate a faulty check valve. Replace/repair
as necessary.
Press the remote smoke/air start button on the EELD.
While holding the remote smoke/air start button, check to see if smoke is exiting the purge valve. This indicates that
there is a leak internal to the purge valve.
NOTE: Below is an optional method of checking the purge valve for leaks if the EELD is unavailable.
Using a hand vacuum pump, apply 10 in HG to the “CAN” of the Evap Purge Solenoid.
NOTE: Monitor the vacuum gauge for at least 15 seconds.
Is smoke visible from the EVAP Purge Solenoid if using the EELD, or not hold a vacuum?
Yes >> Go To 9

Reconnect all vacuum hoses.
Start the engine.
Monitor the NVLD Switch.
NOTE: As the test runs, the NVLD Switch should go from an OPEN state to CLOSED. After the vacuum is
released form the EVAP system the Switch state will return to OPEN.
Yes >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)
No >> Replace the NVLD Assembly.
P0443-EVAP PURGE SOLENOID CIRCUIT

• When Monitored:
The ignition on or engine running. Battery voltage greater than 10 volts.
• Set Condition:
The PCM will set a trouble code if the actual state of the solenoid does not match the intended state. One Trip
Possible Causes
(K52) EVAP PURGE CONTROL CIRCUIT OPEN

(K52) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
(K70) EVAP PURGE SOLENOID RETURN CIRCUIT OPEN
(K70) EVAP PURGE SOLENOID RETURN CIRCUIT SHORTED TO GROUND
EVAP PURGE SOLENOID
PCM
Diagnostic Test

Testing complete.
Go To 2
2. ACTIVE DTC
Yes >> Go To 3

Disconnect the EVAP Purge Solenoid harness connector.
Using a 12-volt test light, jump across the (K52) Evap Purge Solenoid
Control circuit and (K70) Evap Purge Solenoid Return circuit in the
EVAP Purge Solenoid harness connector.
With a scan tool, actuate the EVAP Purge Solenoid.
Does the test light flash on and off?
Yes >> Replace the EVAP Purge Solenoid.
No >> Go To 4
4. (K52) EVAP PURGE SOLENOID CONTROL CIRCUIT OPEN

Measure the resistance of the (K52) Evap Purge Solenoid Control cir-
cuit from the Evap Purge Solenoid harness connector to the appropri-
Yes >> Go To 5
No >> Repair the open in the (K52) EVAP Purge Solenoid Control
circuit.
5. (K52) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K52) Evap Purge
Solenoid Control circuit in the Evap Purge Solenoid harness connector.
Yes >> Repair the short to ground in the (K52) EVAP Purge Sole-
noid Control circuit.
No >> Go To 6
6. (K70) EVAP PURGE SOLENOID RETURN CIRCUIT OPEN

Measure the resistance of the (K70) Evap Purge Solenoid Return circuit
from the EVAP Purge Solenoid harness connector to the appropriate
Yes >> Go To 7
No >> Repair the open in the (K70) Evap Purge Solenoid Return
circuit.
7. (K70) EVAP PURGE SOLENOID RETURN CIRCUIT SHORTED TO GROUND

Solenoid Return circuit in the Evap Purge Solenoid harness connector.
Yes >> Repair the short to ground in the (K70) Evap Purge Sole-
noid Return circuit.
No >> Go To 8
8. PCM
Ground circuits.
P0452-NVLD PRESSURE SWITCH STUCK CLOSED

• When Monitored:
Immediately after the engine has been started.
• Set Condition:
The PCM activates the NLVD Solenoid. If PCM does not see NVLD switch open an error is detected. One Trip
Possible Causes
(K52) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

(K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
NVLD ASSEMBLY
EVAP PURGE SOLENOID
PCM
Diagnostic Test

Testing complete.
Go To 2
2. ACTIVE DTC
Yes >> Go To 3

Disconnect the EVAP Purge Solenoid harness connector.
Using a 12-volt test light, jump across the Evap Purge Solenoid har-
ness connector.
With the scan tool, actuate the EVAP Purge Solenoid.
Does the test light flash on and off?
Yes >> Go To 4
No >> Go To 8
4. EVAP PURGE SOLENOID LEAKS/STUCK OPEN

Connect the Evap Purge Solenoid harness connector.
as necessary.
Using a hand vacuum pump, apply 10 in Hg to the 9CAN9 of the EVAP Purge Solenoid.
Does the EVAP Purge Solenoid hold vacuum?
Yes >> Go To 5

Using the scan tool, monitor the NVLD Switch State with the vacuum pump still installed and holding vacuum.
Does the scan tool display the NVLD state OPEN?
No >> Go To 6
NOTE: Remove the vacuum pump and connect the vacuum hose before continuing.
6. NVLD ASSEMBLY
Disconnect the NVLD electrical connector.
Does the Switch change from CLOSED to OPEN?
No >> Go To 7
7. (K107) SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K107) NVLD Switch
Signal circuit in the NVLD Assembly harness connector.
Yes >> Repair the short to ground in the (K107) NVLD Switch Sig-
nal circuit.
No >> Go To 9
8. (K52) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

Solenoid Control circuit in the EVAP Purge Solenoid harness connector.
Yes >> Repair the short to ground in the (K52) Evap Purge Sol
Control circuit.
No >> Go To 9
9. PCM
Ground circuits.
P0453-NVLD PRESSURE SWITCH STUCK OPEN

• When Monitored:
Engine running.
• Set Condition:
If the PCM does not see the NVLD switch close during test an error is detected. One Trip Fault. Three good
Possible Causes
(K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K107) NVLD SWITCH SIGNAL CIRCUIT OPEN
(K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO (K106) NVLD SOLENOID CONTROL CIRCUIT
NVLD ASSEMBLY
PCM
Diagnostic Test

Start the engine.
Using a scan tool, perform the NVLD FORCED MONITOR TEST.
to OPEN when the test is complete.
No >> Go To 2
2. NVLD ASSEMBLY
Monitor the NVLD Switch state on the scan tool.
Connect a jumper wire between the (K107) NVLD Switch Signal circuit
and the (Z914) Ground circuit in the NVLD harness connector.
Does the Switch change from OPEN to CLOSED with the
jumper wire installed?
No >> Go To 3
3. (K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K107) NVLD Switch Signal circuit in the
NVLD electrical harness connector.
Yes >> Repair the short to battery voltage in the (K107) NVLD
Switch Signal circuit.
No >> Go To 4
4. (K107) NVLD SWITCH SIGNAL CIRCUIT OPEN

Measure the resistance of the (K107) NVLD Switch Signal circuit from
the NVLD electrical harness connector to the appropriate terminal of
special tool #8815.
Yes >> Go To 5
No >> Repair the open in the (K107) NVLD Switch Signal circuit.
5. (K107) NVLD SWITCH SIGNAL CIRCUIT SHORTED TO THE (K106) NVLD SOLENOID CONTROL CIRCUIT
Measure the resistance between the (K107) NVLD Switch Signal circuit
and the (K106) NVLD Solenoid Control circuit in the NVLD electrical
harness connector.
Yes >> Repair the short between the (K107) NVLD Switch Signal
circuit and the (K106) NVLD Solenoid Control circuit.
No >> Go To 6

Yes >> Go To 7
to 9 - ENGINE - STANDARD PROCEDURE) )
7. PCM
Ground circuits.
P0455-EVAP PURGE SYSTEM LARGE LEAK

Theory of Operation
• When Monitored:
Engine Running. Cold start test. Fuel Level greater than 12%. Ambient Temperature between 4°C and 32°C
(39°F and 89°F) Close Loop fuel system. Test runs when small leak test is maturing.
• Set Condition:
switch. Once the NVLD switch is closed, the PCM turns the EVAP Purge solenoid off to seal the EVAP system.
If the NVLD switch reopens before the calibrated amount of time for a Large leak an error is detected. Two
Possible Causes

EVAP PURGE SOLENOID
NVLD SWITCH
Diagnostic Test

Testing complete.
Go To 2
2. ACTIVE DTC
Check for any related TSBs before continuing.
NOTE: Since a hot vehicle can conceal a leak, it is best to perform this test at room temperature.
NOTE: A loose gas cap could have caused this DTC to set. Make sure gas cap is tight and in good condi-
tion. Make sure the gas cap meets OEM specifications.
Yes >> Go To 3

Check for the follow conditions:
- Holes or cracks
- Loose seal points
- Fuel Cap gasket seal
No >> Go To 4

system.
ative terminal.
Yes >> Go To 5
No >> Refer to the Freeze Frame data recorded in step 1. If the data indicates that the vehicle was in motion
when the DTC was set, verify that all hoses are properly connected.

vapors may aid diagnosis also.
fuel cap.
UV light.
Zone Identification Charts below.
• ZONE 1
1 Fuel Cap
10 Control Valve.
11 Liquid Trap.
12 Fuel Tank.
13 Check valve.
15 Fuel Fill Tube
• ZONE 2
1 Filter.
2 NVLD.
4 Evap Canister.
• ZONE 3
8 Evap Purge Valve.
9 Service Port.
NOTE: Carefully inspect the vent side of the EVAP Canister. Due to the filtering system in the canister the
smoke may not be as thick. Introducing smoke into the filtered side of the canister may assist in locating
the leak.
Was a leak found at the gas cap?
Yes >> Go To 6
No >> Go To 7
6. LEAK AT GAS CAP

Remove the SMOKE supply tip (black hose) from the service port (if
equipped) or to the #8404–ADP adapter.
Install gas cap adapter, Miller Tool #8382 (1/4 turn cap) or #6922 (screw
cap) and #8399* (secondary seal depressor) and repeat test 5.

as necessary.
NOTE:
Monitor the vacuum gauge for at least 15 seconds.
Yes >> Replace the NVLD.
P0456-EVAP PURGE SYSTEM SMALL LEAK

Theory of Operation
• When Monitored:
Ignition off. Fuel Level less than 88%. Ambient Temperature between 4°C and 43°C (39°F and 109°F) Close
Loop fuel system.
• Set Condition:
Due to temperature changes, a vacuum is created in the fuel tank and EVAP system. With the EVAP system
sealed, the PCM monitors the NVLD switch. If the NVLD switch does not close within a calibrated time allow-
ance, an error is detected by the PCM. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
EVAP PURGE SOLENOID
Diagnostic Test

Testing complete.
Go To 2
2. ACTIVE DTC
NOTE: Since a hot vehicle can conceal a leak, it is best to perform this test at room temperature.
NOTE: A loose gas cap could have caused this DTC to set. Make sure gas cap is tight and in good condi-
tion. Make sure the gas cap meets OEM specifications.
Yes >> Go To 3

Check for the follow conditions:
- Holes or cracks
- Loose seal points
- Fuel Cap gasket seal
No >> Go To 4

system.
ative terminal.
Yes >> Go To 5

fuel cap.
UV light.
Zone Identification Chart at the beginning of this diagnostic procedure.
• ZONE 1
1 Fuel Cap
10 Control Valve.
11 Liquid Trap.
12 Fuel Tank.
13 Check valve.
15 Fuel Fill Tube
• ZONE 2
1 Filter.
2 NVLD.
4 Evap Canister.
• ZONE 3
8 Evap Purge Valve.
9 Service Port.
Was a leak found?
Yes >> Go To 6
No >> Go To 7
6. LEAK AT GAS CAP


as necessary.
Yes >> Replace the NVLD.
P0457-LOOSE FUEL CAP

Theory of Operation
The PCM records the fuel level when the ignition key is turned off and then again when the ignition key is turn back
on. This is done to monitor for fuel level increase. If a fuel level increase is detected and the EVAP Leak monitor is
run and fails, the Loose Gas Cap DTC will set and the GAS CAP indicator will displayed in odometer to inform the
vehicle operator that the cap is off of loose.
• When Monitored:
Ignition on. Ambient Temperature between 4°C and 32°C (39°F and 89°F) Close Loop fuel system. Test runs
after the medium leak test is inconclusive and the PCM has senses a fuel increase.
• Set Condition:
switch. Once the NVLD switch is closed, the PCM turns the EVAP Purge Solenoid off to seal the EVAP sys-
tem. If the NVLD switch reopens before the calibrated amount of time after a fuel tank fill, an error is detected.
Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
LOOSE OR MISSING FUEL CAP

FUEL FILL CAP
EVAP PURGE SYSTEM MEDIUM LEAK
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding (Refer to 9 - ENGINE -
Diagnostic Test

Testing complete.
Go To 2.
2. ACTIVE DTC
Yes >> Go To 3.
3. LOOSE OR MISSING FUEL FILL CAP

Perform a visual and phyical inspection of the Fuel Fill Cap and the fill tube.
• Improper installation of the Fuel Fill Cap
• Loose or missing Fuel Filler Cap
• Holes or Cracks
• Damaged Locking tabs on Cap and/or fill tube
• Damaged seal points on Cap and/or fill tube
• Fuel Fill Cap gasket seal
Yes >> Repair or replace the fuel fill cap or fill tube as necessary. Ensure proper fuel fill cap installation. Once
the repair is complete continue to step 4.
No >> Go To 4.
4. NVLD SERVICE TEST

With the scan tool perform the NVLD Service Test.
Does the NVLD Service Test pass?
No >> Go To 5

system.
ative terminal.
Yes >> Go To 6.

fuel cap.
UV light.
Zone Identification Chart below.
• ZONE 1
1 Fuel Cap
10 Control Valve.
11 Liquid Trap.
12 Fuel Tank.
13 Check valve.
15 Fuel Fill Tube
• ZONE 2
1 Filter.
2 NVLD.
4 Evap Canister.
• ZONE 3
8 Evap Purge Valve.
9 Service Port.
Was a leak found?
Yes >> Go To 7.
No >> Go To 8.
7. LEAK AT GAS CAP


as necessary.
Yes >> Go To 9.

Reconnect all vacuum hoses.
Start the engine.
Monitor the NVLD Switch.
NOTE: As the test runs, the NVLD Switch should go from an OPEN state to CLOSED. After the vacuum is
released form the EVAP system the Switch state will return to OPEN.
Yes >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)
P0461-FUEL LEVEL SENSOR 1 PERFORMANCE

• When Monitored:
TEST No.1: With the ignition on, the fuel level is compared to the previous key down after a 20 second delay.
TEST No.2: The PCM monitors the fuel level at ignition on.
• Set Condition:
TEST No.1: If the PCM does not see a difference in fuel level of greater than 0.1 volt the test will fail. TEST
No.2: If the PCM does not see a change in the fuel level of .1765 over a set amount of miles the test will fail.
Possible Causes
(N4) FUEL LEVEL SIGNAL CIRCUIT OPEN

(N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO GROUND
(Z210) FUEL LEVEL SENSOR GROUND CIRCUIT OPEN
FUEL TANK
FUEL LEVEL SENSOR
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any CAN - C or CAN - B Communication DTCs before continuing.
NOTE: Diagnose P0462 or P0463 first, if set along with P0461.
Yes >> Go To 2
2. VISUALLY INSPECT FUEL TANK

Visually inspect the Fuel Tank for damage that may restrict the Fuel Sending Unit float from moving.
Is the Fuel Tank OK?
Yes >> Go To 3
No >> Replace the Fuel Tank as necessary.
3. (N4) FUEL LEVEL SIGNAL CIRCUIT OPEN

Disconnect the Fuel Pump Module harness connector.
Disconnect the C2 Cluster harness connectors.
Measure the resistance of the (N4) Fuel Level Signal circuit from the
Fuel Pump Module harness connector to the C2 Cluster harness con-
nector.
Yes >> Go To 4
No >> Repair the open in the (N4) Fuel Level Signal circuit.
Perform BODY VERIFICATION TEST-VER 1. (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MODULES/
FRONT CONTROL MODULE - DIAGNOSIS AND TEST-
ING)
4. (N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (N4) Fuel Level Signal
circuit in the Fuel Pump Module harness connector.
Yes >> Repair the short to ground in the (N4) Fuel Level Signal cir-
cuit.
ING)
No >> Go To 5
5. (Z210) FUEL LEVEL SENSOR GROUND CIRCUIT OPEN

Measure the resistance of the (Z210) Fuel Level Sensor Ground circuit
from the Fuel Pump Module harness connector to the C2 Cluster har-
ness connector.
Yes >> Go To 6
No >> Repair the open in the (Z210) Fuel Level Sensor Ground
circuit.
ING)
6. INTERNAL INSPECTION OF THE FUEL TANK

Remove the Fuel Tank per Service Information.
Remove the Fuel Pump Module.
Visually inspect the inside of the Fuel Tank for any obstructions or deformities.
Inspect the Fuel Pump Module Float arm for damage.
Yes >> Repair or replace as necessary.
Perform BODY VERIFICATION TEST-VER 1. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/FRONT CONTROL MODULE - DIAGNOSIS AND TESTING)
No >> Go To 7
7. FUEL LEVEL SENSOR

Repair
Replace the Fuel Level Sensor.
P0462-FUEL LEVEL SENSOR 1 CIRCUIT LOW

• When Monitored:
Ignition on and battery voltage above 10.4 volts.
• Set Condition:
The fuel level sensor signal voltage goes below 0.4 of a volt for more than 90 seconds. One Trip Fault. Three
Possible Causes

(N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO (Z210) FUEL LEVEL SENSOR RETURN CIRCUIT
FUEL LEVEL SENSOR
INSTRUMENT CLUSTER
SCHEMATICS AND DIAGRAMS).
Diagnostic Test
1. FUEL LEVEL SENSOR VOLTAGE BELOW 0.4 OF A VOLT

NOTE: Diagnose any CAN - B or CAN - C Communication DTCs before continuing.
With the scan tool, read the Fuel Level Sensor voltage.
Is the Fuel Level Sensor voltage below 0.4 of a volt?
Yes >> Go To 2

Did the Fuel Level Sensor voltage change from below 0.4 of a volt to above 4.0 volts?
Yes >> Replace the Fuel Level Sensor.
No >> Go To 3

cuit.
ING)
No >> Go To 4
4. (N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO THE (Z210) FUEL LEVEL SENSOR GROUND CIRCUIT
Measure the resistance between the (N4) Fuel Level Signal circuit and
the (Z210) Fuel Level Sensor Ground circuit in the Fuel Pump Module
harness connector.
Yes >> Repair the short between the (Z210) Fuel Level Sensor
Ground circuit and the (N4) Fuel Level Signal circuit.
ING)
No >> Go To 5
5. INSTRUMENT CLUSTER
NOTE: Before continuing, check the Instrument Cluster harness connector terminals for corrosion, damage,
or terminal push out. Repair as necessary.
Ground circuits.
No >> Replace and program the Instrument Cluster per Service Information.
P0463-FUEL LEVEL SENSOR 1 CIRCUIT HIGH

• When Monitored:
• Set Condition:
The fuel level sensor signal voltage at the PCM goes above 4.9 volts for more than 90 seconds. One Trip
Possible Causes
(N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

FUEL LEVEL SENSOR
INSTRUMENT CLUSTER
Diagnostic Test
1. FUEL LEVEL SENSOR VOLTS ABOVE 4.9 VOLTS

NOTE: Diagnose any CAN - B and CAN - C Communication DTCs before continuing.
With a scan tool, read the Fuel Level Sensor voltage.
Is the Fuel Level Sensor voltage above 4.9 volts?
Yes >> Go To 2

Disconnect the Fuel Pump Module electrical harness connector.
Connect a jumper wire between the (N4) Fuel Level Signal circuit and
harness connector.
Did the Fuel Level Sensor voltage change from above 4.8 volts
to below 0.4 of a volt with the jumper wire installed?
ING)
No >> Go To 3
3. (N4) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Disconnect the C2 Cluster harness connector.
Measure the voltage on the (N4) Fuel Level Signal circuit in the Fuel
Pump Module harness connector.
Yes >> Repair the short to battery voltage in the (N4) Fuel Level
Signal circuit.
ING)
No >> Go To 4

nector.
Yes >> Go To 5
ING)

ness connector.
Yes >> Go To 6
circuit.
ING)
Ground circuits.
P0480-COOLING FAN 1 CONTROL CIRCUIT

• When Monitored:
• Set Condition:
The ECM receives a CAN Bus message from the FCM indicating an open or shorted circuit on the Radiator
Fan Relay Control circuit.
Possible Causes
FUSED (B+) FEED CIRCUITS

(N201) RADIATOR FAN CONTROL RELAY CONTROL CIRCUIT OPEN
(N201) RADIATOR FAN CONTROL RELAY CIRCUIT SHORT TO GROUND
RADIATOR FAN CONTROL RELAY
Diagnostic Test
1. RADIATOR FAN CONTROL RELAY OPERATION

NOTE: When actuating the radiator fan relays, the Radiator Fan(s) may have a delay in operation and ramp
up slowly.
With a scan tool, select Radiator Cooling Fan Relay #1 Control State to actuate the Radiator Fan Control Relay.
Is the Cooling Fan Relay operating?
Yes >> Refer to the *CHECKING FOR AN INTERMITTENT DTC Diagnostic Procedure. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING)
Perform the ECM Verification Test Ver. 1. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
No >> Go To 2
2. FUSED B+ CIRCUITS
Remove the Radiator Fan Control Relay.
Using a 12-volt test light connected to ground, probe the Fused B+ cir-
cuits.
Yes >> Go To 3
No >> Repair the open or short to ground in the Fused B+ circuits.
Inspect the related fuse and repair as necessary.
Perform BODY VERIFICATION TEST – VER 1. (Refer to 8
- ELECTRICAL/ELECTRONIC CONTROL MODULES -
STANDARD PROCEDURE)
3. RADIATOR FAN CONTROL RELAY CONTROL CIRCUIT

Turn the ignition on, engine not running.
With a scan tool, select Radiator Cooling Fan Relay #1 Control State,
Toggle, to actuate the Radiator Fan Control Relay.
Using a 12–volt test light connected to battery voltage, probe the Radi-
ator Control Relay Control circuit in the PDM.
Does the test light illuminate and flash on and off?
Yes >> Replace the Radiator Fan Control Relay.
STANDARD PROCEDURE)
No >> Go To 4
4. (N201) RADIATOR FAN CONTROL RELAY CONTROL CIRCUIT OPEN

Remove the FCM from the PDM.
Measure the resistance of the (N201) Radiator Fan Control Relay Con-
trol circuit from the Relay to the FCM PDM — 49 way connector.
Yes >> Go To 5
No >> Replace the PDM in accordance with the Service informa-
tion.
STANDARD PROCEDURE)
5. (N201) RADIATOR FAN CONTROL RELAY CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (N201) Radiator Fan
Control Relay Control circuit at the Relay connection.
Yes >> Replace the PDM in accordance with the Service informa-
tion.
STANDARD PROCEDURE)
No >> Replace Front Control Module in accordance with the Ser-
vice Information.
STANDARD PROCEDURE)

• When Monitored:
• Set Condition:
Fan High Relay Control circuit.
Possible Causes
FUSED B+ CIRCUITS
(N112) RADIATOR FAN HIGH RELAY CONTROL CIRCUIT OPEN
(N112) RADIATOR FAN HIGH RELAY CONTROL CIRCUIT SHORTED TO GROUND
RADIATOR FAN HIGH RELAY
Diagnostic Test
1. RADIATOR FAN HIGH RELAY OPERATION

With a scan tool, select Radiator Cooling Fan Relay #2 Control State, to actuate the Radiator Fan High Relay.
No >> Go To 2
Remove the Radiator High Fan Relay.
cuits in the Relay connection.
Yes >> Go To 4
No >> Go To 3
3. RADIATOR FAN HI/LO CONTROL RELAY SHORTED INTERNALLY

With the test light still at the Fused B+ circuit (Radiator High Fan Relay), remove the Radiator Fan HI/LO Control
Relay.
When the relay is removed, does the test light illuminate brightly?
Yes >> Replace the Radiator Fan HI/LO Control Relay.
Perform BODY VERIFICATION TEST – VER 1. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES - STANDARD PROCEDURE)
No >> Repair the open or short to ground in the Fused B+ circuits. Inspect the related fuse and repair as
necessary.
4. RADIATOR FAN HIGH RELAY CONTROL CIRCUIT

With a scan tool, select Radiator Cooling Fan Relay #2 Control State
and then Toggle, to actuate the Radiator Fan High Relay.
ator Fan High Relay Control circuit in the PDM.
Yes >> Replace the Radiator Fan High Relay.
STANDARD PROCEDURE)
No >> Go To 5
5. (N112) RADIATOR FAN HIGH RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (N112) Radiator Fan High Relay Control
circuit from the Relay connection to the FCM PDM — 49 way connec-
tor.
Yes >> Go To 6
No >> Replace the PDM in accordance with the Service Informa-
tion.
STANDARD PROCEDURE)
6. (N112) RADIATOR FAN HIGH RELAY CONTROL CIRCUIT SHORTED TO GROUND

High Control circuit at the Relay connection.
Yes >> Go To 7
No >> Replace the Front Control Module in accordance with the
STANDARD PROCEDURE)

With the probe still at the (N112) Radiator Fan High Control circuit, remove the Radiator Fan HI/LO Control Relay.
Is the resistance still below 100 ohms?
Yes >> Repair the open or short to ground in the (N112) Radiator Fan High Control circuit.
No >> Replace the Radiator Fan HI/LO Control Relay.
P0498-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT LOW

• When Monitored:
Engine running.
• Set Condition:
The PCM detects a short in the NVLD Canister vent solenoid circuits. One Trip Fault. Three good trips to turn
off the MIL.
Possible Causes
(K106) NVLD SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

NVLD ASSEMBLY
PCM
Diagnostic Test

Testing complete.
Go To 2.
2. ACTIVE DTC
Yes >> Go To 3
3. NVLD SOLENOID
Measure the resistance of the NVLD Solenoid Coil.
Is the resistance between 7.5 to 8.5 ohms?
Yes >> Go To 4
4. (K106) NVLD SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K106) NVLD Sole-
noid Control circuit in the NVLD electrical harness connector.
Yes >> Repair the short to ground in the (K106) NVLD Solenoid
Control circuit.
No >> Go To 5
5. PCM
Ground circuits.
P0499-NVLD CANISTER VENT VALVE SOLENOID CIRCUIT HIGH

• When Monitored:
Engine running.
• Set Condition:
The PCM detects an open in the NVLD Canister vent solenoid circuits. One Trip Fault. Three good trips to turn
off the MIL.
Possible Causes
(K106) NVLD SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K106) NVLD SOLENOID CONTROL CIRCUIT OPEN
NVLD SOLENOID
PCM
Diagnostic Test

Testing complete.
Go To 2.
2. ACTIVE DTC
Yes >> Go To 3
3. NVLD SOLENOID
Disconnect the NVLD Assembly harness connector.
Measure the resistance of the NVLD Solenoid coil.
Is the resistance between 7.5 to 8.5 ohms?
Yes >> Go To 4
4. (K106) NVLD SOLENOID CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

Take this measurement with the Ignition in the off (lock) position and in
the Ignition on, engine off position.
Measure the voltage on the (K106) NVLD Solenoid Control circuit in the
NVLD Assembly harness connector.
Yes >> Repair the short to battery voltage in the (K106) NVLD
Solenoid Control circuit.
No >> Go To 5
5. (K106) NVLD SOLENOID CONTROL CIRCUIT OPEN

Measure the resistance of the (K106) NVLD Solenoid Control circuit
from the NVLD Assembly harness connector to the appropriate terminal
Yes >> Go To 6
No >> Repair the open in the (K106) NVLD Solenoid Control cir-
cuit.

Yes >> Go To 7
7. PCM
Ground circuits.
P0501-VEHICLE SPEED SENSOR 1 PERFORMANCE (Not Equipped with ABS)

• When Monitored:
With the engine running, transmission not in park or neutral, brakes not applied, and engine rpm greater than
1500.
• Set Condition:
This code will set if no vehicle speed signal is received from the TCM Module for more than 11 seconds for 2
consecutive trips. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
ACTIVE BUS OR COMMUNICATION DTCS

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: The following items must be check before continuing.
• Pinion Factor and Tire Size MUST be programmed in the Front Control Module.
• All Bus Communication DTCs MUST be diagnosed.
• All Vehicle Speed DTCs that may be active in the Front Control Module or in the Transmission Control
Module MUST be diagnosed.
Yes >> Go To 2
NOTE: This code can set due following conditions.
• Unequal tire circumference between the tires on the vehicle.
• Front or Rear wheels moving while the opposite wheels are not. (i.e., wheels slipping on loose gravel, ice
or hard acceleration)
Check tire pressure of all the tires.
Check tire wear on all the tires.
Ask the customer what the road and driving conditions were like when the fault set.
Yes >> Repair as necessary. If the code set during a front OR rear wheel spin condition, no repair is necessary.
No >> Go To 3
3. PCM
push out. Repair as necessary. Using the schematics as a guide, inspect the wire harness and connectors.
Pay particular attention to all Power and Ground circuits.
P0503-VEHICLE SPEED SENSOR 1 ERRATIC (Not Equipped with ABS)

• When Monitored:
Ignition on and battery voltage greater than 10 volts. Transmission in Drive or Reverse.
• Set Condition:
Vehicle speed signal is erratic during road load conditions. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 3
3. PCM
P0501-VEHICLE SPEED SENSOR 1 PERFORMANCE (Equipped with ABS)

• When Monitored:
With the engine running, transmission not in park or neutral, brakes not applied, and engine rpm greater than
1500.
• Set Condition:
This code will set if no vehicle speed signal is received from the ABS Module for more than 11 seconds for 2
consecutive trips. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: The following items must be performed before continuing.
• Pinion Factor and Tire Size MUST be programmed in the ABS Module.
• All related Vehicle Speed and Wheel Speed DTCs that may be active in the ABS Module MUST be diag-
nosed. Refer to the ABS diagnostic information for the correct procedure.
Yes >> Go To 2
No >> Go To 3
3. PCM
P0503-VEHICLE SPEED SENSOR 1 ERRATIC (Equipped with ABS)

• When Monitored:
• Set Condition:
Vehicle speed signal is erratic during road load conditions. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 3
3. PCM
P0506-IDLE SPEED PERFORMANCE LOWER THAN EXCEPTED

• When Monitored:
With the engine running at idle, MAF <250 mg/tdc, air temp >-17.8°C (0°F) and <-7°C (19.4°F) enable after
coolant temp >70°C (158°F) or air temp >-7°C (19.4°F), coolant temp >-7°C (19.4°F) <130°C (266°F), canister
purge <100% duty cycle, and no VSS, MAF/MAP, ECT, TPS, ETC, CRK Sensor DTCs nor any fuel system or
injector DTCs.
• Set Condition:
Engine speed is 100 RPM or more below idle speed for 7 seconds. Two Trip Fault. Three good trips to turn off
the MIL.
Possible Causes
AIR INDUCTION SYSTEM

THROTTLE BODY
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If any other DTCs are present, they must be diagnosed and repaired before continuing this test.
Yes >> Go To 2
2. AIR INDUCTION SYSTEM

Inspect the Air Induction System for the following problems.
Restrictions: Dirty Air Cleaner, Foreign material trapped in the air intake tube, etc.
Leaks: Air Intake tube connection, Air Cleaner housing, etc.
No >> Go To 3
3. THROTTLE BODY OPERATION

Inspect the throttle body for carbon build up, other restrictions, and a bent throttle plate using a straight edge.
If the throttle plate does not close entirely it may be bent and needs to be replaced.
While the vehicle is running, lightly tap on ETC Motor, with your hand, and listen for idle to raise.
No >> Go To 4
4. PCM
Ground circuits.
P0507-IDLE SPEED PERFORMANCE HIGHER THAN EXCEPTED

• When Monitored:
With the engine running at idle, MAF <250 mg/tdc, air temp >-17.8°C (0°F) and <-7°C (19.4°F) enable after
coolant temp >70°C (158°F) or air temp >-7°C (19.4°F), coolant temp >-7°C (19.4°F) <130°C (266°F), canister
purge <100% duty cycle, and no VSS, MAF/MAP, ECT, TPS, ETC, CRK Sensor DTCs nor any fuel system or
injector DTCs.
• Set Condition:
Engine speed is 200 RPM or more above idle speed for 7 seconds. Two Trip Fault. Three good trips to turn off
the MIL.
Possible Causes
AIR INDUCTION SYSTEM

VACUUM LEAKS
THROTTLE BODY
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If any other DTCs are present, they must be diagnosed and repaired before continuing this test.
Yes >> Go To 2
2. AIR INDUCTION SYSTEM

Inspect the Air Induction System for the following problems.
Restrictions: Dirty Air Cleaner, Foreign material trapped in the air intake tube, etc.
Leaks: Air Intake tube connection, Air Cleaner housing, etc.
No >> Go To 3
3. VACUUM LEAKS
Start the engine.
Inspect the vehicle for external vacuum leaks.
Inspect the engine for internal leaks.
Were any vacuum leaks found?
Yes >> Repair the vacuum leak as necessary.
No >> Go To 4
4. THROTTLE BODY OPERATION

Inspect the throttle body for carbon build up, other restrictions, and a bent throttle plate using a straight edge.
If the throttle plate does not close entirely it may be bent and needs to be replaced.
While the vehicle is running, lightly tap on ETC Motor, with your hand, and listen for idle to raise.
No >> Go To 5
5. PCM
Ground circuits.
P0513-INVALID SKIM KEY

• When Monitored:
Ignition on.
• Set Condition:
The PCM detects an invalid SKREEM key. One Trip Fault.
Possible Causes
INCORRECT VIN PROGRAMMED IN THE PCM

NO COMMUNICATION WITH SKREEM
NO VIN PROGRAMMED IN THE PCM
IGNITION KEY
PCM
Diagnostic Test
1. ACTIVE DTC
With the scan tool, read the PCM DTCs.
Yes >> Go To 2
No >> Go To 6
2. NO COMMUNICATION WITH SKREEM

With the scan tool, attempt to communicate with the SKREEM.
Can the scan tool communicate with the SKREEM?
Yes >> Go To 3
No >> Refer to Section 8 - Electrical VEHICLE THEFT SECURITY - ELECTRICAL DIAGNOSTICS and perform
the appropriate Diagnostic Procedure.
Perform VERIFICATION TEST. (Refer to 8 - ELECTRICAL/VEHICLE THEFT SECURITY - STANDARD
PROCEDURE)
3. SKREEM TROUBLE CODES SET

With the scan tool, check for SKREEM DTCs.
Are any DTCs present in the SKREEM?
Yes >> Refer to Section 8 - Electrical VEHICLE THEFT SECURITY - ELECTRICAL DIAGNOSTICS and perform
the appropriate Diagnostic Procedure.
PROCEDURE)
No >> Go To 4
4. VIN PROGRAMMED INTO PCM

With the scan tool, display the VIN that is programmed in the PCM.
Has a VIN been programmed into the PCM?
Yes >> Go To 5
No >> Program the correct VIN into the PCM and retest.
PROCEDURE)
5. PCM
Replace and program the SKREEM per Service Information.
With the scan tool, erase all SKREEM and PCM DTCs.
Attempt to start and idle the engine.
With the scan tool, read the PCM DTCs.
Does the scan tool display this code?
Yes >> NOTE: Before continuing, check the PCM harness connector terminals for corrosion, damage, or termi-
nal push out. Repair as necessary. Replace and program the Powertrain Control Module per Service
Information.
PROCEDURE)
6. IGNITION KEY
NOTE: You must obtain the SKREEM pin number.
NOTE: This DTC could have been set if the SKREEM harness connector was disconnected, or if the
SKREEM was replaced recently.
NOTE: All keys that the customer uses for this vehicle must be tested to verify they are operating properly.
Verify the correct VIN is programmed into the PCM and SKREEM.
With each customer key, turn the ignition on and crank the engine to start.
With the scan tool, read the PCM DTCs. Look for P0513.
NOTE: If this DTC cannot be reset, it could have been an actual theft attempt.
Is the Good Trip Counter for DTC P0513 displayed and equal to 0?
Yes >> Replace the Ignition Key.
PROCEDURE)
P0520-ENGINE OIL PRESSURE SENSOR CIRCUIT

• When Monitored:
• Set Condition:
The PCM senses the oil pressure is out of the calibrated range.
Possible Causes
(G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
RESISTANCE (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT
(G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT
ENGINE OIL PRESSURE SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Ensure that the engine oil is at the proper level. Also, check the customers oil change history to
ensure that the oil is being changed at the correct intervals and that the proper oil viscosity is being used.
Yes >> Go To 2
2. ENGINE OIL PRESSURE SENSOR

With a scan tool, monitor the Engine Oil Pressure Sensor voltage.
Connect a jumper wire between the (K900) Sensor Ground circuit and
the (G6) Engine Oil Pressure Signal circuit.
NOTE: Engine Oil Pressure voltage should change from approxi-
mately 4.5 volts to less than 0.5 of a volt.
Yes >> Replace the Engine Oil Pressure Sensor.
No >> Go To 3
3. (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT HIGH RESISTANCE

Using a voltmeter perform a voltage drop test. Backprobe the (G6) Engine Oil Pressure Signal circuit at the Engine
Oil Pressure Sensor harness connector to the appropriate terminal of the special tool #8815. Ensure the voltmeter
leads are connected with the circuit’s correct polarity.
Yes >> Go To 4
No >> Repair the excessive resistance in the (G6) Engine Oil Pressure Signal circuit.
4. (F856) 5-VOLT SUPPLY CIRCUIT HIGH RESISTANCE

Perform a voltage drop test. Backprobe the (F856) 5-volt Supply circuit at the Engine Oil Pressure Sensor harness
Yes >> Go To 5

rect polarity.
Yes >> Go To 6
6. PCM
Ground circuits.
P0521-ENGINE OIL PRESSURE SENSOR PERFORMANCE

• When Monitored:
Engine running.
• Set Condition:
The engine oil pressure never reaches the calibrated specification with the engine RPM at 1250.
Possible Causes
ENGINE OIL/ENGINE MECHANICAL

PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. ENGINE OIL/ENGINE MECHANICAL

NOTE: The following items must be considered before determining the cause of this DTC. Failure to do so
may lead to misdiagnosis.
• ENGINE MECHANICAL TOLERANCES OUT OF SPECIFICATION
• ENGINE OIL PRESSURE OUT OF SPECIFICATION
• LOW ENGINE OIL
• OIL DIRTY OR DETERIORATED (Lack of scheduled oil changes)
• ENGINE OIL CONTAMINATED (i.e., coolant and/or fuel)
If any of the above conditions are found, repair as necessary.
No >> Go To 3
3. (G6) ENGINE OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Disconnect the Engine Oil Pressure Sensor harness connector.
Measure the voltage on the (G6) Engine Oil Pressure Signal circuit in
the Engine Oil Pressure Sensor harness connector.
Pressure Signal circuit.
No >> Go To 4

Yes >> Remove the Engine Oil Pressure sensor and ensure the oil
passage/port is free from any blockage. If OK, replace the
Engine Oil Pressure Sensor.
No >> Go To 5
5. EXCESSIVE RESISTANCE IN THE (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT

Measure the resistance of the (G6) Engine Oil Pressure Signal circuit
from the Engine Oil Pressure Sensor harness connector to the appro-
priate terminal of special tool #8815.
Yes >> Go To 6
No >> Repair the excessive resistance in the (G6) Engine Oil
6. (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (G6) Engine Oil Pres-
sure Signal circuit Engine Oil Pressure Sensor harness connector.
Yes >> Repair the short to ground in the (G6) Engine Oil Pressure
Signal circuit.
No >> Go To 7
7. EXCESSIVE RESISTANCE IN THE (F856) 5–VOLT SUPPLY CIRCUIT

Engine Oil Pressure Sensor harness connector to the appropriate ter-
minal of special tool #8815.
Yes >> Go To 8
No >> Repair the excessive resistance in the (F856) 5-volt Supply
circuit.
8. (F856) 5-VOLT SUPPLY SHORTED TO GROUND

circuit in the Engine Oil Pressure Sensor harness connector.
cuit.
No >> Go To 9
9. EXCESSIVE RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT

Measure the resistance of the (K900) Sensor Ground circuit from the
Yes >> Go To 10
No >> Repair the excessive resistance in the (K900) Sensor
Ground circuit.
10. PCM
Ground circuits.
P0522-ENGINE OIL PRESSURE SENSOR CIRCUIT LOW

• When Monitored:
• Set Condition:
The Oil pressure signal is below the calibrated amount. One Trip Fault. Three good trips to turn off the MIL.
ETC light will illuminate.
Possible Causes

(G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND
(G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

Measure the voltage on the (F856) 5-volt Supply circuit in the Engine Oil Pressure Sensor harness connector.
Yes >> Go To 3
No >> Go To 6

With a scan tool, monitor the Engine Oil Pressure Sensor voltage with the Sensor harness connector disconnected.
No >> Go To 4

sure Signal circuit in the Engine Oil Pressure Sensor harness connec-
tor.
Signal circuit.
No >> Go To 5
5. (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (G6) Engine Oil Pressure Sensor Signal circuit and the (K900) Sensor Ground
Yes >> Repair the short between the (K900) Sensor Ground circuit and the (G6) Engine Oil Pressure Signal
circuit.
No >> Go To 8

to perform diagnostics.
Yes >> Go To 7

cuit.
No >> Go To 8
8. PCM
Ground circuits.
P0523-ENGINE OIL PRESSURE SENSOR CIRCUIT HIGH

• When Monitored:
• Set Condition:
The Engine Oil pressure signal is greater than the calibrated amount. One Trip Fault.
Possible Causes
(G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT OPEN
(G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

Connect a jumper wire between the (G6) Engine Oil Pressure Signal
circuit and the (K900) Sensor Ground circuit in the Engine Oil Pressure
Is the voltage below 0.5 of a volt with the jumper wire
installed?
No >> Go To 3
3. (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (G6) Engine Oil Pressure Signal circuit in
No >> Go To 4
4. (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT OPEN

Yes >> Go To 5
No >> Repair the open in the (G6) Engine Oil Pressure Signal cir-
cuit.
5. (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT SHORTED TO THE (F856) 5-VOLT SUPPLY CIRCUIT
Measure the resistance between the (G6) Engine Oil Pressure Signal circuit and the (F856) 5-volt Supply circuit in
Yes >> Repair the short between the (F856) 5-volt Supply circuit and the (G6) Engine Oil Pressure Signal cir-
cuit.
No >> Go To 6

Yes >> Go To 7
No >> Repair the open in the (K900) Sensor Ground circuit.
7. PCM
Ground circuits.
P0524-ENGINE OIL PRESSURE TOO LOW

• When Monitored:
Engine running.
• Set Condition:
The engine oil pressure never reaches the calibrated specification to allow the MDS activation.
Possible Causes
ENGINE OIL/ENGINE MECHANICAL

PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. ENGINE OIL/ENGINE MECHANICAL

NOTE: The following items must be considered before determining the cause of this DTC. Failure to do so
may lead to misdiagnosis.
• ENGINE MECHANICAL TOLERANCES OUT OF SPECIFICATION
• ENGINE OIL PRESSURE OUT OF SPECIFICATION
• LOW ENGINE OIL
• OIL DIRTY OR DETERIORATED (Lack of scheduled oil changes)
• CORRECT VISCOSITY
• ENGINE OIL CONTAMINATED (i.e., coolant and/or fuel)
If any of the above conditions are found, repair as necessary.
No >> Go To 3

Yes >> Remove the Engine Oil Pressure sensor and ensure the oil
passage/port is free from any blockage. If OK, replace the
Engine Oil Pressure Sensor.
No >> Go To 4
4. EXCESSIVE RESISTANCE IN THE (G6) ENGINE OIL PRESSURE SIGNAL CIRCUIT

Yes >> Go To 5
No >> Repair the excessive resistance in the (G6) Engine Oil

sure Signal circuit in the Engine Oil Pressure Sensor harness connec-
tor.
Signal circuit.
No >> Go To 6
6. EXCESSIVE RESISTANCE IN THE (F856) 5–VOLT SUPPLY CIRCUIT

Yes >> Go To 7
circuit.

cuit.
No >> Go To 8

Yes >> Go To 9
Ground circuit.
9. PCM
Ground circuits.
P0532-A/C PRESSURE SENSOR CIRCUIT LOW

• When Monitored:
Engine running, A/C is learned, and AC Clutch Relay energized.
• Set Condition:
The A/C pressure sensor signal voltage at the PCM goes below 0.58 of a volt for 2.6 seconds. One Trip Fault.
Possible Causes

A/C PRESSURE TRANSDUCER
(C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND
(C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO (C918) SENSOR GROUND CIRCUIT
Diagnostic Test
1. A/C PRESSURE TRANSDUCER VOLTAGE BELOW 0.6 OF A VOLT

NOTE: Make sure the A/C refrigerant System is properly charged per Service Information.
Start the engine.
With a scan tool, read the A/C Pressure Sensor voltage.
Yes >> Go To 2

Disconnect the A/C Pressure Transducer harness connector.
Measure the voltage on the (F891) 5-volt Supply circuit in the A/C Pres-
sure Transducer harness connector.
Yes >> Go To 3
No >> Go To 6
3. A/C PRESSURE TRANSDUCER

With the scan tool, monitor the A/C Pressure Transducer voltage.
Is the voltage above 0.6 of a volt?
Yes >> Replace the A/C Pressure Transducer.
No >> Go To 4
4. (C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between the (C18) A/C Pressure Signal circuit
in the A/C Pressure Transducer harness connector and ground.
Yes >> Repair the short to ground in the (C18) A/C Pressure Signal
circuit.
No >> Go To 5
5. (C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (C918) SENSOR GROUND CIRCUIT
and the (C918) Sensor Ground circuit in the A/C Pressure Transducer
harness connector.
Yes >> Repair the short between the (C918) Sensor Ground circuit
and the (C18) A/C Pressure Signal circuit.
No >> Go To 8

Measure the resistance of the (F891) 5-volt Supply circuit from the A/C
Pressure Transducer harness connector to the C1 FCM harness con-
nector.
Yes >> Go To 7

Measure the resistance between the (F891) 5-volt Supply circuit in the
A/C Pressure Transducer harness connector and ground.
cuit.
No >> Go To 8

Ground circuits.
Perform BODY VERIFICATION TEST-VER 1.
No >> Replace and program the Front Control Module per Service Information.
Perform BODY VERIFICATION TEST-VER 1.
P0533-A/C PRESSURE SENSOR CIRCUIT HIGH

• When Monitored:
Engine running and the A/C Clutch Relay energized.
• Set Condition:
The A/C pressure transducer signal at the PCM goes above 4.92 volts. One trip Fault. Three good trips to turn
off the MIL.
Possible Causes
(C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(C18) A/C PRESSURE SIGNAL CIRCUIT OPEN
(C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO (F891) 5-VOLT SUPPLY CIRCUIT
(C918) SENSOR GROUND CIRCUIT OPEN
A/C PRESSURE TRANSDUCER
Diagnostic Test
1. A/C PRESSURE TRANSDUCER VOLTAGE ABOVE 4.9 VOLTS

NOTE: Make sure the A/C refrigerant system is properly charged per Service Information.
Start the engine.
With a scan tool, read the A/C Pressure Sensor voltage.
Yes >> Go To 2
2. A/C PRESSURE TRANSDUCER

Disconnect the A/C Pressure Transducer harness connector.
Connect a jumper wire between the (C18) A/C Pressure Signal circuit
and the (C918) Sensor Ground circuit in the Transducer harness con-
nector.
With the scan tool, monitor the A/C Pressure Transducer voltage.
Yes >> Replace the A/C Pressure Transducer.
No >> Go To 3
3. (C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (C18) A/C Pressure Signal circuit in the A/C
Pressure Transducer harness connector.
Is there voltage present?
Yes >> Repair the short to battery voltage in the (C18) A/C Pres-
sure Signal circuit.
No >> Go To 4
4. (C18) A/C PRESSURE SIGNAL CIRCUIT OPEN

Measure the resistance of the (C18) A/C Pressure Signal circuit from
the A/C Pressure Transducer harness connector to the C1 FCM har-
ness connector.
Yes >> Go To 5
No >> Repair the open in the (C18) A/C Pressure Signal circuit.
5. (C18) A/C PRESSURE SIGNAL CIRCUIT SHORTED TO THE (F891) 5-VOLT SUPPLY CIRCUIT
and the (F891) 5-volt Supply circuit in the A/C Pressure Transducer
harness connector.
and the (C18) A/C Pressure Signal circuit.
No >> Go To 6
6. (C918) SENSOR GROUND CIRCUIT OPEN

Measure the resistance of the (C918) Sensor Ground circuit from the
A/C Pressure Sensor harness connector to the C3 FCM harness con-
nector.
Yes >> Go To 7
No >> Repair the open in the (C918) Sensor Ground circuit

Ground circuits.
Perform BODY VERIFICATION TEST - VER 1. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
P0551-POWER STEERING PRESSURE SWITCH PERFORMANCE

• When Monitored:
With the ignition key on and engine running.
• Set Condition:
With the vehicle above 40 m.p.h. for over 30 seconds, the power steering pressure switch remains open. Two
Possible Causes
(K66) P/S SWITCH SIGNAL CIRCUIT OPEN

(K66) P/S SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
POWER STEERING PRESSURE SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. POWER STEERING PRESSURE SWITCH

Disconnect the Power Steering Pressure Switch harness connector.
Connect a jumper wire to the (K66) P/S Switch Signal circuit at the
Power Steering Pressure Switch harness connector.
Use the scan tool to monitor the Power Steering Pressure Switch sta-
tus.
Touch the other end of the jumper wire to the (Z988) Ground circuit at
the Power Steering Pressure Switch harness connector several times.
Did the Power Steering Pressure Switch status change from
High to Low when connecting and disconnecting the jumper
wire?
Yes >> Replace the Power Steering Pressure Switch.
No >> Go To 3
3. (K66) P/S SWITCH SIGNAL CIRCUIT HIGH RESISTANCE

Using a voltmeter perform a voltage drop test. Backprobe the (K66) P/S Switch Signal circuit at the P/S Switch
Yes >> Go To 4
No >> Repair the high resistance in the (K66) P/S Switch Signal circuit.

Using a 12-volt test light connected to battery voltage, probe the (Z988) Ground circuit in the Power Steering Pres-
sure Switch connector.
Yes >> Go To 5
No >> Repair the (Z988) Ground circuit.
5. PCM
Ground circuits.
P0562-BATTERY VOLTAGE LOW

• When Monitored:
The engine running. The engine speed greater than 1000 RPM.
• Set Condition:
Battery voltage is 1 volt less than desired voltage for a set period of time. One Trip Fault. ETC light is flashing.
Possible Causes
RESISTANCE IN THE (A1) BATTERY POSITIVE CIRCUIT (A802 FUSE LINK CIRCUIT)
RESISTANCE IN THE GENERATOR CASE GROUND
GENERATOR OPERATION
(K20) GENERATOR FIELD CONTROL CIRCUIT OPEN
(K20) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO GROUND
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Make sure the Battery is in good condition. Using the Midtronics Battery Tester, test the Battery
before continuing.
NOTE: Inspect the vehicle for after market accessories that may exceed the Generator System output.
NOTE: Make sure the generator drive belt is in good operating condition.
NOTE: Inspect the fuses in the IPM. If an open fuse is found, use the wire diagram/schematic as a guide,
inspect the wiring and connectors for damage.
Yes >> Go To 2
2. (A1) B+ CIRCUIT HIGH RESISTANCE

NOTE: Make sure all wires are clear of the engine’s moving parts.
Measure the voltage between the (A802) B+ Terminal at the Generator
and the (A1)Battery + Post.
Start the engine.
Yes >> Repair the excessive resistance in the (A802/A11/A1) B+
circuit between the Generator and Battery.
NOTE: Inspect the (A802) fuse link circuit and the Post Pass
Through connection, ensure proper operation.
No >> Go To 3
3. GENERATOR CASE GROUND HIGH RESISTANCE

Start the engine.
Measure the voltage between the Generator case and Battery ground post.
Yes >> Repair excessive resistance in the Generator Ground between the Generator Case and Battery ground
side.
No >> Go To 4
4. GENERATOR OPERATION
Disconnect the Generator Field harness connector.
Using a 12-volt test light, jump it across the Generator Field harness
connector.
With the scan tool, actuate the Gen Field Control circuit.
Does the test light illuminate brightly and flash on and off?
Yes >> Replace the Generator.
No >> Go To 5
5. (K20) GENERATOR FIELD CONTROL CIRCUIT OPEN

Measure the resistance of the (K20) Gen Field Control circuit from the
Generator harness connector to the appropriate terminal of the special
tool #8815.
Yes >> Go To 6
No >> Repair the open in the (K20) Gen Field Control circuit.
6. (K20) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between the (K20) Gen Field Control circuit in
the Generator Field harness connector and ground.
Yes >> Repair the short to ground in the (K20) Gen Field Control
circuit.
No >> Go To 7

Measure the resistance between the (Z20) Ground circuit in the Gen-
erator Field harness connector and ground.
Yes >> Go To 8
8. PCM
Ground circuits.
P0563-BATTERY VOLTAGE HIGH

• When Monitored:
With the ignition on. Engine RPM greater than 1000 RPM. With no other charging system codes set.
• Set Condition:
Battery voltage is 1 volt greater than desired voltage. Battery voltage greater than 15.75 volts. One Trip Fault.
Possible Causes
(K20) GENERATOR FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

GENERATOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Make sure the Battery is in good condition. Using the Midtronics Battery Tester, test the Battery
before continuing.
NOTE: Inspect the vehicle for after market accessories that may exceed the Generator System output.
NOTE: Make sure the generator drive belt is in good operating condition.
NOTE: Inspect the fuses in the IPM. If a fuse is open use the wire diagram/schematic as a guide, inspect the
wiring and connectors for damage.
Yes >> Go To 2
Using a 12-volt test light, jump across the Generator Field harness con-
nector.
With the scan tool, actuate the Generator Field Driver.
No >> Go To 3
3. (K20) FIELD CIRCUIT SHORTED BATTERY VOLTAGE

Measure the voltage on the (K20) Gen Field Control circuit at the Gen-
erator Field harness connector.
Yes >> Repair the short to battery voltage in the (K20) Gen Field
Control circuit.
No >> Go To 4
4. PCM
Ground circuits.
P0571-BRAKE SWITCH 1 PERFORMANCE

• When Monitored:
Ignition on.
• Set Condition:
If the output of Brake Switch No.1 to the PCM looks like it is not applied, while Brake Switch No.2 circuit is
applied the fault will mature in 60ms. One Trip Fault.
Possible Causes
(B15) BRAKE SWITCH NO.1 SIGNAL SHORTED TO GROUND

(B15) BRAKE SWITCH NO.1 SIGNAL OPEN
(F202) FUSED IGNITION SWITCH OUTPUT OPEN
STOP LAMP SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Make sure the Stop Lamp Switch is properly adjusted before continuing.
NOTE: Make sure the Stop Lamp Switch is properly wired, such as (B15) Brake Switch No.1 and (B16) Brake
Lamp Switch No.2 circuits are not switched at the harness connector.
Yes >> Go To 2
2. (B15) BRAKE SWITCH NO.1 SIGNAL SHORTED TO GROUND

Disconnect the Stop Lamp Switch harness connector.
Measure the resistance between the (B15) Brake Switch No.1 Signal
circuit in the Stop Lamp Switch harness connector and ground.
Yes >> Repair the short to ground in the (B15) Brake Switch No.1
Signal circuit.
No >> Go To 3
3. (B15) BRAKE SWITCH NO.1 SIGNAL OPEN

Measure the resistance of the (B15) Brake Switch No.1 Signal circuit
between the Stop Lamp Switch harness connector and the appropriate
terminal of the special tool #8815.
Yes >> Go To 4
No >> Repair the open in the (B15) Brake Switch No.1 Signal cir-
cuit.

Measure the resistance between the (B16) Brake Switch No.2 Signal
circuit in the Stop Lamp Switch harness connector and ground.
Signal circuit.
No >> Go To 5

between the Stop Lamp Switch harness connector and the appropriate
terminal of the special tool #8815.
Yes >> Go To 6
cuit.
6. (F202) FUSED IGNITION SWITCH OUTPUT (RUN-START) OPEN

Reconnect the PCM harness connector.
Using a 12–volt test light connected to ground, probe the (F202) Fused
Ignition Switch Output circuit in the Stop Lamp Switch harness connec-
tor.
Yes >> Go To 7
No >> Repair the open in the (F202) Fused Ignition Switch Output
circuit.

Using the 12–Volt test light connected to battery voltage, probe the
(Z912) Ground circuit in the Stop Lamp Switch harness connector.
Yes >> Go To 8
8. STOP LAMP SWITCH

Remove the Stop Lamp Switch.
Measure the resistance between terminals 1 and 2 of the Stop Lamp Switch.
Next, measure the resistance between terminals 3 and 4 of the Stop Lamp Switch.
Press and release the Stop Lamp Switch while monitoring the ohmmeter during both of the above steps.
Does the resistance change from below 5.0 ohms to an open circuit for one or both of the measure-
ments taken?
Yes >> Go To 9
No >> Replace the Stop Lamp Switch.
9. PCM
Ground circuits.
P0572-BRAKE SWITCH 1 STUCK ON

• When Monitored:
Ignition on.
• Set Condition:
The PCM recognizes the Brake Switch #1 is mechanically stuck in the low/on position. One Trip Fault.
Possible Causes

STOP LAMP SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC
Lamp Switch No.2 circuit are not switched at the harness connector.
Yes >> Go To 2

Measure the resistance between ground and the (B15) Brake Switch
No.1 Signal circuit in the Stop Lamp Switch harness connector.
Signal circuit.
No >> Go To 3

from the Stop Lamp Switch harness connector and the appropriate ter-
minal of the special tool #8815.
Yes >> Go To 4
cuit.
4. (B16) BRAKE SWITCH NO.2 SIGNAL SHORT TO VOLTAGE

Measure the voltage of the (B16) Brake Switch No.2 Signal circuit in
the Stop Lamp Switch harness connector.
Yes >> Repair the short to voltage in the (B16) Brake Switch No.2
circuit.
No >> Go To 5
5. STOP LAMP SWITCH

Apply and release the brake pedal switch while monitoring the ohmmeter during both of the above steps.
ments taken?
Yes >> Go To 6
6. PCM
Ground circuits.
P0573-BRAKE SWITCH 1 STUCK OFF

• When Monitored:
Ignition on.
• Set Condition:
The PCM recognizes Brake Switch No.1 is stuck in the Off/high position. One Trip Fault.
Possible Causes

(B15) BRAKE SWITCH NO.1 SIGNAL ShORT TO VOLTAGE
STOP LAMP SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

Signal circuit.
No >> Go To 3

Yes >> Repair the short voltage in the (B15) Brake Switch No.1
Signal circuit.
No >> Go To 4

Signal circuit.
No >> Go To 5

Yes >> Go To 6
cuit.

tor.
Yes >> Go To 7
circuit.

Using the 12–Volt test light connect to battery voltage, probe the (Z912)
Ground circuit in the Stop Lamp Switch harness connector.
Yes >> Go To 8
8. STOP LAMP SWITCH

Apply and release the brake pedal switch while monitoring the ohmmeter during both of the above steps.
ments taken?
Yes >> Go To 9
9. PCM
Ground circuits.
P0579–SPEED CONTROL MULTIPLEXED SWITCH #1 PERFORMANCE

• When Monitored:
Continuously with the ignition on.
• Set Condition:
The Steering Column Control Module (SCCM) has detected that the Speed Control Switch #1 is not operating
properly.
Possible Causes
INTERMITTENT SPEED CONTROL SWITCH 1/2 STUCK DTC

SPEED CONTROL SWITCH
STEERING COLUMN CONTROL MODULE (SCCM)
Diagnostic Test
1. DTC IS ACTIVE
NOTE: If P0562–BATTERY VOLTAGE LOW or P0563–BATTERY VOLTAGE HIGH is set along with this DTC,
diagnose the battery voltage DTC first.
With the Scan Tool, select View DTCs in the Steering Column Control Module.
Is the DTC status Active at this time?
Yes >> Go to 2
No >> Go to 4
2. SPEED CONTROL SWITCH

Replace the Speed Control Switch in accordance with the Service Information.
Move the Speed Control Switch to each position several times.
With the Scan Tool, Clear Stored DTCs in the Steering Column Control Module.
Move the Speed Control Switch to each position several times while monitoring the Scan Tool.
Does this DTC reset?
Yes >> Go To 3
3. STEERING COLUMN CONTROL MODULE (SCCM)

View repair.
Repair
Replace the Steering Column Control Module (SCCM) in accordance with the Service Information.
4. INTERMITTENT SPEED CONTROL SWITCH 1/2 STUCK DTC

The conditions necessary to set this DTC are not present at this time.
While monitoring the scan tool data relative to this circuit, move the Speed Control Switch to each position several
times.
Look for the DTC to reset while the switch is being moved to each position.
P0580–SPEED CONTROL MULTIPLEXED SWITCH #1 LOW

• When Monitored:
• Set Condition:
The Steering Column Control Module (SCCM) has detected that the Speed Control Switch #1 is below the
calibrated value.
Possible Causes

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Yes >> Go To 3

View repair.
Repair

times.
P0585-SPEED CONTROL MULTIPLEXED SWITCH 1/2 CORRELATION

• When Monitored:
• Set Condition:
The Steering Column Control Module (SCCM) has detected that a non-permissable combination has occurred
in the Speed Control Switch. Two trip Fault.
Possible Causes
INTERMITTENT SPEED CONTROL MULTIPLEXED SWITCH 1/2 CORRELATION DTC

Diagnostic Test
1. DTC IS ACTIVE
NOTE: This DTC is a two trip fault. If the scan tool indicates a one trip failure, the possible cause may have
been the customer pressing both switches simultaneously. Test drive the vehicle and activate the Speed
Control system. If the DTC matures to an active fault a repair is necessary.
Yes >> Go to 2
No >> Go to 4

Yes >> Go To 3

View repair.
Repair
4. INTERMITTENT SPEED CONTROL MULTIPLEXED SWITCH 1/2 CORRELATION DTC

times.
P0591–SPEED CONTROL MULTIPLEXED SWITCH PERFORMANCE

• When Monitored:
• Set Condition:
The Steering Column Control Module (SCCM) has detected that the Speed Control Switch #2 is not operating
properly.
Possible Causes

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Yes >> Go To 3

View repair.
Repair

times.
P0600-SERIAL COMMUNICATION LINK

• When Monitored:
• Set Condition:
Internal Bus communication failure between processors. One Trip Fault. Three Global Good Trips to Clear.
Possible Causes
PCM
Diagnostic Test
1. PCM
NOTE: Diagnose any CMP or CKP Sensor faults before continuing. Check for intermittent loose CMP or CKP
connections.
The Powertrain Control Module is reporting internal errors, view repair to continue.
Repair
P0601-INTERNAL MEMORY CHECKSUM INVALID

• When Monitored:
• Set Condition:
Internal checksum for software failed, does not match calculated value. One Trip Fault, Three Good Trips to
clear.
Possible Causes
PCM
Diagnostic Test
1. PCM
connections.
Repair
P0606-INTERNAL ECM PROCESSOR

• When Monitored:
Engine running.
• Set Condition:
When the PCM recognizes an internal failure to communicate with the ECM or the CMP and CKP Sensor
count periods are too short. One trip fault. ETC light is flashing.
Possible Causes
PCM
Diagnostic Test
1. PCM
connections.
Repair
P060B-ETC A/D GROUND PERFORMANCE

• When Monitored:
When the Throttle Motor is powered.
• Set Condition:
When A to D reading does not return to ground within a set period of time of test activation, this fault sets. The
test typically runs a couple of times per second, and is the reason why APP2 signal spikes to ground a couple
of times per second in normal running. Reprogramming the module may not always fix this fault. ETC lamp will
flash.
Possible Causes
PCM NEEDS TO BE PROGRAMMED
PCM
Diagnostic Test
1. PROGRAM THE POWERTRAIN CONTROL MODULE

Verify the PCM is at the latest calibration (flash level).
NOTE: An intermittent loss of power to the PCM without performing an ETC Relearn procedure may cause
this DTC to set.
NOTE: Diagnose any other DTCs that may have set with the P060B.
Flash the Powertrain Control Module per Service Information if any updates are available.
Start the engine.
Operate the accelerator pedal. (do not exceed 3500 rpm)
Does this DTC reset by itself?
Yes >> Replace and reprogram the Powertrain Control Module per Service Information.
P060D-ETC LEVEL 2 APP PERFORMANCE

• When Monitored:
Throttle motor is powered and no matured faults related to APP Sensors.
• Set Condition:
When secondary software determines that APPS 1 and APPS 2 signals do not match for a period of time. ETC
lamp will flash
Possible Causes
PCM
Diagnostic Test

this DTC to set.
Start the engine.
NOTE: Diagnose any other DTCs that may have set with the P060D.
P060E-ETC LEVEL 2 TPS PERFORMANCE

• When Monitored:
Throttle motor is powered and no matured faults related to TP Sensors.
• Set Condition:
When secondary software determines that TPS 1 and TPS 2 signals do not match for a period of time. ETC
lamp will flash.
Possible Causes
PCM
Diagnostic Test

this DTC to set.
Start the engine.
NOTE: Diagnose any other DTCs that may have set with the P060E.
P060F-ETC LEVEL 2 ECT PERFORMANCE

• When Monitored:
Throttle motor is powered and no matured faults related to the Engine Coolant Temp Sensor.
• Set Condition:
When secondary software determines that the Coolant Temperature is implausible for a period of time. ETC
lamp will flash.
Possible Causes
PCM
Diagnostic Test

NOTE: Diagnose any Engine Coolant Temperature Sensor DTCs before continuing.
this DTC to set.
Start the engine.
NOTE: Diagnose any other DTCs that may have set with the P060F.
P061A-ETC LEVEL 2 TORQUE PERFORMANCE

• When Monitored:
Throttle motor is powered.
• Set Condition:
When secondary software determines that the customer requested output is not being achieved by the engine
for a period of time. ETC lamp will flash
Possible Causes
PCM
Diagnostic Test

NOTE: Check the engine for air/vacuum leaks and diagnose any Fuel System Lean/Rich as well as MAP
Sensor DTCs before continuing.
this DTC to set.
Start the engine.
NOTE: Diagnose any other DTCs that may have set with the P061A.
P061C-ETC LEVEL 2 RPM PERFORMANCE

• When Monitored:
Throttle motor is powered and no camshaft or crankshaft electrical signal related DTCs are set.
• Set Condition:
When secondary software determines that the engine speed is implausible for a period of time. ETC lamp will
flash.
Possible Causes
PCM
Diagnostic Test

NOTE: Diagnose any Camshaft Position and Crankshaft Position Sensor DTCs before continuing.
this DTC to set.
Start the engine.
NOTE: Diagnose any other DTCs that may have set with the P061C.
P0622-GENERATOR FIELD CONTROL CIRCUIT

• When Monitored:
With the ignition on. Engine running.
• Set Condition:
When the PCM tries to regulate the generator field with no result during monitoring. One Trip Fault. Three
Possible Causes
(K20) GEN FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K20) GEN FIELD CONTROL CIRCUIT OPEN
(K20) GEN FIELD CONTROL CIRCUIT SHORTED TO GROUND
GENERATOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
Using a 12-volt test light, jump it across the Generator Field harness
connector.
With the scan tool, actuate the Generator Field Control circuit.
No >> Go To 3
3. (K20) GEN FIELD CIRCUIT SHORTED BATTERY VOLTAGE

Measure the voltage on the (K20) Gen Field Control circuit in the Gen-
Control circuit.
No >> Go To 4
4. (K20) GEN FIELD CIRCUIT OPEN

Generator Field harness connector to appropriate terminal of the spe-
cial tool #8815.
Yes >> Go To 5
5. (K20) GEN FIELD CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K20) Gen Field Con-
trol circuit in the Generator Field harness connector.
circuit.
No >> Go To 6

Measure the resistance between the (Z20) Ground circuit in the Gen
Field harness connector and ground.
Yes >> Go To 7
7. PCM
Ground circuits.
P0627-FUEL PUMP RELAY CIRCUIT

• When Monitored:
• Set Condition:
An open or shorted condition is detected in the fuel pump relay control circuit. One Trip Fault. Three good trips
to turn off the MIL.
Possible Causes
(F20) FUSED IGNITION SWITCH OUTPUT CIRCUIT

(A109) FUSED B+ CIRCUIT
(K31) FUEL PUMP RELAY CONTROL CIRCUIT
(K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO GROUND
FUEL PUMP RELAY
PCM
Diagnostic Test
1. FUEL PUMP RELAY OPERATION

With a scan tool, actuate the Fuel Pump Relay.
Is the Fuel Pump Relay operating?
No >> Go To 2
2. FUEL PUMP RELAY

Remove the Fuel Pump Relay from the IPM.
Measure the resistance of the Fuel Pump Relay Coil.
Is the resistance between 70 to 90 ohms?
Yes >> Go To 3
No >> Replace the Fuel Pump Relay.
3. (F20) FUSED IGNITION SWITCH OUTPUT CIRCUIT

Using a 12-volt test light connected to ground, probe the (F20) Fused
Ignition Switch Output circuit.
Yes >> Go To 5
No >> Repair the open or short to ground in the (F20) Fused Igni-
tion Switch Output circuit. Inspect the related fuse and
repair as necessary.
4. (A109) FUSED B+ CIRCUIT

Using a 12-volt test light connected to ground, probe the (A109) Fused
B+ circuit.
Yes >> Go To 5
No >> Repair the open or short to ground in the (A109) Fused B+
circuit. Inspect the related fuse and repair as necessary.
5. (K31) CONTROL CIRCUIT OPEN

Measure the resistance of the (K31) Fuel Pump Relay Control circuit
from the IPM to the appropriate terminal of special tool #8815.
Yes >> Go To 6
No >> Repair the open in the (K31) Fuel Pump Relay Control cir-
cuit.
6. (K31) CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K31) Fuel Pump
Relay Control circuit in the IPM.
Yes >> Repair the short to ground in the (K31) Fuel Pump Relay
Control circuit.
No >> Go To 7
7. PCM
Ground circuits.
P062C-ETC LEVEL 2 MPH PERFORMANCE

• When Monitored:
Throttle motor is powered and no vehicle speed related DTCs have matured.
• Set Condition:
When secondary software determines that the vehicle speed is implausible for a period of time. ETC lamp will
flash
Possible Causes
PCM
Diagnostic Test

this DTC to set.
Start the engine.
NOTE: Diagnose any other DTCs that may have set with the P062C.
P0630-VIN NOT PROGRAMMED IN PCM

• When Monitored:
Ignition on.
• Set Condition:
The VIN has not been programmed into the PCM. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
PROGRAMMING VIN INTO PCM
PCM
Diagnostic Test
1. PROGRAMMING VIN INTO THE PCM

Using the scan tool, program VIN into the PCM.
Start the engine.
NOTE: If the engine will not start, crank the engine over for 15 seconds. Crank at least 2 times with the
ignition switch returning to the off position each time.
Does the DTC reset?
Yes >> Replace and program the Powertrain Control Module per Service Information.
No >> The VIN has been successfully programmed into the PCM. Test is complete.
P0632-ODOMETER NOT PROGRAMMED IN PCM

• When Monitored:
Ignition on.
• Set Condition:
Odometer is not programed into the PCM. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
PROGRAMMING MILEAGE INTO THE PCM
PCM
Diagnostic Test
1. PROGRAMMING MILEAGE INTO THE PCM

Using a scan tool, program the mileage into the PCM.
Start the engine.
Does the DTC reset?
No >> The mileage has been successfully programmed into the PCM. Test is complete.
P0633-SKIM KEY NOT PROGRAMMED IN PCM

• When Monitored:
Ignition on.
• Set Condition:
The SKIM Key information has not been programmed into the PCM. One Trip Fault. Three good trips to turn
off the MIL.
Possible Causes
PROGRAMMING SKIM KEY INTO THE PCM
PCM
Diagnostic Test
1. PROGRAMMING SKIM KEY INTO THE PCM

With a scan tool, erase DTCs.
Using the scan tool, program the SKIM Key information into the PCM.
Start the engine.
NOTE: If the engine will not start, crank the engine over for 15 seconds. Crank at least 2 times with the
ignition switch returning to the off position each time.
Does the DTC reset?
No >> The SKIM KEY information has been successfully programmed into the PCM. Test is complete.
P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW

• When Monitored:
Ignition on.
• Set Condition:
When the PCM recognizes the Primary 5-volt Supply circuit voltage is too low. One Trip Fault. ETC light is
flashing.
Possible Causes
(F855) PRIMARY 5-VOLT SUPPLY SHORTED TO GROUND

SENSOR SHORTED TO GROUND
5-VOLT SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Improperly installed aftermarket accessories can cause this DTC to set. Check for wiring added by
customer.
Yes >> Go To 2
2. (F855) PRIMARY 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Disconnect all the Sensors that share the (F855) Primary 5-volt Supply
circuit.
Measure the resistance between ground and the (F855) Primary 5-volt
Supply circuit in the CKP Sensor harness connector.
Yes >> Repair the short to ground in the (F855) Primary 5-volt
Supply circuit.
No >> Go To 3
3. 5-VOLT SENSOR
Reconnect all the previously disconnected Sensors except for the CKP
Measure the voltage on the (F855) Primary 5-volt Supply circuit in the
CKP Sensor harness connector.
Yes >> Go To 4
No >> Replace the CKP Sensor.
4. 5-VOLT SENSOR SHORTED TO GROUND

Measure the voltage on the (F855) Primary 5-volt Supply circuit at the
CAUTION: You must Turn the Ignition OFF when disconnecting
any of the Sensor harness connectors and Turn the Ignition On to
check the voltage readings.
While monitoring the voltage, disconnect each Sensor harness connec-
tor that shares the (F855) Primary 5-volt Supply circuit, one at a time.
NOTE: Reconnect all the Sensors and clear all trouble codes
before continuing.
Does the voltage increase above 4.5 volts when disconnecting
any of the remaining Sensors?
Yes >> Replace the Sensor that causes the (F855) Primary 5-volt
Supply circuit voltage to increase when disconnected.
No >> Go To 5
5. PCM
Ground circuits.
P0643-PRIMARY 5-VOLT SUPPLY CIRCUIT HIGH

• When Monitored:
Ignition on.
• Set Condition:
When the PCM recognizes the Primary 5-volt Supply circuit voltage is too high. One Trip Fault. ETC light is
flashing.
Possible Causes
(F855) PRIMARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. (F855) PRIMARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE

circuit.
NOTE: Improperly installed aftermarket accessories can cause this
DTC to set. Check for wiring added by customer.
Yes >> Repair the short to battery voltage in the (F855) Primary
5-volt Supply circuit.
No >> Go To 3
3. PCM
Ground circuits.
P0645-A/C CLUTCH RELAY CIRCUIT

• When Monitored:
With the ignition on. Battery voltage greater than 10 volts. A/C Switch on.
• Set Condition:
An open or shorted condition is detected in the A/C clutch relay control circuit. One Trip Fault. Three good trips
to turn off the MIL.
Possible Causes
INTERNAL FUSED IGNITION SWITCH OUTPUT CIRCUIT

(C13) A/C CLUTCH RELAY CONTROL CIRCUIT OPEN
(C13) A/C CLUTCH RELAY CONTROL CIRCUIT SHORTED TO GROUND
A/C CLUTCH RELAY
PCM
Diagnostic Test
1. A/C CLUTCH RELAY OPERATION

With a scan tool, actuate the A/C Clutch Relay.
Is the A/C Clutch Relay operating?
No >> Go To 2
2. A/C CLUTCH RELAY RESISTANCE

Remove the A/C Clutch Relay from the IPM.
Measure the resistance of the A/C Clutch Relay Coil.
Yes >> Go To 3
No >> Replace the A/C Clutch Relay.
3. INTERNAL FUSED B+ CIRCUIT

Using a 12-volt test light connected to ground, probe the Internal Fused B+ circuit in the connection.
Yes >> Go To 4
No >> Repair the open or short to ground in the Internal Fused B+ circuit. Check and replace any open fuses.
4. (C13) A/C CLUTCH RELAY CONTROL CIRCUIT OPEN

diagnosis.
Measure the resistance of the (C13) A/C Clutch Relay Control circuit from the relay connection to the appropriate
Yes >> Go To 5
No >> Repair the open in the (C13) A/C Clutch Relay Control circuit.
5. (C13) A/C CLUTCH RELAY CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (C13) A/C Clutch Relay Control circuit at the IPM.
Yes >> Repair the short to ground in the (C13) A/C Relay Clutch Control circuit.
No >> Go To 6
6. PCM
Ground circuits.

• When Monitored:
Ignition on.
• Set Condition:
When the PCM recognizes the Auxiliary 5-volt Supply circuit voltage is too low One Trip Fault. ETC light is
flashing.
Possible Causes
(F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO GROUND

SENSOR SHORTED TO GROUND
CAM POSITION SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Improperly installed aftermarket accessories can cause this DTC to set. Check for wiring added by
customer.
Yes >> Go To 2
2. (F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO GROUND

Disconnect all the Sensors that share the (F856) Auxiliary 5-volt Supply
circuit.
Measure the resistance between ground and the (F856) Auxiliary 5-volt
Supply circuit in the CMP Sensor harness connector.
Yes >> Repair the short to ground in the (F856) Auxiliary 5-volt
Supply circuit.
No >> Go To 3
3. CMP SENSOR
Reconnect all the previously disconnected Sensors except for the CMP
Measure the voltage on the (F856) Auxiliary 5-volt Supply circuit in the
CMP Sensor harness connector.
Yes >> Go To 4
No >> Replace the Cam Position Sensor.
4. INTERNAL SENSOR SHORTED

Measure the voltage on the (F856) Auxiliary 5-volt Supply circuit at the
CAUTION: You must Turn the Ignition OFF when disconnecting any
of the Sensor harness connectors and Turn the Ignition On to
tor that shares the (F856) Auxiliary 5-volt Supply circuit, one at a time.
any of the Sensor harness connectors?
Yes >> Replace the Sensor that causes the (F856) Auxiliary 5-volt
No >> Go To 5
5. PCM
Ground circuits.
P0653-SENSOR REFERENCE VOLTAGE 2 CIRCUIT HIGH

• When Monitored:
Ignition on.
• Set Condition:
When the PCM recognizes the Auxiliary 5-volt Supply circuit voltage is too high. One Trip Fault. ETC light is
flashing.
Possible Causes
(F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. (F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE

circuit.
NOTE: Improperly installed aftermarket accessories can cause this
DTC to set. Check for wiring added by customer.
Is the voltage present?
Yes >> Repair the short to battery voltage in the (F856) Auxiliary
No >> Go To 3
3. PCM
Ground circuits.
P0660–MANIFOLD TUNE VALVE SOLENOID CIRCUIT

• When Monitored:
With the ignition on. ASD Relay energized. Battery voltage greater than 10 volts.
• Set Condition:
The PCM senses the MTV in not at the desired state. One Trip Fault.
Possible Causes
MTV (Z904) GROUND CIRCUIT OPEN

(K136) MTV CONTROL CIRCUIT SHORT TO BATTERY VOLTAGE
(K136) MTV CONTROL CIRCUIT SHORT TO GROUND
(K136) MTV CONTROL CIRCUIT OPEN
MANIFOLD TUNED VALVE SOLENOID
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. MANIFOLD TUNE VALVE SOLENOID OPERATION

Disconnect the MTV Solenoid harness connector.
Using a 12–volt test light, connect one end to the (K136) MTV Control circuit and the other end the (Z904) Ground
circuit in the MTV Solenoid harness connector.
With the scan tool, actuate (Toggle) the MTV Solenoid.
Yes >> Replace the Manifold Tune Valve Solenoid.
No >> Go To 3
3. MTV SOLENOID (Z904) GROUND CIRCUIT OPEN

Measure the resistance between the Ground circuit in the MTV Sole-
noid harness connector and ground.
Yes >> Go To 4
No >> Repair the open in the MTV Solenoid Ground circuit.
4. (K136) MTV CONTROL CIRCUIT SHORT TO BATTERY VOLTAGE

Turn the ignition off
Measure the voltage of the (K136) MTV Control circuit in the MTV Sole-
noid harness connector.
Does the voltage indicate voltage present?
Yes >> Repair the short to voltage in the (K136) MTV Control cir-
cuit.
No >> Go To 5
5. (K136) MTV CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between the (K136) MTV Control circuit in the
MTV Solenoid harness connector and ground.
Yes >> Repair the short to ground in the (K136) MTV Control cir-
cuit.
No >> Go To 6
6. (K136) MTV CONTROL CIRCUIT OPEN

Measure the resistance of the (K136) MTV Control circuit between from
the MTV Solenoid harness connector to the appropriate terminal of the
special tool.
Yes >> Go To 7
No >> Repair the open in the (K136) MTV Control circuit.
Go To 7
7. PCM
Ground circuits.
P0685-AUTO SHUTDOWN RELAY CONTROL CIRCUIT

• When Monitored:
With ignition on. Battery voltage above 10 volts.
• Set Condition:
An open or shorted condition is detected in the ASD relay control circuit. One Trip Fault. Three good trips to
turn off the MIL.
Possible Causes
(A922) FUSED B+ CIRCUITS

(K51) ASD RELAY CONTROL CIRCUIT OPEN
(K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND
ASD RELAY
PCM
Diagnostic Test
1. ASD RELAY OPERATION

Is the ASD Relay operating?
No >> Go To 2
2. (A922) FUSED B+ CIRCUITS

Remove the ASD Relay from the IPM.
B+ circuits in the IPM.
Yes >> Go To 3
circuits. Inspect and replace any open fuses.
3. ASD RELAY
Measure the resistance of the ASD Relay Coil.
Yes >> Go To 4
No >> Replace the ASD Relay.
4. (K51) ASD RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (K51) ASD Relay Control circuit from the
IPM to the appropriate terminals of special tool #8815.
Yes >> Go To 5
No >> Repair the open in the (K51) ASD Relay Control circuit.
5. (K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K51) ASD Relay Con-
trol circuit in the IPM.
Yes >> Repair the short to ground in the (K51) ASD Relay Control
circuit.
No >> Go To 6
6. PCM
Ground circuits.
P0688-AUTO SHUTDOWN RELAY SENSE CIRCUIT LOW

• When Monitored:
With ignition key on. Battery voltage greater than 10 volts.
• Set Condition:
No voltage sensed at the PCM when the ASD relay is energized. One Trip Fault. Three good trips to turn off
the MIL.
Possible Causes
(A922) FUSED B+ CIRCUITS

ASD RELAY OUTPUT CIRCUIT OPEN
ASD RELAY
PCM
Diagnostic Test
1. VERIFY ASD DTC

NOTE: Diagnose P0685 - Auto Shutdown Relay Control Circuit first if it set along with this DTC.
With a scan tool, erase the DTC.
Attempt to start the engine. If the engine will not start, crank the engine for at least 15 seconds. It may be neces-
sary to repeat several times.
Does the DTC reset?
Yes >> Go To 2
2. ENGINE OPERATION
Attempt to start the engine.
Does the engine start?
Yes >> Go To 3
No >> Go To 4
3. ASD RELAY OUTPUT CIRCUIT OPEN

Remove the ASD Relay.
Measure the resistance of the ASD Relay Output circuits from the
Relay connection to the appropriate terminals of special tool #8815.
Yes >> Go To 7
No >> Repair the open in the ASD Relay Output circuit (s).
4. ASD RELAY
Install a substitute relay in place of the ASD Relay.
Does the DTC reset?
Yes >> Go To 5
5. (A922) FUSED B+ CIRCUITS

B+ circuits at the Relay connection.
Yes >> Go To 6
circuits. Inspect the related fuse and repair as necessary.

Measure the resistance of the ASD Relay Output circuits from the
Relay connection to the appropriate terminals of special tool #8815.
Yes >> Go To 7
No >> Repair the open in the ASD Relay Output circuit(s).
7. PCM
Ground circuits.
P0700-TRANSMISSION CONTROL SYSTEM (MIL REQUEST)

• When Monitored:
Ignition on and battery voltage greater than 10 volts.
• Set Condition:
An active DTC is stored in the TCM. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
DTC PRESENT IN THE TRANSMISSION CONTROL MODULE
Diagnostic Test
1. DTC PRESENT IN TRANSMISSION CONTROL MODULE

This is an informational DTC letting you know that a DTC(s) is stored in the Transmission Control Module.
Erase this DTC from the PCM after all Transmission DTC(s) have been repaired.
Using a scan tool, read the Transmission Controller DTC and refer to the Transmission Category and perform the
appropriate symptom.
PCM Diagnostic Information complete.
Continue
Test Complete.
P0703-BRAKE SWITCH 2 PERFORMANCE

• When Monitored:
Ignition on.
• Set Condition:
When the PCM recognizes Brake Switch No.2 voltage is not equal to the applied value at the PCM when
Brake Switch No.1 is applied. This could be a normal condition. If this condition is seen repeatedly by the PCM
the fault is set. Cruise will not work for the rest of the key cycle.
Possible Causes
(A103) FUSED B+ CIRCUIT

(L50) BRAKE LAMP SWITCH OUTPUT CIRCUIT OPEN
(L50) BRAKE LAMP SWITCH OUTPUT CIRCUIT SHORTED TO BATTERY VOLTAGE
(L50) BRAKE LAMP SWITCH OUTPUT CIRCUIT SHORTED TO GROUND
(B29) BRAKE SWITCH NO.1 SIGNAL CIRCUIT OPEN
STOP LAMP SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Make sure the Stop Lamp Switch is adjusted properly before continuing.
NOTE: Make sure the Stop Lamp Switch is properly wired, such as (B29) Brake Switch No.1 and (L50) Brake
Lamp Switch Output are not switched at the harness connector.
Yes >> Go To 2
2. (A103) FUSED B+ CIRCUIT

B+ circuit in the Stop Lamp Switch harness connector.
Yes >> Go To 3
circuit. Inspect the related fuse and repair as necessary.
3. STOP LAMP SWITCH

Measure the resistance between the (A103) Fused B+ circuit terminal
and the (L50) Brake Lamp Switch Output terminal in the Stop Lamp
Switch.
Measure the resistance between the (Z429) Ground circuit terminal and
the (K29) Brake Switch No.1 Signal terminal in the Stop Lamp Switch.
Apply and release the brake pedal while monitoring the ohmmeter.
Does the resistance change from below 5.0 ohms to open cir-
cuit for each circuit check?
Yes >> Go To 4
4. (L50) BRAKE LAMP SWITCH OUTPUT CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (L50) Brake Lamp Switch Output circuit in
Yes >> Repair the short to battery voltage in the (L50) Brake Lamp
Switch Output circuit.
No >> Go To 5
5. (L50) BRAKE LAMP SWITCH OUTPUT CIRCUIT OPEN

Measure the resistance of the (L50) Brake Lamp Switch Output circuit
from the Stop Lamp Switch harness connector to the C1 FCM harness
connector.
Yes >> Go To 6
No >> Repair the open in the (L50) Brake Lamp Switch Output cir-
cuit.
6. (L50) BRAKE LAMP SWITCH OUTPUT CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (L50) Brake Lamp
Switch Output circuit in the Stop Lamp Switch harness connector.
Yes >> Repair the short to ground in the (L50) Brake Lamp Switch
Output circuit.
No >> Go To 7
7. (B29) BRAKE SWITCH NO.1 SIGNAL CIRCUIT OPEN

from the Stop Lamp Switch harness connector to the appropriate ter-
Yes >> Go To 8
cuit.
8. PCM
Ground circuits.
P0850-PARK/NEUTRAL SWITCH PERFORMANCE

• When Monitored:
Continuously with the transmission in Park, Neutral, or Drive and NOT in Limp-in mode.
• Set Condition:
This code will set if the PCM detects an incorrect Park/Neutral switch state for a given mode of vehicle oper-
ation. One trip fault. Three good trips to turn off the MIL.
Possible Causes
TCM COMMUNICATION
PCM
Diagnostic Test
1. P/N & D/R NOT IN CORRECT POSITION

NOTE: Before continuing, ensure communication can be established with the TCM. If the scan tool is unable
to communicate with the TCM or if there are related communication DTCs present refer to the Communi-
cation Category and perform the appropriate symptom.
Yes >> Go To 2
2. CHECKING TCM DTC(S)

With the scan tool, read TCM DTCs.
Is there any there Transmission DTC(s) present?
Yes >> Refer to the appropriate Transmission symptom in the Transmission category.
No >> Before continuing, check the PCM harness connector terminals for corrosion, damage, or terminal push
out. Repair as necessary. Replace and program the Powertrain Module in accordance with the Service
Information.
P1115-GENERAL TEMPERATURE RATIONALITY

• When Monitored:
• Set Condition:
Ambient Air, Engine Coolant, and Intake Air Temp sensor inputs are compared under cold start conditions.
After start up the temp readings are monitored. If two of the three readings agree and the third doesn’t, a DTC
is stored. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
EXCESSIVE RESISTANCE IN THE SENSOR SIGNAL CIRCUIT

EXCESSIVE RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT
TEMPERATURE SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
With a scan tool, read the DTCs.
NOTE: All ECT, Intake Air, and Ambient Air Temperature Sensor codes must be diagnosed and repaired
before continuing.
NOTE: In cold weather, this DTC could be set by a non-OEM approved block heater and no repair would be
required.
Yes >> Go To 2
2. TEMPERATURE SENSOR CIRCUIT

With a scan tool, read the ECT, Ambient Air Temp, and Intake Air Temp Sensor temp values.
Start the engine.
Allow the engine to reach normal operating temperature while monitoring the three Sensor temperature values.
Is the temperature for each of the Sensors increasing properly?
No >> Go To 3
3. TEMPERATURE SENSOR
Disconnect the suspected faulty sensor.
Connect a jumper wire between the Sensor Signal circuit and the (K900) Sensor ground circuit.
With the scan tool, read the voltage of the suspected Sensor.
Did the voltage reading start at 4.8 to 5.0 volts and decrease to 0 volts when the jumper wire was
installed?
Yes >> Replace the faulty Sensor.
No >> Go To 4
4. EXCESSIVE RESISTANCE IN THE TEMPERATURE SENSOR SIGNAL CIRCUIT

Measure the resistance of the Sensor Signal circuit from the Sensor
Is the resistance above 5.0 ohms?
Yes >> Repair the excessive resistance in the Temperature Sensor
Signal circuit.
No >> Go To 5

#8815.
Yes >> Repair the excessive resistance in the (K900) Sensor
ground circuit.
No >> Go To 6
6. PCM
Ground circuits.
P01404-EGR POSITION SENSOR RATIONALITY CLOSED

Theory of Operation
The EGR valve has a position sensor and the EGR position rationality is designed to make sure that the valve
moves freely within its operating range. Closed valve position reference check verifies that the valve is within its
allowable upper and lower limits. The EGR position rationality test looks for a sustained error relative to commanded
valve position.
• When Monitored:
Engine running.
• Set Condition:
The EGR flow or valve movement is not what is expected. A rationality error has been detected for the EGR
Open Position Performance. Two trip fault.
Possible Causes
EXCESSIVE RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT

(K35) EGR SOLENOID CONTROL CIRCUIT OPEN
(K34) EGR SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

tool #8815.
Yes >> Go To 3
circuit.
3. (K35) EGR SOLENOID CONTROL CIRCUIT OPEN

Measure the resistance of the (K35) EGR Solenoid Control circuit from
the EGR Solenoid harness connector to the appropriate terminal of
special tool #8815.
Yes >> Go To 4
No >> Repair the open in the (K35) EGR Solenoid Control circuit.
4. (K34) EGR SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K34) EGR Sensor
Signal circuit in the EGR Solenoid harness connector.
Yes >> Repair the short to ground in the (K34) EGR Sensor Signal
circuit.
No >> Go To 5

Using a 12-volt test light, jumper cross the (K35) EGR Solenoid Control
circuit and the (Z904) Ground circuit in the EGR Solenoid harness con-
nector.
With the scan tool, actuate the EGR Solenoid. Allowing it to actuate for
at least 15 seconds.
Yes >> Replace the EGR Solenoid Assembly per Service Informa-
tion.
No >> Go To 6
6. PCM
Ground circuits.
P1411–CYLINDER 1 REACTIVATION CONTROL PERFORMANCE

Theory of Operation
When all criteria has been met, power is supplied to each MDS Solenoid when the engine is making a transition
from 8 cylinder mode to 4 cylinder mode. By actuating the solenoid, oil pressure is raised to the pair of lifters that
coincide with each particular solenoid. The oil pressure pushes in the locking pins that allows the lifter to collapse,
decoupling the valves and camshaft.
• When Monitored:
Transition from 4 to 8 cylinder mode.
• Set Condition:
The MDS fails to disengage for cylinder 1.
Possible Causes
(K451) MDS SOLENOID NO.1 CONTROL SHORT TO VOLTAGE

OIL PASSAGES RESTRICTED
LIFTER
MDS SOLENOID NO.1
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. (K451) MDS SOLENOID NO.1 CONTROL CIRCUIT SHORTED TO VOLTAGE

Disconnect the C101 harness connector.
diagnosis.
Measure the voltage on (K451) MDS Solenoid No.1 Control circuit in the appropriate terminal of special tool #8815.
Is voltage present?
Yes >> Repair the short to voltage in the (K451) MDS Solenoid No.1 Control circuit.
No >> Go To 3
3. MDS SOLENOID RESISTANCE

Measure the resistance between the (Z904) Ground Circuit and the (K451) MDS Solenoid No.1 Control Circuit in the
appropriate terminals of special tool #8815.
NOTE: It is important to follow the below temp/resistance values to ensure an accurate reading.
MDS SOLENOID RESISTANCE

TEMPERATURE VALUE ± 20° F RESISTANCE (OHMS) ± .25 ohms
0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Is the resistance within an acceptable range?
Yes >> Go To 4
No >> Visually and Physically inspect the wiring harness between the C101 connector and the MDS Solenoid
connector. Repair as necessary. If OK, replace the MDS Solenoid in accordance with the Service Infor-
mation.
4. PCM CONTROL
Using a 12-volt test light connected to the (Z904) Ground circuit, probe the (K451) MDS Solenoid No.1 Control
circuit in the C100 harness connector.
With a scan tool, actuate the MDS Solenoid.
Yes >> Go To 5
No >> Replace and program the Powertrain Control Module in accordance with the Service Information.Per-
form the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5. MDS SOLENOID 1
Remove the Intake Manifold per Service Information.
With the scan tool actuate the MDS Solenoid 1.
Can you feel and hear the Solenoid Actuating?
Yes >> Go To 6
No >> Remove the Solenoid (1) and check for any debris that may
be blocking the oil passages (3) to the Solenoid. If the pas-
sages are clogged, clean the passages and replace the
MDS Solenoid 1. If the passages are not clogged with
debris, replace the MDS Solenoid 1.
6. OIL PASSAGES RESTRICTED

Remove both Solenoids on Bank 1 of the engine block.
Remove the Bank 1 Cylinder Head per Service Information.
Remove the Lifters from the left engine bank.
Inspect the oil passages to the Solenoids and from the Solenoids to the lifters.
Are the passages blocked?
Yes >> Clean the oil passages as necessary. If the entire engine is restricted disassembly of the entire engine
block may be necessary.
No >> Replace both sets of lifters if no other possible causes remain.

Theory of Operation
• When Monitored:
• Set Condition:
Possible Causes

LIFTER
MDS SOLENOID NO.4
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

diagnosis.
Is voltage present?
No >> Go To 3


0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Yes >> Go To 4
mation.
4. PCM CONTROL
Yes >> Go To 5
5. MDS SOLENOID 4
Yes >> Go To 6


Theory of Operation
• When Monitored:
• Set Condition:
Possible Causes

LIFTER
MDS SOLENOID NO.6
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

Disconnec the C101 harness connector.
diagnosis.
Is voltage present?
No >> Go To 3


0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Yes >> Go To 4
mation.
4. PCM CONTROL
Yes >> Go To 5
5. MDS SOLENOID 6
Yes >> Go To 6

Remove the Lifters from the right engine bank.

Theory of Operation
• When Monitored:
• Set Condition:
Possible Causes

LIFTER
MDS SOLENOID NO.7
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

diagnosis.
Is voltage present?
No >> Go To 3


0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Yes >> Go To 4
mation.
4. PCM CONTROL
Yes >> Go To 5
5. MDS SOLENOID 7
Yes >> Go To 6

P1501–VEHICLE SPEED SENSOR 1/2 CORRELATION — DRIVE WHEELS (Not

Equipped with ABS)
• When Monitored:
Ignition on, vehicle moving. Speed control is learned and the speed control is trying to be activated.
• Set Condition:
The PCM recognizes rear wheel speed is greater than the front wheel speed.
Possible Causes

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: The following items must be checked before continuing.
Yes >> Go To 2
NOTE: This code can set due to the following conditions.
No >> Go To 3
3. PCM
P1502–VEHICLE SPEED SENSOR 1/2 CORRELATION — NON DRIVE WHEELS (Not

Equipped with ABS)
• When Monitored:
Ignition on and vehicle moving. Brake pedal must not be applied.
• Set Condition:
The PCM recognizes the front wheel speed is greater than the rear wheel speed.
Possible Causes

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 3
3. PCM
P1501–VEHICLE SPEED SENSOR 1/2 CORRELATION — DRIVE WHEELS (Equipped

with ABS)
• When Monitored:
Ignition on and the vehicle moving. Speed control is learned and the speed control is trying to be activated.
• Set Condition:
The PCM recognizes the rear wheel speed is greater than the front wheel speed.
Possible Causes

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 3
3. PCM
P1502–VEHICLE SPEED SENSOR 1/2 CORRELATION — NON DRIVE WHEELS

(Equipped with ABS)
• When Monitored:
Ignition on and the vehicle moving. Brake pedal must not be applied
• Set Condition:
The PCM recognizes the front axle speed is greater than the rear wheel speed.
Possible Causes

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 3
3. PCM
P1521–INCORRECT ENGINE OIL TYPE

• When Monitored:
Engine Running.
• Set Condition:
Using the oil pressure, oil temperature and other vital engine inputs the PCM can determine the engine oil
viscosity. Incorrect viscosity will effect the operation of the MDS by delaying cylinder activation.
Possible Causes
INCORRECT ENGINE OIL TYPE

ENGINE OIL CONTAMINATION
ENGINE OIL
Diagnostic Test
1. ACTIVE DTC
NOTE: Review the customers oil change history. Ensure the customers is using the correct engine oil vis-
cosity. If the incorrect oil is being used, change the oil, using the correct engine oil viscosity.
Ignition on, engine off.
Yes >> Go to 2
2. ENGINE OIL
NOTE: If set along with P1521, repair any engine oil pressure or temperature DTCs first before continuing.
The following conditions must be checked.
• OEM recommended oil viscosity is being used.
• Customer is following the oil change schedule.
• Check the engine oil for contamination. (i.e., fuel and/or engine coolant)
• Internal engine condition that may effect oil pressure.
No >> Change the engine oil using the correct oil viscosity.
P1572-BRAKE SWITCH STUCK ON

• When Monitored:
Ignition on.
• Set Condition:
The PCM recognizes the Brake Switch #1 is mechanically stuck in the low/on position. One Trip Fault.
Possible Causes

STOP LAMP SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC
Lamp Switch No.2 circuit are not switched at the harness connector.
Yes >> Go To 2

Signal circuit.
No >> Go To 3

Yes >> Go To 4
cuit.

Yes >> Repair the short to voltage in the (B16) Brake Switch No.2
circuit.
No >> Go To 5
5. STOP LAMP SWITCH

Apply and release the brake pedal while monitoring the ohmmeter during both of the above steps.
ments taken?
Yes >> Go To 6
6. PCM
Ground circuits.
P1573-BRAKE SWITCH STUCK OFF

• When Monitored:
Ignition on.
• Set Condition:
The PCM recognizes Brake Switch No.1 is stuck in the Off/high position. One Trip Fault.
Possible Causes

(B15) BRAKE SWITCH NO.1 SIGNAL ShORT TO VOLTAGE
STOP LAMP SWITCH
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

Signal circuit.
No >> Go To 3

Yes >> Repair the short voltage in the (B15) Brake Switch No.1
Signal circuit.
No >> Go To 4

Signal circuit.
No >> Go To 5

Yes >> Go To 6
cuit.

tor.
Yes >> Go To 7
circuit.

Using the 12-volt test light connect to battery voltage, probe the (Z912)
Ground circuit in the Stop Lamp Switch harness connector.
Yes >> Go To 8
8. STOP LAMP SWITCH

Apply and release the brake pedal while monitoring the ohmmeter during both of the above steps.
ments taken?
Yes >> Go To 9
9. PCM
Ground circuits.
P1593–SPEED CONTROL SWITCH 1/2 STUCK

• When Monitored:
• Set Condition:
The Steering Control Module (SCM) has detected that the Speed Control Switches are not operating properly.
Possible Causes

STEERING CONTROL MODULE (SCM)
Diagnostic Test
1. DTC IS ACTIVE
With the Scan Tool, select View DTCs in the Steering Control Module.
Yes >> Go to 2
No >> Go to 4

With the Scan Tool, Clear Stored DTCs in the Steering Control Module.
With the Scan Tool, select View DTCs in the Steering Control Module.
Yes >> Go To 3
3. STEERING CONTROL MODULE (SCM)

View repair.
Repair
Replace the Steering Control Module (SCM) in accordance with the Service Information.

times.
P1603-PCM INTERNAL DUAL-PORT RAM COMMUNICATION FAILURE

• When Monitored:
• Set Condition:
Internal PCM failure detected. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
PCM FUSED IGNITION SWITCH CIRCUIT
PCM INTERNAL
Diagnostic Test
1. PCM IGNITION CIRCUITS

With a 12-volt test light connected to ground and with special tool
#8815 installed, probe the (F202) and (F924) Fused Ignition Switch cir-
cuits.
Perform the above check with the Ignition key in the off lock position,
Ignition on, engine not running position, and during cranking.
Wiggle the related wire harness while probing the special tool with the
test light to try to interrupt the circuit.
Yes >> Go To 2
No >> Repair the open or excessive resistance in the (F202) and
(F924) Fused Ignition Switch (Off, Run, Start) circuits.
Inspect the related fuse, if the fuse is open check the cir-
cuits for a short to ground.
2. PCM
The Powertrain Control Module is reporting internal errors.
Ground circuits.
P1604-PCM INTERNAL DUAL-PORT RAM READ/WRITE INTEGRITY FAILURE

• When Monitored:
• Set Condition:
Possible Causes
PCM INTERNAL
Diagnostic Test

cuits.
Yes >> Go To 2
2. PCM
Ground circuits.
P1607-PCM INTERNAL SHUTDOWN TIMER RATIONALITY

• When Monitored:
• Set Condition:
Possible Causes
PCM INTERNAL
Diagnostic Test

cuits.
Yes >> Go To 2
2. PCM
Ground circuits.
P1618-SENSOR REFERENCE VOLTAGE 1 CIRCUIT ERRATIC

• When Monitored:
Ignition on.
• Set Condition:
When the PCM recognizes the Primary 5-volt Supply circuit voltage is varying too much to quickly. One Trip
Fault. ETC light is flashing.
Possible Causes
(F855) PRIMARY 5-VOLT SUPPLY SHORTED TO GROUND

(F855) PRIMARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE
(F855) PRIMARY 5-VOLT SUPPLY CIRCUIT OPEN
5-VOLT SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. (F855) PRIMARY 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

circuit.
NOTE: This code can be caused by the improper installation of
after market accessories that may be causing excessive noise on
Measure the resistance between ground and the (F855) Primary 5-volt
Supply circuit in the CKP Sensor harness connector.
Yes >> Repair the short to ground in the (F855) Primary 5-volt
Supply circuit.
No >> Go To 3
3. SENSOR SHORTED TO GROUND

Connect the PCM harness connectors and all the previously discon-
nected Sensor except for the CKP Sensor harness connector.
Throttle Body harness connector.
CAUTION: You must Turn the Ignition Off when disconnecting any
tor that shares the (F855) Primary 5-volt Supply circuit, one at a time.
Yes >> Replace the Sensor that causes the (F855) Primary 5-volt
No >> Go To 4
4. 5-VOLT SENSOR
Connect all the previously disconnected Sensors except for the CKP
Yes >> Replace the Crank Position Sensor.
No >> Go To 5
5. (F855) PRIMARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE

circuit.
Measure the voltage on the (F855) Primary 5-volt Supply circuit in the
Is the voltage present?
Yes >> Repair the short to battery voltage in the (F855) Primary
No >> Go To 6
6. (F855) PRIMARY 5-VOLT SUPPLY CIRCUIT OPEN

Reconnect all the sensors that were disconnected in the previous step
except for the CKP Sensor harness connector.
Measure the resistance in the (F855) Primary 5-volt Supply circuit from
the Sensor harness connector to the appropriate terminal of special tool
#8815.
It may be necessary to perform this test from every sensor that uses
the (F855) Primary 5-volt Supply circuit.
Yes >> Go To 7
No >> Repair the open in the (F855) Primary 5-volt Supply circuit.
7. PCM
Ground circuits.
P1628-SENSOR REFERENCE VOLTAGE 2 CIRCUIT ERRATIC

• When Monitored:
Ignition on.
• Set Condition:
When the PCM recognizes the Auxiliary 5-volt Supply circuit voltage is varying too much to quickly. One Trip
Fault. ETC light is flashing.
Possible Causes
(F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO GROUND

(F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE
(F856) AUXILIARY 5-VOLT SUPPLY CIRCUIT OPEN
5-VOLT SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. (F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO GROUND

circuit.
NOTE: This code can be caused by the improper installation of
after market accessories that may be causing excessive noise on
Measure the resistance between ground and the (F856) Auxiliary 5-volt
Supply circuit at the CMP Sensor harness connector.
Yes >> Repair the short to ground in the (F856) Auxiliary 5-volt
Supply circuit.
No >> Go To 3
3. SENSOR SHORTED TO GROUND

Connect the PCM harness connectors and all the previously discon-
nected Sensor except for the CMP Sensor harness connector.
CAUTION: You must Turn the Ignition OFF when disconnecting any
tor that shares the (F856) Auxiliary 5-volt Supply circuit, one at a time.
Yes >> Replace the Sensor that causes the (F856) Auxiliary 5-volt
No >> Go To 4
4. 5-VOLT SENSOR
Connect all the previously disconnected Sensors except for the CMP
Yes >> Go To 5
No >> Replace the Cam Position Sensor.
5. (F856) AUXILIARY 5-VOLT SUPPLY SHORTED TO BATTERY VOLTAGE

circuit.
Yes >> Repair the short to battery voltage in the (F856) Auxiliary
No >> Go To 6
6. (F856) AUXILIARY 5-VOLT SUPPLY CIRCUIT OPEN

Reconnect all the sensors that were disconnected in the previous step
except the CMP Sensor harness connector.
Measure the resistance in the (F856) Auxiliary 5-volt Supply circuit from
the Sensor harness connector to the appropriate terminal of special tool
#8815.
It may be necessary to perform this test from every sensor that uses
the (F856) Auxiliary 5-volt Supply circuit.
Yes >> Go To 7
No >> Repair the open in the (F856) Auxiliary 5-volt Supply circuit.
7. PCM
Ground circuits.
P1696-EEPROM MEMORY WRITE DENIED/INVALID

• When Monitored:
• Set Condition:
An attempt to program/write to the internal EEPROM failed, Also checks at powerdown. One Trip Fault. Three
Possible Causes
PCM
Diagnostic Test
1. SCAN TOOL DISPLAYS A WRITE FAILURE

With a scan tool, perform the SRI Memory Test.
Does scan tool display Write Failure?
No >> Go To 2
2. SCAN TOOL DISPLAYS A WRITE REFUSED

With the a scan tool, perform the SRI Memory Test.
Does the scan tool display Write Refused?
Yes >> Go To 3
No >> Go To 4
3. PCM REFUSED 2ND TEST

With a scan tool, perform the SRI Memory Test a third time.
NOTE: Retest the SRI Memory two more times.
Does the scan tool display Write Refused again?
4. SCAN TOOL DISPLAYS SRI MILEAGE INVALID

Does the scan tool display SRI Mileage Invalid?
Yes >> Update the mileage and retest the SRI Memory.
No >> Go To 5
5. COMPARE SRI MILEAGE WITH ODOMETER

Compare the SRI Mileage stored with the Instrument Panel Odometer.
Is the mileage within the specified range displayed on the scan tool?
No >> Update the mileage and retest the SRI Memory.
P1697-EMR (SRI) MILEAGE NOT STORED

• When Monitored:
• Set Condition:
An attempt to program/write to the internal EEPROM failed, Also checks at powerdown. One Trip Fault. Three
Possible Causes
PCM
Diagnostic Test
1. SCAN TOOL DISPLAYS A WRITE FAILURE

Does scan tool display Write Failure?
No >> Go To 2
2. SCAN TOOL DISPLAYS A WRITE REFUSED

With the a scan tool, perform the SRI Memory Test.
Does the scan tool display Write Refused?
Yes >> Go To 3
No >> Go To 4
3. PCM REFUSED 2ND TEST

With a scan tool, perform the SRI Memory Test a third time.
NOTE: Retest the SRI Memory two more times.
Does the scan tool display Write Refused again?
4. SCAN TOOL DISPLAYS SRI MILEAGE INVALID

Does the scan tool display SRI Mileage Invalid?
Yes >> Update the mileage and retest the SRI Memory.
No >> Go To 5
5. COMPARE SRI MILEAGE WITH ODOMETER

Compare the SRI Mileage stored with the Instrument Panel Odometer.
Is the mileage within the specified range displayed on the scan tool?
No >> Update the mileage and retest the SRI Memory.
P1897–PCM PROCESSOR
• When Monitored:
• Set Condition:
Internal controller failure. One Trip Fault. Three Global Good Trips to Clear.
Possible Causes
PCM
Diagnostic Test
1. PCM
The Powertrain Control Module is reporting an internal error, view repair to continue.
Repair
P2008–SHORT RUNNER VALVE SOLENOID CIRCUIT

• When Monitored:
With the ignition on. ASD Relay energized. Battery voltage greater than 10 volts.
• Set Condition:
The PCM senses the SRV is not at the desired state. One Trip Fault.
Possible Causes
(K343) FUSED AUTO SHUT DOWN RELAY OUTPUT OPEN

(K236) SRV CONTROL CIRCUIT SHORT TO BATTERY VOLTAGE
(K236) SRV CONTROL CIRCUIT SHORT TO GROUND
(K236) SRV CONTROL CIRCUIT OPEN
SHORT RUNNER VALVE SOLENOID
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. SHORT RUNNER VALVE SOLENOID OPERATION

Disconnect the SRV Solenoid harness connector.
Using a 12–volt test light, connect one end to the (K236) SRV Control circuit and the other end the (Z904) Ground
circuit in the SRV Solenoid harness connector.
With the scan tool, actuate (Toggle) the SRV Solenoid.
Yes >> Replace the Short Runner Valve Solenoid.
No >> Go To 3
3. (K343) FUSED AUTO SHUT DOWN RELAY OUTPUT2 CIRCUIT OPEN

Disconnect the Short Runner Valve Solenoid harness connector.
Using the scan tool, actuate (Toggle) the ASD Relay.
Using a 12-volt test light connected ground, probe the Fused ASD
Relay Output circuit in the SRV Solenoid harness connector.
Yes >> Go To 4
No >> Repair the (K343) Fused ASD Relay Output circuit.
4. (K236) SRV CONTROL CIRCUIT SHORT TO BATTERY VOLTAGE

Turn the ignition off
Measure the voltage of the (K236) SRV Control circuit in the SRV Sole-
Does the voltage indicate voltage present?
Yes >> Repair the short to voltage in the SRV Control circuit.
No >> Go To 5
5. (K236) SRV CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between the (K236) SRV Control circuit in the
SRV Solenoid harness connector and ground.
Yes >> Repair the short to ground in the (K236) SRV Control cir-
cuit.
No >> Go To 6
6. (K236) SRV CONTROL CIRCUIT OPEN

Measure the resistance of the (K236) SRV Control circuit between from
the SRV Solenoid harness connector to the appropriate terminal of the
special tool.
Yes >> Go To 7
No >> Repair the open in the (K236) SRV Control circuit.
7. PCM
NOTE: Before continuing, check the PCM harness connector ter-
minals for corrosion, damage, or terminal push out. Repair as nec-
essary.
Using the schematics as a guide, inspect the wire harness and connec-
tors. Pay particular attention to all Power and Ground circuits.
P2066-FUEL LEVEL SENSOR 2 PERFORMANCE

• When Monitored:
TEST No.1: With the ignition on, the fuel level is compared to the previous key down after a 20 second delay.
TEST No.2: The PCM monitors the fuel level at ignition on.
• Set Condition:
TEST No.1: If the PCM does not see a difference in fuel level of greater than 0.1 volt the test will fail. TEST
No.2: If the PCM does not see a change in the fuel level of .1765 over a set amount of miles the test will fail.
Possible Causes

FUEL TANK
FUEL LEVEL SENSOR
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any CAN - C or CAN - B Communication DTCs before continuing.
NOTE: Diagnose P2067 or P2068 first, if set along with P2066.
Yes >> Go To 2
TRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE - DIAGNOSIS AND TESTING)
2. VISUALLY INSPECT FUEL TANK

Visually inspect the Fuel Tank for damage that may restrict the Fuel Sending Unit float from moving.
Is the Fuel Tank OK?
Yes >> Go To 3
No >> Replace the Fuel Tank as necessary.

nector.
Yes >> Go To 4
ING)

cuit.
ING)
No >> Go To 5

ness connector.
Yes >> Go To 6
circuit.
ING)
6. INTERNAL INSPECTION OF THE FUEL TANK

Remove the Fuel Tank per Service Information.
Remove the Fuel Pump Module.
Visually inspect the inside of the Fuel Tank for any obstructions or deformities.
Inspect the Fuel Pump Module Float arm for damage.
No >> Go To 7

Repair
Replace the Fuel Level Sensor.
P2067-FUEL LEVEL SENSOR 2 CIRCUIT LOW

• When Monitored:
• Set Condition:
The fuel level sensor signal voltage goes below 0.4 of a volt for more than 90 seconds. One Trip Fault. Three
Possible Causes

(N5) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO (Z210) FUEL LEVEL SENSOR RETURN CIRCUIT
FUEL LEVEL SENSOR
INSTRUMENT CLUSTER
SCHEMATICS AND DIAGRAMS).
Diagnostic Test
1. FUEL LEVEL SENSOR VOLTAGE BELOW 0.4 OF A VOLT

NOTE: Diagnose any CAN - B or CAN -C Communication DTCs before continuing.
Is the Fuel Level Sensor voltage below 0.4 of a volt?
Yes >> Go To 2

Did the Fuel Level Sensor voltage change from below 0.4 of a volt to above 4.0 volts?
No >> Go To 3

cuit.
ING)
No >> Go To 4
4. (N5) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO THE (Z210) FUEL LEVEL SENSOR GROUND CIRCUIT
Measure the resistance between the (N5) Fuel Level Signal circuit and
harness connector.
Yes >> Repair the short between the (Z210) Fuel Level Sensor
Ground circuit and the (N5) Fuel Level Signal circuit.
ING)
No >> Go To 5
Ground circuits.
P2068-FUEL LEVEL SENSOR 2 CIRCUIT HIGH

• When Monitored:
• Set Condition:
The fuel level sensor signal voltage at the PCM goes above 4.9 volts for more than 90 seconds. One Trip
Possible Causes
(N5) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

FUEL LEVEL SENSOR
INSTRUMENT CLUSTER
Diagnostic Test
1. FUEL LEVEL SENSOR VOLTS ABOVE 4.9 VOLTS

NOTE: Diagnose any CAN - B and CAN - C Communication DTCs before continuing.
With a scan tool, read the Fuel Level Sensor voltage.
Is the Fuel Level Sensor voltage above 4.9 volts?
Yes >> Go To 2

Disconnect the Fuel Pump Module electrical harness connector.
Connect a jumper wire between the (N5) Fuel Level Signal circuit and
harness connector.
Did the Fuel Level Sensor voltage change from above 4.8 volts
to below 0.4 of a volt with the jumper wire installed?
ING)
No >> Go To 3
3. (N5) FUEL LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Disconnect the C2 Cluster harness connector.
Measure the voltage on the (N5) Fuel Level Signal circuit in the Fuel
Pump Module harness connector.
Yes >> Repair the short to battery voltage in the (N5) Fuel Level
Signal circuit.
ING)
No >> Go To 4

nector.
Yes >> Go To 5
ING)

ness connector.
Yes >> Go To 6
circuit.
ING)
Ground circuits.
P2072-ELECTRONIC THROTTLE CONTROL SYSTEM - ICE BLOCKAGE

• When Monitored:
Ignition on.
• Set Condition:
The PCM recognizes the Throttle plate is stuck during extremely cold Ambient Temperature operation. The
throttle plate goes through a de-icing procedure. If the throttle blade still doesn’t move this fault sets. The MIL
will not illuminate. The vehicle will be in Limp home condition, limiting rpm and vehicle speed.
Possible Causes
THROTTLE PLATE FROZEN
Diagnostic Test
1. THROTTLE BODY INSPECTION

NOTE: This DTC sets in extreme cold Ambient Temperatures with the throttle plate stuck. By the time the
vehicle gets to the dealership the condition may be corrected.
NOTE: Diagnose any other DTCs that may also be set before continuing.
Remove the Air Cleaner Assembly from the Throttle Body.
Check for any signs of a foreign material (ice or dirt) on the Throttle Plate or in the bore causing the Throttle Plate
to stick.
Is the throttle blade still stuck because it is frozen?
Yes >> Allow the Throttle Body to thaw naturally in a room temperature climate.
P2097-DOWNSTREAM FUEL TRIM SYSTEM 1 LEAN

• When Monitored:
With the engine running in closed loop mode, the ambient/battery temperature above (-7°C) 20°F, altitude
below 8500 ft.
• Set Condition:
If the PCM multiplies short term compensation by long term adaptive as well as a purge fuel multiplier and the
result is below a certain value for 30 seconds over two trips, a freeze frame is stored, the MIL illuminates and
a trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL.
Possible Causes
EXHAUST LEAK
1/2 O2 SENSOR
(K141) O2 SENSOR 1/2 SIGNAL CIRCUIT
FUEL CONTAMINATION
Diagnostic Test
1. ACTIVE DTC
NOTE: Check the vehicle repair history. If the 1/2 O2 has been replace make sure that the O2 sensor was
properly installed and meets OEM specification.
Yes >> Go To 2
2. EXHAUST LEAK
WARNING: To avoid personal injury from the exhaust system being hot, allow the exhaust to cool down to
a safe temperature before performing a physical inspection. Failure to follow these instructions can result in
Visually and Physically inspect for holes, cracks and blockage in the exhaust system.
Is the exhaust system is good condition?
Yes >> Go To 3
No >> Repair or Replace as necessary.

AIR INDUCTION SYSTEM - must be free from leaks
ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks
FUEL INJECTOR - plugged or restricted injector; control wire not connected to correct injector
No >> Go To 4
4. O2 SENSOR
The O2 Sensor voltage should read 5.0 volts on the scan tool with the
connector disconnected.
Using a jumper wire, jump the (K141) O2 Sensor 1/2 Signal circuit to
connector.
Did the O2 Sensor volts change from 5.0 volts to 2.5 volts?
No >> Go To 5

Remove the jump wire.
Yes >> Go To 6
No >> Check the (K141) O2 Sensor 1/2 Signal circuit for an open
6. (K299) O2 SENSOR 1/2 HEATER CONTROL CIRCUIT

Yes >> Repair the short to ground in the (K299) O2 Sensor 1/2
No >> Go To 7
7. (K904) O2 DOWNSTREAM RETURN CIRCUIT

Yes >> Check the fuel system for contaminants.
No >> Check the (K904) O2 Downstream Return circuit for a short
to ground, open, or short to voltage. Inspect the O2 Sensor
Information.
P2097-DOWNSTREAM FUEL TRIM SYSTEM 1 RICH

• When Monitored:
below 8500 ft.
• Set Condition:
Possible Causes
EXHAUST LEAK
1/2 O2 SENSOR
(K299) O2 HEATER 1/2 CONTROL CIRCUIT
FUEL CONTAMINATION
Diagnostic Test
1. ACTIVE DTC
NOTE: Check the vehicle repair history. If the 1/2 O2 has been replaced make sure that the O2 sensor was
Yes >> Go To 2
2. EXHAUST LEAK
Yes >> Go To 3

Check for any of the following conditions/mechanical problems
No >> Go To 4
4. O2 SENSOR
connector.
No >> Go To 5

Yes >> Go To 6
No >> Check the (K141) O2 Sensor 1/2 Signal circuit for an open

No >> Go To 7

Information.
MODULES/POWERTRAIN CONTROL MODULE - DIAG-
NOSIS AND TESTING)
P2098-DOWNSTREAM FUEL TRIM SYSTEM 2 LEAN

• When Monitored:
below 8500 ft and fuel level greater than 15%.
• Set Condition:
Possible Causes
EXHAUST LEAK
2/2 O2 SENSOR
(K399) O2 HEATER 2/2 CONTROL CIRCUIT
FUEL CONTAMINATION
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. EXHAUST LEAK
Yes >> Go To 3

No >> Go To 4
4. O2 SENSOR
connector.
No >> Go To 5

With the scan tool, monitor the O2 Sensor voltage.
Yes >> Go To 6
No >> Check the (K243) O2 Sensor 2/2 Signal circuit for a open

No >> Go To 7

Information.
P2099-DOWNSTREAM FUEL TRIM SYSTEM 2 RICH

• When Monitored:
below 8500 ft.
• Set Condition:
Possible Causes
EXHAUST LEAK
2/2 O2 SENSOR
(K399) O2 SENSOR 2/2 HEATER CONTROL CIRCUIT
FUEL CONTAMINATION
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. EXHAUST LEAK
Yes >> Go To 3

No >> Go To 4
4. O2 SENSOR
Using a jumper wire, jump the (K243) O2 Signal 2/2 circuit to the
(K904) O2 Downstream Return circuit in the O2 Sensor harness con-
nector.
No >> Go To 5

Yes >> Check the (K243) O2 Sensor 2/2 Signal circuit for an open
or short to battery voltage. Inspect the O2 Sensor connec-
tor and the PCM harness connector. If OK, replace and
program the Powertrain Control Module per Service Infor-
mation.
No >> Go To 6
6. (K399) O2 SENSOR 2/2 HEATER CONTROL CIRCUIT OPEN

No >> Go To 7

MODULES/POWERTRAIN CONTROL MODULE - DIAG-
NOSIS AND TESTING)
Information.
P2100-ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT

• When Monitored:
With the ignition on and the ETC Motor is not in Limp Home mode.
• Set Condition:
When the PCM detects an internal error or a short between the ETC Motor- and ETC Motor + circuits in the
ETC Motor Driver. One trip fault. ETC light is flashing.
Possible Causes
THROTTLE PLATE / BORE INSPECTION

(K124) ETC POSITIVE CIRCUIT SHORTED TO BATTERY VOLTAGE
(K126) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY VOLTAGE
(K124) ETC POSITIVE CIRCUIT SHORTED TO (K126) ETC NEGATIVE CIRCUIT
(K124) ETC POSITIVE CIRCUIT OPEN
(K124) ETC POSITIVE CIRCUIT SHORTED TO GROUND
(K126) ETC NEGATIVE CIRCUIT OPEN
(K126) ETC NEGATIVE CIRCUIT SHORTED TO GROUND
LOW BATTERY VOLTAGE
ETC MOTOR/THROTTLE BODY
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If the P2100 is intermittent, it is possible that the controller is overheating in extreme hot tempera-
tures, and this is considered a normal protection operation. No repair is necessary.
NOTE: Low battery voltage can also cause excessive current draw, in very hot and very cold ambient tem-
peratures. Make sure the battery can pass a Load test before continuing.
Look closely at the temperatures at which this DTC set.
Yes >> Go To 2
2. THROTTLE PLATE INSPECTION

to stick.
Were any signs of foreign material or scoring of the throttle plate or bore found?
Yes >> Remove the debris if possible or replace the Throttle Body Assembly. Disconnect the Battery when
replacing the Throttle Body Assembly. After installation is complete, use a scan tool and select the ETC
RELEARN function.
No >> Go To 3
3. (K124) ETC POSITIVE CIRCUIT SHORTED TO BATTERY VOLTAGE

With a 12-volt test light connected to ground, probe the (K124) ETC
Positive circuit at the appropriate terminal of the special tool #8815.
Yes >> Repair the short to battery voltage on the (K124) ETC Pos-
itive circuit.
No >> Go To 4
4. (K126) ETC NEGATIVE CIRCUIT SHORTED TO BATTERY VOLTAGE

Using a 12-volt test light connected to ground, probe the (K126) ETC
Negative circuit at the appropriate terminal of the special tool #8815.
Yes >> Repair the short to battery voltage in the (K126) ETC Neg-
ative circuit.
No >> Go To 5
5. (K124) ETC POSITIVE CIRCUIT SHORTED TO THE (K126) ETC NEGATIVE CIRCUIT
Measure the resistance between the (K124) ETC Positive circuit and
the (K126) ETC Negative circuit at the appropriate terminal of the spe-
cial tool #8815.
Yes >> Repair the short to between the (K124) ETC Positive circuit
and the (K126) ETC Negative circuit.
No >> Go To 6
6. (K124) ETC POSITIVE CIRCUIT OPEN

Measure the resistance of the (K124) ETC Positive circuit from the
tool #8815.
Yes >> Go To 7
No >> Repair the open in the (K124) ETC Positive circuit.
7. (K124) ETC POSITIVE CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K124) ETC Positive
circuit at the appropriate terminal of the special tool #8815.
Yes >> Repair the short to ground in the (K124) ETC Positive cir-
cuit.
No >> Go To 8
8. (K126) ETC NEGATIVE CIRCUIT OPEN

Measure the resistance of the (K126) ETC Negative circuit between the
Throttle Body harness connector and the appropriate terminal of special
tool #8815.
Yes >> Go To 9
No >> Repair the open in the (K126) ETC Negative circuit.
9. (K126) ETC NEGATIVE CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K126) ETC Negative
Yes >> Repair the short to ground in the (K126) ETC Negative cir-
cuit.
No >> Go To 10
10. ETC MOTOR

Reconnect the Throttle Body harness connector.
NOTE: Take the following measurement using special tool #8815 to
avoid possible damage to the Throttle Body harness connector.
Measure the resistance of the ETC Motor between the (K447) ETC
Positive circuit and the (K448) ETC Negative circuit at the appropriate
terminals of special tool #8815.
Is the resistance between 2.5 and 25 ohms at closed throttle?
Yes >> Go To 11
No >> Replace the Throttle Body Assembly. Disconnect the Bat-
RELEARN function.
11. PCM
Ground circuits.
P2101-ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE

• When Monitored:
With the vehicle running, ETC Motor not in Limp Home mode, and the TPS adaptation is complete.
• Set Condition:
The PCM recognizes too large of an error between the actual position of the Throttle Plate and the Set Point
position. One trip fault and the code will set within 5 seconds. Three good trips to turn off the MIL ETC light is
flashing.
Possible Causes
THROTTLE BODY ASSEMBLY

LOW BATTERY VOLTAGE
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Before continuing visually inspect the throttle blade and bore for any obstructions. Icing of the throt-
tle body may have caused this code to set.
NOTE: Low battery voltage can also cause excessive current draw, in very hot and very cold ambient tem-
peratures. Make sure the battery can pass a Load test before continuing.
NOTE: Diagnose any 5-Volt Supply, Battery, and TP Sensor DTCs before continuing.
Yes >> Go To 2

to stick.
Manually open and close the throttle plate using your hands.
Does the Throttle Plate move?
Yes >> Go To 3
No >> Remove the debris if possible or replace the Throttle Body Assembly. Disconnect the Battery when
RELEARN function.
3. THROTTLE POSITION WITHIN 2° DEGREES OF DESIRED THROTTLE POSITION

Start the engine.
With a scan tool, monitor the Actual Throttle Position and Desired Throttle Position.
Compare the Actual Throttle Position and the Set Point Throttle Position.
Is the Actual Throttle Position within 2° degrees of the Desired Throttle Position?
Yes >> Go To 4
No >> Replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assem-
4. ETC OPERATION
With a scan tool, actuate the Electronic Throttle Control Motor.
NOTE: It may be necessary to use a mirror to see the throttle blade.
Observe the throttle blade.
NOTE: Make sure the motion of the throttle blade is smooth and that it opens and closes.
Did the ETC motor operate properly?
No >> Replace the Throttle Body Assembly. Disconnect the Battery when replacing the Throttle Body Assem-
P2107-ELECTRONIC THROTTLE CONTROL MODULE PROCESSOR

• When Monitored:
Ignition on.
• Set Condition:
Internal PCM failure. Module will attempt to reset, so you will be able to hear the throttle relearning. If the
condition is continuous, the vehicle may not be driveable. One trip fault. ETC light is flashing.
Possible Causes
POWERTRAIN CONTROL MODULE NEEDS TO BE REPROGRAMMED
Diagnostic Test
1. REPROGRAM THE POWERTRAIN CONTROL MODULE

Check for any related TSBs.
this DTC to set.
Start the engine.
Test drive the vehicle for 10 miles on a flat road surface.
P2108-ELECTRONIC THROTTLE CONTROL MODULE PERFORMANCE

• When Monitored:
Ignition on.
• Set Condition:
Internal PCM failure. Customer may experience an extended cranking condition with limited driving and a
rough idle. One trip fault and the code will set within 5 seconds. ETC light is flashing.
Possible Causes
POWERTRAIN CONTROL MODULE NEEDS TO BE REPROGRAMMED
Diagnostic Test
1. REPROGRAM THE POWERTRAIN CONTROL MODULE

Check for any related TSBs.
NOTE: Inspect the Intake Manifold components for vacuum leaks, repair as necessary
this DTC to set.
NOTE: Diagnose any other DTCs that may have set with the P2108.
Start the engine.
Test drive the vehicle for 10 miles on a flat road surface.
P2110-ELECTRONIC THROTTLE CONTROL - FORCED LIMITED RPM

• When Monitored:
Ignition on and ETC motor is working.
• Set Condition:
When the PCM requests to limit engine speed if PWM is too high for 20.5 seconds and before P2118 sets.
One trip fault and the code will set within 5 seconds. ETC light is illuminated.
Possible Causes
THROTTLE PLATE STUCK

ETC MOTOR
PCM
Diagnostic Test
1. ACTIVE DTC
In the Freeze Frame data, look at the temperature at which the fault occurred. If it occurred in extreme cold tem-
peratures, Icing of the throttle body may have caused this code to set.
NOTE: Diagnose any TP Sensor faults, 5-Volt Supply faults, and Battery Voltage High or Low DTCs before
continuing.
Yes >> Go To 2
2. THROTTLE PLATE STUCK

Check for any signs of a foreign material (ice or dirt) causing the Throttle to stick.
Manually open and close the throttle plate using your hands.
Yes >> Go To 3
No >> Remove the debris if possible or replace the Throttle Body Assembly if signs of physical damage are
present. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is com-
plete, use a scan tool and select the ETC RELEARN function.

tool #8815.
Yes >> Go To 4

tool #8815.
Yes >> Go To 5

Measure the resistance between a known good ground and the (K124)
ETC Positive circuit at the appropriate terminal of the special tool
#8815.
cuit.
No >> Go To 6

ETC Negative circuit at the appropriate terminal of the special tool
#8815.
cuit.
No >> Go To 7
7. ETC MOTOR
Yes >> Go To 8
RELEARN function.
8. PCM
Ground circuits.
P2111-ELECTRONIC THROTTLE CONTROL - UNABLE TO CLOSE

• When Monitored:
• Set Condition:
Just after key on, the throttle is opened and closed to test the system. If the TP Sensor does not return to
Limp Home Position at the end of this test, this DTC will set. One trip fault and the code will set within 5
seconds. ETC light is flashing.
Possible Causes
THROTTLE PLATE STUCK ABOVE LIMP HOME POSITION

TP SENSOR NO.1 AND TP SENSOR NO.2 BOTH READ 2.5 VOLTS
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Maximum engine speed could be reduced while this fault is active, it just depends where the throttle
gets stuck.
NOTE: The PCM tests the ETC Motor by opening and closing the Throttle Plate before starting the engine.
If during this test the Throttle plate does not return to the closed position this DTC sets.
NOTE: Diagnose any TP Sensor or 5-Volt Supply DTCs before continuing.
Yes >> Go To 2
2. THROTTLE PLATE STUCK OPEN

Check for any signs of a foreign material causing the Throttle to remain open.
Using a scan tool actuate the ETC Motor.
Yes >> Go To 3
No >> Remove the debris if possible or replace the Throttle Body Assembly if signs of physical damage are
present. Disconnect the Battery when replacing the Throttle Body Assembly. After installation is com-
plete, use a scan tool and perform the ETC RELEARN function.
3. TP SENSOR NO.1 AND TP SENSOR NO.2 BOTH EQUAL 2.5 VOLTS

With a scan tool, perform the Throttle Follower test while reading both TP Sensor voltage readings.
Are both TP Sensor readings stuck at 2.5 volts?
Yes >> Check the TP Sensor Signal circuits for excessive resistance, being shorted to each other, or shorted to
the Sensor Return circuit.
No >> Go To 4

Disconnect the C3/C PCM harness connector.
to perform the diagnostics.
Positive circuit at the appropriate terminal of the special tool #8815..
itive circuit.
No >> Go To 5

tool #8815.
Yes >> Go To 6

tool #8815.
Yes >> Go To 7

ETC Positive circuit at the appropriate terminal of special tool #8815.
cuit.
No >> Go To 8

#8815.
cuit.
No >> Go To 9
9. PCM
Ground circuits.
P2112-ELECTRONIC THROTTLE CONTROL - UNABLE TO OPEN

• When Monitored:
• Set Condition:
Just after key on, the throttle is opened and closed to test the system. If the TP Sensor does not return to
Limp Home Position at the end of this test, this DTC will set. One trip fault and the code will set within 5
seconds. ETC light is flashing.
Possible Causes
THROTTLE PLATE STUCK AT OR BELOW LIMP HOME POSITION

PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any TP Sensor, Battery Voltage, and 5-Volt Supply DTCs before continuing.
Yes >> Go To 2
2. THROTTLE PLATE STUCK OPEN

If during this test the Throttle plate does not open this DTC sets.
Check for any signs of a foreign material causing the Throttle to remain open.
Using a scan tool actuate the ETC Motor.
Yes >> Go To 3
No >> Remove the debris if possible or replace the Throttle Body Assembly. Disconnect the Battery when
RELEARN function.

Yes >> Repair the short to battery voltage on the (K126) ETC Neg-
ative circuit.
No >> Go To 4

tool #8815.
Yes >> Go To 5

tool #8815.
Yes >> Go To 6

ETC Positive circuit at the appropriate terminal of the special tool
#8815.
cuit.
No >> Go To 7

#8815.
cuit.
No >> Go To 8
8. PCM
Ground circuits.
P2115-ACCELERATOR PEDAL POSITION SENSOR 1 MINIMUM STOP

PERFORMANCE
• When Monitored:
Igniting on. During in plant mode the APP Sensors need to be checked to make sure that idle and full pedal
travel can be reached on both sensors. The test for P2115 is only enabled once test for P2166 has passed.
• Set Condition:
APPS No.1 has failed to achieve the required minimum value during In Plant testing. One trip fault and the
code will set within 5 seconds. Engine will only idle.
Possible Causes
IN PLANT TEST FAILURE
APPS RELEARN
Diagnostic Test
1. IN PLANT TEST FAILURE

NOTE: This DTC is set when the APP Sensors are learned in plant but do not reach the Minimum or Max-
imum voltage range.
Start the engine.
NOTE: Diagnose any APPS out of Range and 5-Volt Supply DTCs before continuing.
Yes >> Go To 2
2. APPS RELEARN
With a scan tool select the ETC RELEARN function.
Next, erase DTCs.
Start the engine.
Does the DTC return?
Yes >> Replace the APPS Assembly per Service Information. After installation is complete, use a scan tool and
select the ETC RELEARN function.
P2116-ACCELERATOR PEDAL POSITION SENSOR 2 MINIMUM STOP

PERFORMANCE
• When Monitored:
Igniting on. During in plant mode the APP Sensors need to be checked to make sure that idle and full pedal
travel can be reached on both sensors. The test for P2116 is only enabled once test for P2167 has passed.
• Set Condition:
APPS No.2 has failed to achieve the required minimum value during In Plant testing. One trip fault and the
code will be stored within 5 seconds. Engine will only idle.
Possible Causes
APPS RELEARN
Diagnostic Test

imum voltage range.
With a scan tool read DTCs and record the related Freeze Frame data.
Start the engine.
Yes >> Go To 2
2. APPS RELEARN
Next, erase DTCs.
Start the engine.
P2118-ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT

• When Monitored:
With the ignition on and the ETC Motor is not in Limp Home mode.
• Set Condition:
When the PCM detects an internal error or a short between the ETC Motor- and ETC Motor + circuits in the
ETC Motor Driver. One trip fault. ETC light is flashing.
Possible Causes
THROTTLE PLATE / BORE INSPECTION

(K124) ETC POSITIVE CIRCUIT SHORTED TO (K126) ETC NEGATIVE CIRCUIT
ETC MOTOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If the P2118 is intermittent, it is possible that the controller is overheating in extreme hot tempera-
tures, and this is considered a normal protection operation. No repair is necessary.
Look closely at the temperatures at which this DTC set.
Yes >> Go To 2

to stick.
Were any signs of foreign material or scoring of the throttle plate or bore found?
Yes >> Remove the debris if possible or replace the Throttle Body Assembly. Disconnect the Battery when
RELEARN function.
No >> Go To 3

Disconnect the C3/C PCM harness connector.
Positive circuit at the appropriate terminal of the special tool #8815.
itive circuit.
No >> Go To 4

Using a 12-volt test light connected to ground, probe the (K126) ETC
Yes >> Repair the short to battery voltage in the (K126) ETC Neg-
ative circuit.
No >> Go To 5
5. (K124) ETC POSITIVE CIRCUIT SHORTED TO THE (K126) ETC NEGATIVE CIRCUIT
Measure the resistance between the (K124) ETC Positive circuit and
the (K126) ETC Negative circuit at the appropriate terminal of the spe-
cial tool #8815.
Yes >> Repair the short to between the (K124) ETC Positive circuit
and the (K126) ETC Negative circuit.
No >> Go To 6

tool #8815.
Yes >> Go To 7

Measure the resistance between ground and the (K124) ETC Positive
cuit.
No >> Go To 8

tool #8815.
Yes >> Go To 9

Measure the resistance between ground and the (K126) ETC Negative
cuit.
No >> Go To 10
10. ETC MOTOR

Yes >> Go To 11
RELEARN function.
11. PCM
Ground circuits.
P2122-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT LOW

• When Monitored:
With the ignition on and no other APPS No.1 DTCs present.
• Set Condition:
When the APP Sensor No.1 voltage is too low. Engine will additionally idle if the brake pedal is pressed or has
failed. Acceleration rate and Engine output are limited. One trip fault and the code will set within 5 seconds.
ETC light is flashing.
Possible Causes

(K23) APP SENSOR NO.1 SIGNAL CIRCUIT OPEN
(K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
(K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K167) APP SENSOR NO.1 RETURN CIRCUIT
APP SENSOR
PCM
Diagnostic Test
1. APP SENSOR BELOW 0.25 OF A VOLT

With a scan tool, read the APP Sensor No.1 voltage.
Yes >> Go To 2
No >> Go To 11

Disconnect the APP Sensor harness connector.
Measure the voltage on the (F855) 5-volt Supply circuit in the APP Sen-
Yes >> Go To 3
No >> Go To 8
3. ACCELERATOR PEDAL POSITION SENSOR

(K23) APP Sensor No.1 Signal circuit in the Sensor harness connector.
With a scan tool, monitor the APP Sensor No.1 voltage.
Yes >> Replace the APP Sensor Assembly per Service Information.
After installation is complete, use a scan tool and select the
ETC RELEARN function to relearn the APPS values.
No >> Go To 4
4. (K23) APP SENSOR NO.1 SIGNAL CIRCUIT OPEN

Measure the resistance of the (K23) APP Sensor No.1 Signal circuit
from the APP Sensor harness connector to the appropriate terminal of
special tool #8815.
Yes >> Go To 5
No >> Repair the open in the (K23) APP Sensor No.1 Signal cir-
cuit.
5. (K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K23) APP Sensor
No.1 Signal circuit in the APP Sensor harness connector.
Yes >> Repair the short to ground in the (K23) APP Sensor No.1
Signal circuit.
No >> Go To 6
6. (K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO THE (K167) APP SENSOR NO.1 RETURN
CIRCUIT
Measure the resistance between the (K23) APP Sensor No.1 Signal cir-
cuit and the (K167) Sensor No.1 Return circuit at the APP Sensor har-
ness connector.
Yes >> Repair the short between the (K167) APP Sensor No.1
Return circuit and the (K23) APP Sensor No.1 Signal cir-
cuit.
No >> Go To 7
CIRCUIT
cuit and the (K400) Sensor No.2 Return circuit in the APP Sensor har-
ness connector.
cuit.
No >> Go To 10

Measure the resistance of the (F855) 5-volt Supply circuit from the Sen-
Yes >> Go To 9

circuit in the APP Sensor harness connector.
cuit.
No >> Go To 10
10. PCM
Ground circuits.
11. APP SENSOR SWEEP

Slowly press the Accelerator pedal down.
No >> Replace the APP Sensor Assembly per Service Information. After installation is complete, use a scan
tool and select the ETC RELEARN function to relearn the APPS values.
P2123-ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT HIGH

• When Monitored:
• Set Condition:
When APP Sensor No.1 voltage is too high. Engine will additionally idle if the brake pedal is pressed or has
Possible Causes
(K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K23) APP SENSOR NO.1 SIGNAL SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
(K167) APP SENSOR NO.1 RETURN CIRCUIT OPEN
APP SENSOR
PCM
Diagnostic Test
1. APPS NO.1 VOLTAGE ABOVE 4.8 VOLTS

Yes >> Go To 2
No >> Go To 8

Using a jumper wire, connect it from the (K23) APP Sensor Signal circuit and the Sensor ground circuit.
With a scan tool, monitor the Accelerator Pedal Position Sensor voltage.
Is the voltage reading 0 volt?
Yes >> Replace the APP Sensor Assembly per Service Information. After installation is complete, use a scan
No >> Go To 3
3. (K23) APP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K23) APP Sensor No.1 Signal circuit in the
APP Sensor harness connector.
Yes >> Repair the short to battery voltage in the (K23) APP Sensor
No >> Go To 4
4. (K23) APPS NO.1 SIGNAL CIRCUIT SHORTED TO THE (F855) 5-VOLT SUPPLY CIRCUIT
cuit and the (F855) 5-volt Supply circuit in the APP Sensor harness
connector.
Yes >> Repair the short between the (K23) APP Sensor No.1 Sig-
No >> Go To 5
connector.
No >> Go To 6
6. (K167) APP SENSOR NO.1 RETURN CIRCUIT OPEN

Measure the resistance of the (K167) APP Sensor No.1 Return circuit
special tool #8815.
Yes >> Go To 7
No >> Repair the open in the (K167) APP Sensor No.1 Return cir-
cuit.
7. PCM
Ground circuits.
8. APP SENSOR NO.1 SWEEP

Slowly press the Accelerator Pedal down.

• When Monitored:
• Set Condition:
When the APP Sensor No.2 voltage is too low. Engine will only idle if the Brake pedal is Pressed or has failed.
Acceleration rate and Engine output are limited. One trip fault and the code will set within 5 seconds. ETC light
is flashing.
Possible Causes

(K29) APP SENSOR NO.2 SIGNAL CIRCUIT OPEN
(K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
APP SENSOR
PCM
Diagnostic Test
1. APP SENSOR BELOW 0.25 OF A VOLT

NOTE: Sensor No. 2 is pulled low by the PCM as part of its system testing. This test happens a couple of
times a second. So you can expect to see voltages close to zero occasionally with a normal sensor.
Is the voltage consistently below 0.25 of a volt?
Yes >> Go To 2
No >> Go To 11

Measure the voltage on the (F856) 5-volt Supply circuit in the APP Sen-
Yes >> Go To 3
No >> Go To 8

(K29) APP Sensor No.2 Signal circuit in the Sensor harness connector.
Is the voltage above 4.5 volts with the jumper wire installed?
Yes >> Replace the APP Sensor Assembly per Service Information.
After installation is complete, use a scan tool and select the
ETC RELEARN function to relearn the APPS values.
No >> Go To 4
4. (K29) APP SENSOR NO.2 SIGNAL CIRCUIT OPEN

Measure the resistance of the (K29) APP Sensor No.2 Signal circuit
special tool #8815.
Yes >> Go To 5
No >> Repair the open in the (K29) APP Sensor No.2 Signal cir-
cuit.
5. (K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K29) APP Sensor
No.2 Signal circuit in the APP Sensor harness connector.
Yes >> Repair the short to ground in the (K29) APP Sensor No.2
Signal circuit.
No >> Go To 6
CIRCUIT
ness connector.
cuit.
No >> Go To 7
CIRCUIT
ness connector.
cuit.
No >> Go To 10

Measure the resistance of the (F856) 5-volt Supply circuit from the Sen-
Yes >> Go To 9

circuit in the APP Sensor harness connector.
cuit.
No >> Go To 10
10. PCM
Ground circuits.
11. APP SENSOR SWEEP

Slowly press the Accelerator pedal down.

• When Monitored:
• Set Condition:
When APP Sensor No.2 voltage is too high. Idle is additionally forced any time the brake is applied or failed.
Acceleration rate and Engine output are limited. One trip fault and the code will set within 5 seconds. ETC light
is flashing.
Possible Causes
(K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K400) APP SENSOR NO.2 RETURN CIRCUIT OPEN
APP SENSOR
PCM
Diagnostic Test
1. APPS NO.2 VOLTAGE ABOVE 3.0 VOLTS

NOTE: Diagnose any 5-Volt Supply DTCs before continuing.
Yes >> Go To 2
No >> Go To 8

Disconnect the APP Sensor harness connector
Using a jumper wire, connect it from the (K29) APP Sensor Signal circuit and the Sensor ground circuit.
Is the voltage at 0 volt?
No >> Go To 3
3. (K29) APP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K29) APP Sensor No.2 Signal circuit in the
APP Sensor harness connector.
Yes >> Repair the short to battery voltage in the (K29) APP Sensor
No >> Go To 4
connector.
No >> Go To 5
connector.
No >> Go To 6
6. (K400) APP SENSOR NO.2 RETURN CIRCUIT OPEN

special tool #8815.
Yes >> Go To 7
No >> Repair the open in the (K400) APP Sensor No.2 Return cir-
cuit.
7. PCM
Ground circuits.
8. APP SENSOR NO.2 SWEEP

Slowly press the Accelerator Pedal down.
P2135-THROTTLE POSITION SENSOR 1/2 CORRELATION

• When Monitored:
With the ignition on and no other DTCs present for TP Sensor No.1 or No.2.
• Set Condition:
PCM recognizes TP Sensors No.1 and No.2 are not coherent. One trip fault and the code will set within 5
seconds. ETC light is illuminated.
Possible Causes
(K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
(K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO GROUND
RESISTANCE IN THE (K922) SENSOR GROUND CIRCUIT
THROTTLE POSITION SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: The throttle plate and linkage should be free from binding and carbon build up.
NOTE: Make sure the throttle plate is at the idle position.
NOTE: Inspect the engine for vacuum leaks.
Yes >> Go To 2
No >> Go To 11
2. (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT SHORTED TO BATTERY
VOLTAGE
Measure the voltage on the (K22) TP No.1 Signal and the (K122) TP
No.2 Signal circuits in the Throttle Body harness connector.
Yes >> Repair the short to battery voltage in the (K22) TP Sensor
No.1 or (K122) TP Sensor No.2 Signal circuit.
No >> Go To 3

Connect the PCM harness connector.
TP Sensor No.1 voltage should change from approximately 4.5 volts to
0.5 of a volt?
TP Sensor No.2 voltage should change from approximately 0 volts to
5.0 volts?
Is the voltage reading within the listed specification with the
jumper wire installed?
Yes >> Replace the Throttle Body Assembly.
No >> Go To 4
4. EXCESSIVE RESISTANCE IN THE (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.2 SIGNAL CIRCUIT

Measure the resistance of the (K22) TP Sensor No.1 Signal circuit from
the Throttle Body harness connector to the appropriate terminal of spe-
cial tool #8815.Measure the resistance of the (K122) TP Sensor No.2
Signal circuit from the Throttle Body harness connector to the appropri-
Is the resistance below 5.0 ohms for each circuit?
Yes >> Go To 5
No >> Repair the excessive resistance in the (K22) TP Sensor
No.1 or (K122) TP Sensor No.2 Signal circuit.
5. (K22) TP SENSOR NO.1 OR (K122) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K22) TP Sensor No.1
Signal circuit and the (K122) TP Sensor No.2 Signal circuit at the
appropriate terminal of the special tool #8815.
Is the resistance below 100 ohms for either circuit?
Yes >> Repair the short to ground in the (K22) TP No.1 Signal or
(K122) TP No.2 Signal circuit.
No >> Go To 6

tool #8815.
Yes >> Go To 7
circuit.

cuit.
No >> Go To 8

tool #8815.
Yes >> Go To 9
Return circuit.
9. (K22) TP SENSOR NO.1 SIGNAL SHORTED TO (K122) TP SENSOR NO.2 SIGNAL

cuit and the (K122) TP Sensor No.2 Signal circuit at the appropriate ter-
No >> Go To 10
10. PCM
Ground circuits.
If there are no possible causes remaining, review repair.
Repair

P2138-ACCELERATOR PEDAL POSITION SENSOR 1/2 CORRELATION

• When Monitored:
With the ignition on and no APPS No.1 and APPS No.2 DTC present.
• Set Condition:
APPS values No.1 and No.2 are not coherent. Idle is additionally forced when the brake pedal is pressed or
Possible Causes

EXCESSIVE RESISTANCE IN THE (K167) SENSOR NO.1 RETURN CIRCUIT
EXCESSIVE RESISTANCE IN THE (K400) SENSOR NO.2 RETURN CIRCUIT
EXCESSIVE RESISTANCE IN THE (K23) APP SENSOR NO.1 SIGNAL CIRCUIT
EXCESSIVE RESISTANCE IN THE (K29) APP SENSOR NO.2 SIGNAL CIRCUIT
APP SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Repair any other 5-Volt Supply or APPS High and Low DTCs before diagnosing P2138.
Yes >> Go To 2
2. EXCESSIVE RESISTANCE IN THE (K23) APPS NO.1 SIGNAL CIRCUIT

Measure the resistance of (K23) APP Sensor No.1 Signal circuit from
the APP Sensor harness connector to the appropriate terminals of spe-
cial tool #8815.
Yes >> Go To 3
No >> Repair the excessive resistance in the (K23) APP Sensor
3. EXCESSIVE RESISTANCE IN THE (K29) APPS NO.2 SIGNAL CIRCUIT

Measure the resistance of (K29) APPS No.2 Signal circuit from the APP
Sensor harness connector to the appropriate terminals of special tool
#8815.
Yes >> Go To 4
No >> Repair the excessive resistance in the (K29) APP Sensor

Measure the resistance of the (F855) 5-volt Supply circuit from the APP
#8815.
Yes >> Repair the excessive resistance in the (F855) 5-volt Supply
circuit.
No >> Go To 5

Measure the resistance of the (F856) 5-volt Supply circuit from the APP
#8815.
Yes >> Repair the excessive resistance in the (F856) 5-volt Supply
circuit.
No >> Go To 6
6. EXCESSIVE RESISTANCE IN THE (K167) SENSOR NO.1 RETURN CIRCUIT

special tool #8815.
Yes >> Repair the excessive resistance in the (K167) Sensor No.1
Return circuit.
No >> Go To 7
7. EXCESSIVE RESISTANCE IN THE (K400) SENSOR NO.2 RETURN CIRCUIT

from the APP Sensor harness connector to the appropriate terminal
special tool #8815.
Yes >> Repair the excessive resistance in the (K400) Sensor No.2
Return circuit.
No >> Go To 8
8. CHECKING APPS NO.1 AND NO.2 WITH A LAB SCOPE

Set up a lab scope in a way that you can view two graphs simultaneously.
Backprobe (K23) APP Sensor No.1 Signal circuit using Channel 1 at the APP Sensor harness connector.
Backprobe (K29) APP Sensor No.2 Signal circuit using Channel 2 at the APP Sensor harness connector.
Slowly press and release the Accelerator Pedal while monitoring the lab scope screen.
Does the scope pattern show any missing or erratic signals?
No >> Go To 9
9. PCM
Ground circuits.
P2161-VEHICLE SPEED SENSOR 2 ERRATIC (Not Equipped with ABS)

• When Monitored:
• Set Condition:
The PCM recognizes the vehicle speed in No. 2 is erratic or high. No MIL and no ETC light. Cruise Control is
disabled.
Possible Causes

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 3
3. PCM
P2161-VEHICLE SPEED SENSOR 2 ERRATIC (Equipped with ABS)

• When Monitored:
• Set Condition:
The PCM recognizes the vehicle speed signal No. 2 is erratic or high. No MIL and no ETC light. Cruise Control
is disabled.
Possible Causes

TIRE CIRCUMFERENCE
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 3
3. PCM
P2166-ACCELERATOR PEDAL POSITION SENSOR 1 MAXIMUM STOP

PERFORMANCE
• When Monitored:
Ignition on. During in plant mode the APP Sensors need to be checked to make sure that idle and full pedal
travel can be reached on both sensors.
• Set Condition:
APPS No.1 has failed to achieve the required maximum value during In Plant testing. One trip fault and the
Possible Causes
APPS RELEARN
Diagnostic Test

imum voltage range.
Start the engine.
Yes >> Go To 2
2. APPS RELEARN
Next, erase DTCs.
Start the engine.
P2167-ACCELERATOR PEDAL POSITION SENSOR 2 MAXIMUM STOP

PERFORMANCE
• When Monitored:
Ignition on. During in plant mode the APP Sensors need to be checked to make sure that idle and full pedal
travel can be reached on both sensors.
• Set Condition:
APPS No.2 has failed to achieve the required maximum value during In Plant testing. One trip fault and the
Possible Causes
APPS RELEARN
Diagnostic Test

imum voltage range.
Start the engine.
Yes >> Go To 2
2. APPS RELEARN
Next, erase DTCs.
Start the engine.
P2172-HIGH AIRFLOW/VACUUM LEAK DETECTED (INSTANTANEOUS

ACCUMULATION)
• When Monitored:
Ignition on and engine running with no MAP Sensor DTCs.
• Set Condition:
A large vacuum leak has been detected or both of the TP Sensors have failed based on their position being
2.5 volts and the calculated MAP value is less than the actual MAP minus an Offset value. One trip fault and
the code will set within 5 seconds. ETC light will flash.
Possible Causes
VACUUM LEAK
RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT
RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT
RESISTANCE IN (K900) SENSOR GROUND CIRCUIT
RESISTANCE IN THE TP SENSOR SIGNAL CIRCUIT
TP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
RESISTANCE IN THE (K922) TP SENSOR RETURN CIRCUIT
MAP SENSOR
TP SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: The most likely cause of this DTC is a vacuum leak.
NOTE: Diagnose any 5-Volt Supply, TP Sensor, Fuel System Lean or Rich, or MAP Sensor DTCs before con-
tinuing.
NOTE: The throttle plate should be free from binding and carbon build up.
Yes >> Go To 2
2. VACUUM LEAK
NOTE: This code is enabled on engines with a plastic intake manifold and is intended to limit the maximum
engine speed if a large crack occurs.
NOTE: A large vacuum leak is most likely the cause of this DTC.
Inspect the Intake Manifold and Throttle body for leaks and cracks.
Inspect the Power Brake Booster for any vacuum leaks.
Inspect the PCV system for proper operation or any vacuum leaks.
Inspect the MAP Sensor for proper installation.
No >> Go To 3

Start the engine.
Snap the Accelerator pedal.
Does the MAP Sensor voltage vary from below 2.0 volts at idle to above 3.5 volts at Wide Open Throt-
tle?
Yes >> Go To 4
No >> Go To 11
4. TP SENSOR OPERATION
TP Sensor No.1 should start at approximately 0.8 of a volt and increase to 4.2 volts.
TP Sensor No.2 should start at approximately 4.2 volts and decrease to 0.8 of a volt.
Is the voltage transition smooth between the appropriate values?
No >> Go To 5
5. RESISTANCE IN (F855) 5-VOLT SUPPLY CIRCUIT

tool #8815.
Is the resistance above 100 ohms?
Yes >> Go To 6
circuit.

Measure the resistance between ground and (F855) 5-volt Supply cir-
cuit at the appropriate terminal of the special tool #8815.
Yes >> Go To 7
No >> Repair the short to ground in the (F855) 5-volt Supply cir-
cuit.
7. TP SENSOR
With a scan tool, monitor the TP Sensor voltage.
connector.
TP Sensor No.1 voltage should start at approximately 4.8 volts and
decrease to 0.2 of a volt.
connector.
TP Sensor No.2 voltage should start at approximately 0 volts and
increase to 4.8 to 5.2 volts.
Does the TP Sensor voltage change to the appropriate voltage
Yes >> Disconnect the Battery before replacing the Throttle Body
lation is complete, use a scan tool and select the ETC
RELEARN function
No >> Go To 8
8. RESISTANCE IN THE TP SENSOR SIGNAL CIRCUIT

Measure the resistance of the (K22) and (K122) TP Signal circuits from
the Throttle Body harness connector to the appropriate terminals of
special tool #8815.
Yes >> Go To 9
No >> Repair the excessive resistance in the (K22) or (K122) TP
9. TP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K22) and (K122) TP
Signal circuits at the appropriate terminal of the special tool #8815.
Is the resistance above 100 ohms for each circuit?
Yes >> Go To 10
No >> Repair the short to ground in the (K22) or (K122) TP Sen-
sor Signal circuit.
10. RESISTANCE IN THE (K922) SENSOR RETURN CIRCUIT

tool #8815.
Yes >> Go To 17
Return circuit.
11. RESISTANCE IN THE (F856) 5-VOLT SUPPLY CIRCUIT

Disconnect the C1/A PCM harness connector.
tool #8815.
Yes >> Go To 12
circuit.

Is the resistance above 100k ohms?
Yes >> Go To 13
cuit.
13. MAP SENSOR

Cycle the ignition switch from off to on.
Does the scan tool display MAP voltage from approximately
4.9 volts to below 0.5 volt with the jumper wire installed?
No >> Go To 14
14. RESISTANCE IN THE (K1) MAP SIGNAL CIRCUIT

#8815.
Yes >> Go To 15
No >> Repair the excessive resistance in the (K1) MAP Signal cir-
cuit

Yes >> Go To 16
No >> Repair the short to ground in the (K1) MAP Signal circuit.
16. RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT

tool #8815.
Yes >> Go To 17
ground circuit.
17. PCM
Ground circuits.
P2173-HIGH AIRFLOW/VACUUM LEAK DETECTED (SLOW ACCUMULATION)

• When Monitored:
• Set Condition:
A large vacuum leak has been detected or both of the TP Sensors have failed based on their position being
2.5 volts and the calculated MAP value is less than the Gas Flow Adaptation value is too high. One trip fault
the code will set within 5 seconds. ETC light will flash.
Possible Causes
VACUUM LEAK
MAP SENSOR
TP SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any 5-Volt Supply, TP Sensor, Oxygen Sensor, Fuel related, or MAP Sensor DTCs before
continuing.
Yes >> Go To 2
2. VACUUM LEAK
NOTE: This code is enabled on engines with a plastic intake manifold and is intended to limit the maximum
engine speed if a large crack occurs.
NOTE: A large vacuum leak is most likely the cause of this DTC.
Inspect the Intake Manifold and Throttle body for leaks and cracks.
Inspect the Power Brake Booster for any vacuum leaks.
Inspect the PCV system for proper operation or any vacuum leaks.
Inspect the MAP Sensor for proper installation.
No >> Go To 3

Start the engine.
tle?
Yes >> Go To 4
No >> Go To 11
No >> Go To 5

tool #8815.
Yes >> Go To 6
circuit.

cuit between the appropriate terminals of special tool #8815.
Yes >> Go To 7
cuit.
7. TP SENSOR
connector.
connector.
RELEARN function
No >> Go To 8

special tool #8815.
Yes >> Go To 9

Signal circuits at the appropriate terminals of special tool #8815.
Is the resistance above 100k ohms for each circuit?
Yes >> Go To 10
sor Signal circuit.

tool #8815.
Yes >> Go To 17
Return circuit.

tool #8815.
Yes >> Go To 12
circuit.

Yes >> Go To 13
cuit.
13. MAP SENSOR

Connect the C1 PCM harness connector.
No >> Go To 14

#8815.
Yes >> Go To 15
cuit.

cuit at the MAP Sensor harness connector.
Yes >> Go To 16

tool #8815.
Yes >> Go To 17
ground circuit.
17. PCM
Ground circuits.
P2174-LOW AIRFLOW/RESTRICTION DETECTED (INSTANTANEOUS

ACCUMULATION)
• When Monitored:
• Set Condition:
PCM calculated MAP value is greater than actual MAP value plus an offset value. One trip fault and the code
will set within 5 seconds. Three good trips to turn of the MIL. ETC light will flash.
Possible Causes
RESTRICTED AIR INLET SYSTEM

MAP SENSOR
TP SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any 5-Volt Supply, TP Sensor, Fuel System Lean or Rich, or MAP Sensor DTCs before con-
tinuing.
NOTE: Question the customer about weather conditions, as ICE build up on the blade can cause this fault
when ambient is around +4 to -10 Celsius range.
Yes >> Go To 2
2. RESTRICTED AIR INLET SYSTEM

Remove the Air Cleaner Assembly.
Remove the Air Filter.
Inspect the Throttle Body opening for signs of any foreign materials.
Check the intake tube/ air cleaner for obstructions.
Were any restrictions found?
Yes >> Repair the restriction as necessary.
No >> Go To 3

Start the engine.
tle?
Yes >> Go To 4
No >> Go To 11
No >> Go To 5

tool #8815.
Yes >> Go To 6
circuit.

Yes >> Go To 7
cuit.
7. TP SENSOR
connector.
connector.
RELEARN function
No >> Go To 8

special tool #8815.
Yes >> Go To 9

Yes >> Go To 10
sor Signal circuit.

tool #8815.
Yes >> Go To 17
Return circuit.

tool #8815.
Yes >> Go To 12
circuit.

Yes >> Go To 13
cuit.
13. MAP SENSOR

Connect the C1/A PCM harness connector.
No >> Go To 14

#8815.
Yes >> Go To 15
cuit

Yes >> Go To 16

tool #8815.
Yes >> Go To 17
ground circuit.
17. PCM
Ground circuits.
P2175-LOW AIRFLOW/RESTRICTION DETECTED (SLOW ACCUMULATION)

• When Monitored:
• Set Condition:
PCM calculated MAP value is greater than actual MAP value plus an offset value. One trip fault and the code
will set within 5 seconds. Three good trips to turn off the MIL. ETC light will flash.
Possible Causes
RESTRICTED AIR INLET SYSTEM

MAP SENSOR
TP SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any 5-Volt Supply, TP Sensor, Oxygen Sensor, Fuel related or MAP Sensor DTCs before
continuing.
NOTE: Question the customer about weather conditions, as ICE build up on the blade can cause this fault
when ambient is around +4 to -10 Celsius range.
Yes >> Go To 2
2. RESTRICTED AIR INLET SYSTEM

Remove the Air Cleaner Assembly.
Remove the Air Filter.
Inspect the Throttle Body opening for signs of any foreign materials.
Check the intake tube/ air cleaner for obstructions - include snow packing questions to customer.
Were any restrictions found?
Yes >> Repair the restriction as necessary.
No >> Go To 3

Start the engine.
tle?
Yes >> Go To 4
No >> Go To 11
No >> Go To 5

tool #8815.
Yes >> Go To 6
circuit.

Yes >> Go To 7
cuit.
7. TP SENSOR
connector.
connector.
RELEARN function
No >> Go To 8

special tool #8815.
Yes >> Go To 9

Is the resistance above 100k ohms for each circuit?
Yes >> Go To 10
sor Signal circuit.

tool #8815.
Yes >> Go To 17
Return circuit.

tool #8815.
Yes >> Go To 12
circuit.

Yes >> Go To 13
cuit.
13. MAP SENSOR

Connect the C1/A PCM harness connector.
(K900) Sensor ground circuit.
No >> Go To 14

#8815.
Yes >> Go To 15
cuit

Yes >> Go To 16

tool #8815.
Yes >> Go To 17
ground circuit.
17. PCM
Ground circuits.
P2181-COOLING SYSTEM PERFORMANCE

• When Monitored:
Ignition on, Engine running, and no ECT DTCs present.
• Set Condition:
PCM recognizes that the ECT has failed its self coherence test. The coolant temp should only change at a
certain rate, if this rate is too slow or too fast this fault will set. Two trip fault. Three good trips to clear MIL.
ETC light will illuminate on first trip failure.
Possible Causes
LOW COOLANT LEVEL

(K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
(K2) ECT SIGNAL CIRCUIT OPEN
(K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND
(K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND
THERMOSTAT
ECT SENSOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: If this code sets during extreme ambient temperatures, improper installation of a block heater could
be the cause of this DTC.
Diagnose all other ECT and Cooling System codes before continuing.
Yes >> Go To 2
2. LOW COOLANT LEVEL

NOTE: If a Engine Coolant Temperature (ECT) DTC is set along with this code, diagnose the ECT DTC first.
NOTE: Inspect the ECT terminals and related PCM terminals. Ensure the terminals are free from corrosion
and damage.
NOTE: Need to make sure that no Cooling System DTCs are set or changes that would make the warm up
much slower or much faster: broken water pump can set this, addition of aftermarket auxiliary cooler can
set this DTC.
WARNING: Never open the cooling system when the engine is hot. The system is under pressure. Failure to
follow these instructions can result in personal injury or death. Allow the engine to cool before opening the
cooling system.
Inspect the coolant system for proper level and condition.
Yes >> Go To 3
No >> Inspect the vehicle for a coolant leak and add the necessary amount of coolant.
3. THERMOSTAT
With a scan tool, read the Eng Coolant Tmp Deg value. If the engine was allowed to sit overnight (cold soak), the
reached.
Start the Engine.
During engine warm-up monitor the Eng Coolant Tmp Deg value. The temp deg value change should be a smooth
thermometer.
ing) and the Eng Coolant Tmp Deg on the scan tool should stay relatively close to each other.
Yes >> Go To 4
4. ECT SENSOR
Connect a jumper between the (K2) ECT Signal circuit and the (K900)
Sensor ground circuit in the ECT Sensor harness connector.
No >> Go To 5
5. (K2) ECT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K2) ECT Signal circuit in the ECT Sensor
harness connector.
Yes >> Repair the short to battery voltage in the (K2) ECT Signal
circuit.
No >> Go To 6
6. (K2) ECT SIGNAL CIRCUIT OPEN

Measure the resistance of the (K2) ECT Signal circuit from the ECT
#8815.
Yes >> Go To 7
No >> Repair the open in the (K2) ECT Signal circuit.

ECT Sensor harness connector to the appropriate terminal of special
tool #8815.
Yes >> Go To 8
8. (K2) ECT SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K2) ECT Signal cir-
cuit in the ECT Sensor harness connector.
Yes >> Repair the short to ground in the (K2) ECT Signal circuit.
No >> Go To 9
9. (K2) ECT SIGNAL CIRCUIT SHORTED TO THE (K900) SENSOR GROUND CIRCUIT
Measure the resistance between the (K2) ECT Signal circuit and the
(K900) Sensor ground circuit in the ECT Sensor harness connector.
the (K2) ECT Signal circuit.
No >> Go To 10
10. PCM
Ground circuits.
P2299-BRAKE PEDAL POSITION / ACCELERATOR PEDAL POSITION

INCOMPATIBLE
• When Monitored:
Ignition on. No Break or APPS faults present.
• Set Condition:
The PCM recognizes a brake application following the APPS showing a fixed pedal opening. Temporary or
permanent. Internally the PCM will reduce throttle opening below driver demand. One trip fault and the code
will be set within 5 seconds. ETC light will illuminate, the light will only stay illuminated while DTC is active.
Possible Causes
CUSTOMER PRESSING ACCELERATOR PEDAL, THEN PRESSING BRAKE PEDAL, AND CONTINUES
HOLDING THEM DOWN SIMULTANEOUSLY
STOP LAMP SWITCH
APP SENSOR
Diagnostic Test
1. DTC INFORMATION
NOTE: If a pedal assembly becomes mechanically stuck the voltage output will stay fixed, if this is also
Followed by a long application of the brakes this code will set.
NOTE: When this code sets the pedal position in the PCM software will ramp to idle. If the Pedal voltage
changes OR the brake pedal is released, the pedal position in the PCM software will ramp up to the pedal
position and the ETC light will go out.
Diagnose all other Stop Lamp Switch and APP Sensor codes before continuing.
This code can be set by a driver who uses both feet while driving, one for the Accelerator Pedal and the other for
the Brake Pedal.
NOTE: The most likely cause of this DTC is caused by the customer Brake Torquing the engine by pressing
the Accelerator pedal and the pressing the Brake Pedal.
Ask the driver of the vehicle if these conditions apply to their driving habits.
Are the listed conditions part of the customers driving habits?
Yes >> Advise the customer of what caused the DTC. This is normal operation of a ETC equipped vehicle
because of safety issues.
No >> Go To 2
2. STOP LAMP SWITCH OPERATION

With a scan tool, read both Stop Lamp Switch statuses while pressing and releasing the Brake Pedal.
Does the scan tool display the Pressed and Released while pressing and releasing the Pedal?
Yes >> Go To 3
No >> Check the Stop Lamp Switch for proper installation and check the related circuits for opens and shorts
using the appropriate wiring diagram. If OK, replace the Stop Lamp Switch assembly.
3. APP SENSOR SWEEP

With a scan tool, monitor both APP Sensor voltage readings.
Slowly press the accelerator pedal from idle until it reaches the end stop near the floor.
APPS No.1 voltage should start at approximately 0.45 of a volt and increase to approximately 4.6 volts with a
smooth transition.
APPS No.2 voltage should start at approximately 0.22 of a volt and increase to approximately 2.31 volts with a
smooth transition.
Does the voltage for the appropriate sensor follow the list specification?
No >> Check the Signal and Return circuits for opens and shorts. If OK, Replace the APP Sensor Assembly
per Service Information. After installation is complete, with a scan tool select the ETC RELEARN func-
tion to relearn the APPS values.
P2302-IGNITION COIL 1 SECONDARY CIRCUIT- INSUFFICIENT IONIZATION

• When Monitored:
Engine running and battery voltage greater than 10 volts.
• Set Condition:
If PCM detects that the secondary ignition burn time is incorrect, too short, or not present, an error is detected.
Possible Causes

(K19) COIL CONTROL NO.1 CIRCUIT OPEN
(K19) COIL CONTROL NO.1 CIRCUIT SHORTED TO GROUND
SPARK PLUG
COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 9
2. SECONDARY SPARK
NOTE: 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.
Remove the ignition coil.
NOTE: 6.1L coils must have a spark tester installed on both sides of the coil during the following test. Dur-
ing the test, each side of the coil should output a crisp blue spark that is able to jump the gap of the spark
tester.
Install a spark tester(s) to the ignition coil.
be reinstalled to be able 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
Is good spark generated?
Yes >> Ensure the cylinder is operating properly. If OK, replace the Spark Plug(s).
No >> Go To 3

Relay Output 2 circuit in the Coil on Plug harness connector.
Yes >> Go To 4
No >> Repair the open or short to ground in the (K343) ASD Relay
Output 2 circuit between the IPM and Coil harness connec-
tor.
4. IGNITION COIL RESISTANCE

NOTE: The following resistance measurement should be taken at 70°-80° F.
Measure the resistance of the Ignition Coil.
Is the resistance between 0.53 to 0.65 ohms at 77°F (25°C) for the Ignition Coil being tested?
Yes >> Go To 5
No >> Replace the Ignition Coil.
5. IGNITION COIL
Using a 12-volt test light connected to a 12-volt source, probe the (K19)
Coil Control No.1 circuit.
Crank the engine for 5 seconds while observing the test light.
What is the condition of the test light while cranking the
engine?
Brightly blinking.
Replace the Ignition Coil.
ON constantly.
Go To 6
OFF constantly.
Go To 7
6. (K19) COIL CONTROL NO.1 CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K19) Coil Control
No.1 circuit in the Ignition Coil harness connector.
Yes >> Repair the short to ground in the (K19) Coil Control No.1
circuit.
No >> Go To 8
7. (K19) COIL CONTROL NO.1 CIRCUIT OPEN

Measure the resistance of the (K19) Coil Control No.1 circuit from the
Ignition Coil harness connector to the appropriate terminal of special
tool #8815.
Yes >> Go To 8
No >> Repair the open in the (K19) Coil Control No.1 circuit.
8. PCM
Ground circuits.

− Cracks
− Carbon Tracking
− Foreign Material
− Gap size out of specifications
− Loose or broken electrode
not move.
No >> Refer to the INTERMITTENT CONDITION symptom in the Driveability category.

• When Monitored:
• Set Condition:
Possible Causes

SPARK PLUG
COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 9
2. SECONDARY SPARK
tester.
Yes >> Ensure the cylinder is operating properly. If OK, replace the Spark Plug.
No >> Go To 3
3. (K343) ASD RELAY OUTPUT2 CIRCUIT

Yes >> Go To 4
tor.

Yes >> Go To 5
5. IGNITION COIL
engine?
Brightly blinking.
ON constantly.
Go To 6
OFF constantly.
Go To 7

circuit.
No >> Go To 8

tool #8815.
Yes >> Go To 8
8. PCM
Ground circuits.
9. Visual and Physical Inspection

− Cracks
− Carbon Tracking
not move.

• When Monitored:
• Set Condition:
Possible Causes

SPARK PLUG
COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 9
2. Secondary Spark
NOTE: Inspect the ignition coil for damaged, carbon tracking on the coil or a damaged spark plug insulator
tester.
No >> Go To 3

Yes >> Go To 4
tor.

Yes >> Go To 5
5. IGNITION COIL
engine?
Brightly blinking.
ON constantly.
Go To 6
OFF constantly.
Go To 7

circuit.
No >> Go To 8

tool #8815.
Yes >> Go To 8
8. PCM
Ground circuits.

− Cracks
− Carbon Tracking
not move.

• When Monitored:
• Set Condition:
Possible Causes

SPARK PLUG
COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 9
2. Secondary Spark
tester.
No >> Go To 3

Yes >> Go To 4
tor.

Yes >> Go To 5
5. IGNITION COIL
engine?
Brightly blinking.
ON constantly.
Go To 6
OFF constantly.
Go To 7

circuit.
No >> Go To 8

tool #8815.
Yes >> Go To 8
8. PCM
Ground circuits.

− Cracks
− Carbon Tracking
not move.

• When Monitored:
• Set Condition:
Possible Causes

SPARK PLUG
COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 9
2. Secondary Spark
NOTE: Inspect the ignition coil for damaged, carbon tracking on the coil or a damage spark plug insulator
tester.
Install a spark tester to the ignition coil.
No >> Go To 3

Yes >> Go To 4
tor.

Yes >> Go To 5
5. IGNITION COIL
engine?
Brightly blinking.
ON constantly.
Go To 6
OFF constantly.
Go To 7

circuit.
No >> Go To 8

tool #8815.
Yes >> Go To 8
8. PCM
Ground circuits.

− Cracks
− Carbon Tracking
not move.

• When Monitored:
• Set Condition:
Possible Causes

SPARK PLUG
COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 9
2. Secondary Spark
tester.
No >> Go To 3

Yes >> Go To 4
tor.

Yes >> Go To 5
5. IGNITION COIL
engine?
Brightly blinking.
ON constantly.
Go To 6
OFF constantly.
Go To 7

circuit.
No >> Go To 8

tool #8815.
Yes >> Go To 8
8. PCM
Ground circuits.

− Cracks
− Carbon Tracking
not move.

• When Monitored:
• Set Condition:
Possible Causes

SPARK PLUG
COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 9
2. Secondary Spark
tester.
No >> Go To 3

Yes >> Go To 4
tor.

Yes >> Go To 5
5. IGNITION COIL
engine?
Brightly blinking.
ON constantly.
Go To 6
OFF constantly.
Go To 7

circuit.
No >> Go To 8

tool #8815.
Yes >> Go To 8
8. PCM
Ground circuits.

− Cracks
− Carbon Tracking
not move.

• When Monitored:
• Set Condition:
Possible Causes

SPARK PLUG
COIL ON PLUG
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
No >> Go To 9
2. Secondary Spark
tester.
Install a spark tester to the ignition coil.
No >> Go To 3

Yes >> Go To 4
tor.

Yes >> Go To 5
5. IGNITION COIL
engine?
Brightly blinking.
ON constantly.
Go To 6
OFF constantly.
Go To 7

circuit.
No >> Go To 8

tool #8815.
Yes >> Go To 8
8. PCM
Ground circuits.

− Cracks
− Carbon Tracking
not move.
P2503-CHARGING SYSTEM OUTPUT LOW

• When Monitored:
The engine running. The engine speed greater than 1157 RPM.
• Set Condition:
The battery sensed voltage is 1 volt below the charging goal for 13.47 seconds. The PCM senses the battery
voltage turns off the field driver and senses the battery voltage again. If the voltages are the same, the code
is set. One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
EXCESSIVE RESISTANCE IN THE BATTERY POSITIVE CIRCUIT

EXCESSIVE RESISTANCE IN THE CASE GROUND
(K20) GEN FIELD CONTROL CIRCUIT SHORTED TO VOLTAGE
(K20) GEN FIELD CONTROL CIRCUIT OPEN
(K20) GEN FIELD CONTROL CIRCUIT SHORTED TO GROUND
(Z904) GEN GROUND CIRCUIT OPEN
GENERATOR
PCM
Diagnostic Test
1. ACTIVE DTC
NOTE: Inspect the vehicle for aftermarket accessories that may exceed the Generator System output.
NOTE: The battery must be fully charged.
NOTE: The Generator belt tension and condition must be checked before continuing.
Start the engine.
Allow the idle to stabilize.
Yes >> Go To 2
2. FUSED B+ CIRCUIT HIGH RESISTANCE

Measure the voltage between the Generator B+ Output Terminal and the Battery+ Post.
Start the engine.
Yes >> Repair the excessive resistance in the battery positive circuit between the Generator and Battery.
No >> Go To 3
3. EXCESSIVE RESISTANCE IN THE CASE GROUND

Start the engine.
Warm the engine to operating temperature.
Measure the voltage between the Generator Case and Battery ground post.
Yes >> Repair the excessive resistance in the Generator Case Ground.
No >> Go To 4
Using a 12-volt test light, jump across the Generator Field harness con-
nector.
With a scan tool, actuate the Generator Field Driver.
No >> Go To 5
5. (K20) GEN FIELD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

Measure the voltage on the (K20) Gen Field Control circuit in the Gen-
Control circuit.
No >> Go To 6
6. (K20) FIELD CONTROL CIRCUIT OPEN

Generator Field harness connector to the appropriate terminal of spe-
cial tool #8815.
Yes >> Go To 7
7. (K20) GEN FIELD CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K20) Gen Field Con-
trol circuit in the Generator Field harness connector.
circuit.
No >> Go To 8

Using a 12-volt test light connected to battery voltage, probe the (Z904)
Ground circuit in the Generator Field harness connector.
Yes >> Go To 9
No >> Repair the open in the (Z904) Generator Ground circuit.
9. PCM
Ground circuits.
P3400-MDS RATIONALITY BANK 1

Theory of Operation
• When Monitored:
Transition from 4 to 8cylinder mode.
• Set Condition:
O2 sensor readings on Bank 1 side indicate a lean condition while in 4 cylinder mode.
Possible Causes
INSUFFICIENT OIL PRESSURE ACTING ON THE LIFTER LOCKING PINS

LIFTER
MDS SOLENOID
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any Deactivation or Oil Pressure DTCs before continuing with this test.
Yes >> Go To 2
2. MDS SOLENOID 1
Yes >> Go To 3
No >> Remove the Solenoid and check for any debris that may be blocking the oil passages to the Solenoid.
If the passages are clogged, clean the passages and replace the MDS Solenoid 1. If the passages are
not clogged with debris, replace the MDS Solenoid 1.
3. MDS SOLENOID 7
Yes >> Go To 4
If the passages are restricted, clean the passages and replace the MDS Solenoid 7. If the passages are

P3402-CYLINDER 1 DEACTIVATION CONTROL PERFORMANCE

Theory of Operation
• When Monitored:
• Set Condition:
The MDS fails to engage for cylinder 1.
Possible Causes
(K451) MDS SOLENOID NO.1 CONTROL SHORT TO GROUND

(K451) MDS SOLENOID NO.1 CONTROL OPEN
LIFTER
MDS SOLENOID
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. CHECKING PCM CONTROL SIDE FOR THE MDS SOLENOID (C100)

Using a 12-volt test light, jumper from the (Z904) Ground Circuit and the
(K451) MDS Solenoid No.1 Control Circuit in the C100 harness connec-
tor (PCM side).
With the scan tool, actuate the MDS Solenoid No.1.
Yes >> Go To 3
No >> Go To 6

Measure the resistance between the (Z904) Ground Circuit and the
(K451) MDS SolenoidNo.1 Control Circuit in the C100 harness connec-
tor (MDS side).
NOTE: It is important to follow the below temp/resistance values to
ensure an accurate reading.

0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Yes >> Go To 9
No >> Go To 2
4. CHECKING PCM CONTROL SIDE FOR THE MDS SOLENOID BETWEEN C100 and C101
Reconnect the C100 harness connector.
tor (PCM side).
Yes >> Visually and Physically inspect the wiring harness between
the C101 connector and the MDS Solenoid connector.
Repair as necessary. If OK, replace the MDS Solenoid in
accordance with the Service Information.
No >> Go To 5
5. (Z904) GROUND CIRCUIT OPEN BETWEEN C100 and C101

Ground circuit in the C101 harness connector (PCM side).
Yes >> Repair the (K451) MDS Solenoid No.1 Control circuit
between C100 and C101 connectors.
No >> Repair the (Z904) Ground circuit between C100 and C101
connectors.
6. (Z904) GROUND CIRCUIT OPEN (PCM SIDE)

Yes >> Go To 7
7. (K451) MDS SOLENOID NO.1 CONTROL CIRCUIT SHORTED TO GROUND (PCM SIDE)
Measure the resistance between ground and the (K451) MDS Solenoid
No.1 Control circuit in the C100 harness connector.
Yes >> Repair the short to ground in the (K451) MDS Solenoid
No.1 Control circuit between the PCM harness connector
and the C100 harness connector.
No >> Go To 8
8. (K451) MDS SOLENOID NO.1 CONTROL CIRCUIT OPEN (PCM SIDE)

Measure the resistance of the (K451) MDS Solenoid No.1 Control circuit
from the C100 harness connector to the appropriate terminal of special
tool #8815.
Yes >> Replace and program the Powertrain Control Module in
accordance with the service information.
No >> Repair the open in the (K451) MDS Solenoid No.1 Control
circuit between the C100 harness connector and the PCM
harness connector.
9. MDS SOLENOID 1
Yes >> Go To 10


Theory of Operation
• When Monitored:
• Set Condition:
Possible Causes

LIFTER
MDS SOLENOID
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

tor (PCM side).
Yes >> Go To 3
No >> Go To 6

tor (MDS side).

0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Yes >> Go To 9
No >> Go To 2
tor (PCM side).
No >> Go To 5

connectors.

Yes >> Go To 7
No >> Go To 8

tool #8815.
harness connector.
9. MDS SOLENOID 4
Yes >> Go To 10


Theory of Operation
• When Monitored:
• Set Condition:
Possible Causes

LIFTER
MDS SOLENOID
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

tor (PCM side).
Yes >> Go To 3
No >> Go To 4

C100 harness connector (MDS side).

0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Yes >> Go To 7
connector. Repair as necessary. If OK, replace the MDS Solenoid in accordance with the Service
Information.

Yes >> Go To 5
No >> Go To 6

tool #8815.
harness connector.
7. MDS SOLENOID 6
Yes >> Go To 8


Theory of Operation
• When Monitored:
• Set Condition:
Possible Causes

LIFTER
MDS SOLENOID
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

tor (PCM side).
Yes >> Go To 3
No >> Go To 6

tor (MDS side).

0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Yes >> Go To 9
No >> Go To 2
tor (PCM side).
No >> Go To 5

connectors.

Yes >> Go To 7
No >> Go To 8

tool #8815.
harness connector.
9. MDS SOLENOID 7
Yes >> Go To 10

P3401-MDS SOLENOID 1 CIRCUIT

Theory of Operation
• When Monitored:
• Set Condition:
When the PCM recognizes a problem with the Solenoid Control circuit.
Possible Causes
(K451) MDS SOLENOID NO.1 CONTROL SHORT TO BATTERY VOLTAGE

MDS SOLENOID NO.1
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. CHECKING PCM CONTROL SIDE FOR THE MDS SOLENOID

tor (PCM side).
Yes >> Go To 3
No >> Go To 4

(K451) MDS SolenoidNo.1 Control Circuit in the C100 harness connec-
tor (MDS side).

0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Yes >> Go To 12
No >> Go To 8

Yes >> Go To 5
5. (K451) MDS SOLENOID NO.1 CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE (PCM SIDE)
Measure the voltage on the (K451) MDS Solenoid No.1 Control circuit
in the C100 harness connector.
Yes >> Repair the short to battery voltage in the (K451) MDS Sole-
noid No.1 Control circuit between the PCM harness connec-
tor and C100 harness connector.
No >> Go To 10
No >> Go To 7

tool #8815.
harness connector.
8. (Z904) GROUND CIRCUIT OPEN (MDS SIDE)

Gain access to the MDS Solenoid.
Disconnect the MDS harness connector.
Measure the resistance of the (Z904) Ground Circuit between the C100
harness connector and the MDS harness connector.
Yes >> Go To 9
9. (K451) MDS SOLENOID NO.1 CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE (MDS SIDE)
in the MDS Solenoid No.1 connector.
noid No.1 Control circuit between the C100 harness con-
nector and the MDS connector.
No >> Go To 10
10. (K451) MDS SOLENOID NO.1 CONTROL CIRCUIT SHORTED TO GROUND (MDS SIDE)
No.1 Control circuit in the MDS Solenoid No.1 harness connector.
No.1 Control circuit between the C100 harness connector
and the MDS harness connector.
No >> Go To 11
11. (K451) MDS SOLENOID NO.1 CONTROL CIRCUIT OPEN (MDS SIDE)
from the MDS Solenoid No.1 harness connector to C100 harness con-
nector.
Yes >> Replace the MDS Solenoid in accordance with the Service
Information.
circuit between the C100 harness connector and the MDS
harness connector.
12. CHECKING HARNESS CONNECTOR C101 AND GROUND CONNECTION G102

Inspect the C101 harness connector.
Ensure the Ground terminal and Control terminal are fastened securely
into the connector and there are no signs of corrosion or damage.
Check wiring to terminal connection. Look for an internal broken wire
under the insulation.
Inspect the G102 Ground for a tight, clean connection.
No >> Refer to the INTERMITTENT CONDITION Diagnostic Pro-
cedure.

Theory of Operation
• When Monitored:
• Set Condition:
Possible Causes

MDS SOLENOID NO.4
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

tor (PCM side).
Yes >> Go To 3
No >> Go To 4

tor (MDS side).

TEMPERATURE VALUE ± 20° F RESISTANCE (OHMS) ±.25 ohms
0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Yes >> Go To 12
No >> Go To 8

Yes >> Go To 5
No >> Go To 10
No >> Go To 7

tool #8815.
harness connector.

Yes >> Go To 9
No >> Go To 10
No >> Go To 11
nector.
Information.
harness connector.

cedure.

Theory of Operation
• When Monitored:
• Set Condition:
Possible Causes

MDS SOLENOID NO.6
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

tor (PCM side).
Yes >> Go To 3
No >> Go To 4

tor (MDS side).

0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Yes >> Go To 12
No >> Go To 8

Yes >> Go To 5
No >> Go To 10
No >> Go To 7

tool #8815.
harness connector.

Yes >> Go To 9
9. (K453) MDS SOLENOID NO.6 CONTROLCIRCUIT SHORTED TO BATTERY VOLTAGE (MDS SIDE)
No >> Go To 10
No >> Go To 11
nector.
Information.
harness connector.

Ensure the Ground terminal is fastened securely into the connector and
there are no signs of corrosion or damage.
cedure.

Theory of Operation
• When Monitored:
• Set Condition:
Possible Causes

MDS SOLENOID NO.7
PCM
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

tor (PCM side).
Yes >> Go To 3
No >> Go To 4

tor (MDS side).

0° F 8.8 ohms
32° F 9.5 ohms
68° F 10.3 ohms
100° F 11 ohms
150° F 12.2 ohms
200° F 13.4 ohms
250° F 14.4 ohms
300° F 15.6 ohms
Yes >> Go To 12
No >> Go To 8

Yes >> Go To 5
No >> Go To 10
No >> Go To 7

tool #8815.
harness connector.

Yes >> Go To 9
No >> Go To 10
No >> Go To 11
nector.
Information.
harness connector.

cedure.
P3497-MDS RATIONALITY BANK 2

Theory of Operation
• When Monitored:
• Set Condition:
O2 sensor readings on Bank 2 side indicate a lean condition while in 4 cylinder mode.
Possible Causes

LIFTER
MDS SOLENOID
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose any Deactivation or Oil Pressure DTCs before continuing with this test.
Yes >> Go To 2
2. MDS SOLENOID 4
Yes >> Go To 3
If the passages are clogged, clean the passages and replace the MDS Solenoid 4. If the passages are
3. MDS SOLENOID 6
Yes >> Go To 4
If the passages are restricted, clean the passages and replace the MDS Solenoid 6. If the passages are
unable to be cleaned out, replacing the engine block may be necessary. If the passages are not clogged
with debris, replace the MDS Solenoid 6.

Remove the each pair of lifters for Cylinders 4 and 6.
U0001-CAN C BUS

• When Monitored:
Ignition run time is greater than 1 second. Battery voltage between 9 and 16 volts. Engine run time greater
than 3 seconds.
• Set Condition:
The PCM loses communication over the CAN C Bus circuit. The circuit is continuously monitored.
Possible Causes
CAN C BUS FAILURE OPEN OR SHORTED CONDITION
PCM
Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic
procedures and for further possible causes.
Diagnostic Test
1. ACTIVE DTC
With a scan tool, read FCM DTCs.
Yes >> Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diag-
nostic procedures and for further possible causes.
U0101-LOST COMMUNICATION WITH TCM

• When Monitored:
than 3 seconds.
• Set Condition:
The PCM doesn’t receive a Bus Message from the Transmission Control Module for 7 consecutive seconds.
The circuit is continuously monitored.
Possible Causes
PCM
Diagnostic Test
1. ACTIVE DTC
With a scan tool, read PCM DTCs.
U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE
For a complete wiring diagramRefer to Section 8W.

• When Monitored:
than 3 seconds.
• Set Condition:
The PCM doesn’t receive a Electric Gear Shift Module message over the CAN C circuit. The circuit is contin-
uously monitored.
Possible Causes

ELECTRIC GEAR SHIFT MODULE
PCM
Diagnostic Test
1. ACTIVE DTC
U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE

• When Monitored:
than 3 seconds.
• Set Condition:
The PCM doesn’t receive an ABS message over the CAN C circuit for 7 consecutive seconds. The circuit is
continuously monitored.
Possible Causes

ABS MODULE
PCM
Diagnostic Test
1. ACTIVE DTC
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE

• When Monitored:
Ignition run time is greater than 1 second. Battery voltage between 9 and 16 volts.
• Set Condition:
The PCM doesn’t receive a FCM message over the CAN C circuit for 7 consecutive seconds. The circuit is
Possible Causes

PCM
Diagnostic Test
1. ACTIVE DTC
U0155-LOST COMMUNICATION WITH CLUSTER/CCN

• When Monitored:
than 3 seconds.
• Set Condition:
The PCM doesn’t receive a Cluster message over the CAN C circuit. The circuit is continuously monitored.
Possible Causes

CLUSTER/CCN
PCM
Diagnostic Test
1. ACTIVE DTC
U0168-LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL MODULE

(SKREEM/WCM)
• When Monitored:
than 3 seconds.
• Set Condition:
Bus messages not received from the Sentry Key Remote Entry Module (WCM) for approximately 2 to 5 sec-
onds.
Possible Causes

SKREEM (WCW)
PCM
Diagnostic Test
1. ACTIVE DTC
U110A-LOST COMMUNICATION WITH SCCM - CAN - C

• When Monitored:
than 3 seconds.
• Set Condition:
Bus messages not received from the SCCM for approximately 2 to 5 seconds.
Possible Causes

SCCM
PCM
Diagnostic Test
1. ACTIVE DTC
U110C-NO FUEL LEVEL BUS MESSAGE RECEIVED

• When Monitored:
Ignition on.
• Set Condition:
When the PCM does not receive a fuel level signal from the FCM over the CAN C circuit. The circuit is con-
stantly monitored.
Possible Causes
CAN C BUS CIRCUIT OPEN OR SHORTED

PCM
Theory of Operation
The fuel level signal is a direct input to the Cluster. The fuel level signal is sent to the FCM over the CAN B bus
circuit. The NGC receives the fuel level signal from the FCM over the CAN C bus circuit.
Diagnostic Test
1. ACTIVE DTC
With the scan tool read Powertrain DTCs.
Yes >> Go To 2
2. U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE ALSO ACTIVE

With the scan tool read DTCs.
Is the U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE also set?
Yes >> Follow the diagnostics for U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE
U110E-LOST AMBIENT TEMPERATURE MESSAGE

• When Monitored:
Ignition on.
• Set Condition:
The PCM doesn’t receive the ambient temperature signal over the CAN C bus from the FCM. The circuit is
Possible Causes

PCM
Theory of Operation
The ambient temperature sensor signal is a direct input to the FCM. The FCM sends the PCM the ambient tem-
perature signal over the CAN C bus.
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

Is the U0141-NO BUS MESSAGE RECEIVED FROM THE FCM also set?
U110F-LOST FUEL VOLUME MESSAGE

• When Monitored:
Ignition on.
• Set Condition:
When the PCM does not receive a fuel volume signal from the FCM over the CAN C circuit. The circuit is
constantly monitored.
Possible Causes

PCM
Theory of Operation
The fuel level signal is a direct input to the Cluster. The fuel level signal is sent to the FCM over the CAN B bus
circuit. The NGC receives the fuel level signal from the FCM over the CAN C bus circuit.
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2

Is the U0141-NO BUS MESSAGE RECEIVED FROM THE FCM also set?
U1110-LOST VEHICLE SPEED MESSAGE

• When Monitored:
Ignition on.
• Set Condition:
The PCM doesn’t receive a vehicle speed signal from the Anti-lock brake Module or FCM (NON-ABS) over the
CAN C bus.
Possible Causes

ANTI-LOCK BRAKE MODULE
PCM
Theory of Operation
The PCM receives the vehicle speed signal over the CAN C bus from the Anti-lock Brake Module or FCM (NON-
ABS).
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. U0121-LOST COMMUNICATION WITH ABS MODULE/P0141–LOST COMMUNICATION WITH FCM ALSO

SET
NOTE: If the vehicle is not equipped with ABS the VSS signal will come from the FCM.
With the scan tool, read the appropriate module for DTCs.
Is the U0121-LOST COMMUNICATION WITH ABS MODULE/PO141–Lost Communicate With FCM also
set?
Yes >> Perform the appropriate diagnostic test.
U1120-LOST WHEEL DISTANCE MESSAGE

• When Monitored:
Ignition on.
• Set Condition:
The PCM doesn’t receive a wheel distance message from the Anti-lock brake Module or FCM (NON-ABS) over
the CAN C bus.
Possible Causes

PCM
Theory of Operation
The PCM receives the vehicle speed signal over the CAN C bus from the Anti-lock Brake Module or FCM (NON-
ABS).
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. U0121-LOST COMMUNICATION WITH ABS MODULE/P0141–LOST COMMUNICATION WITH FCM ALSO

SET
NOTE: If the vehicle is not equipped with ABS the VSS signal will come from the FCM.
With the scan tool, read the appropriate module for DTCs.
Is the U0121-LOST COMMUNICATION WITH ABS MODULE/PO141–Lost Communicate With FCM also
set?
Yes >> Perform the appropriate diagnostic test.Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 -
ENGINE - STANDARD PROCEDURE)
U1403-IMPLAUSIBLE FUEL LEVEL SIGNAL

• When Monitored:
Ignition on.
• Set Condition:
The fuel level message that the PCM is receiving is implausible. The circuit is continuously monitored.
Possible Causes
CAN B OPEN OR SHORTED

CLUSTER MODULE
PCM
Theory of Operation
The Front Control Module receives a fuel level signal over CAN B from the Cluster Module. Once the message is
received from the FCM, it passages the fuel level message via CAN C to the PCM.
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose all CAN B and C communication failures before continuing.
Yes >> Go To 2
2. U0019-NO COMMUNICATION ON THE CAN B BUS CIRCUIT ALSO ACTIVE

With a scan tool check for DTCs in the FCM.
Is the U0019-NO COMMUNICATION ON THE CAN B BUS CIRCUIT active at this time?
Yes >> Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for the
U0019-NO COMMUNICATION ON THE CAN B BUS CIRCUIT diagnostic procedures.
Perform BODY VERIFICATION TEST – VER 1.
U1411-IMPLAUSIBLE FUEL VOLUME SIGNAL RECEIVED

• When Monitored:
Ignition on.
• Set Condition:
The fuel volume message that the PCM is receiving is implausible. The circuit is continuously monitored.
Possible Causes
CAN B OPEN OR SHORTED

CLUSTER MODULE
PCM
Theory of Operation
The Front Control Module receives a fuel volume signal over CAN B from the Cluster Module. Once the message
is received from the FCM, it passages the fuel level message via CAN C to the PCM.
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
2. U0019-NO COMMUNICATION ON THE CAN B BUS CIRCUIT ALSO ACTIVE

With a scan tool check for DTCs in the FCM.
Is the U0019-NO COMMUNICATION ON THE CAN B BUS CIRCUIT active at this time?
Yes >> (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING) for the
U0019-NO COMMUNICATION ON THE CAN B BUS CIRCUIT diagnostic procedures.
U1412-IMPLAUSIBLE VEHICLE SPEED SIGNAL RECEIVED

• When Monitored:
Ignition on.
• Set Condition:
The PCM gets an implausible signal over the CAN C circuit from the ABS Module or FCM (NON-ABS). The
circuit is continuously monitored.
Possible Causes
CAN C BUS CIRCUIT SHORTED

CAN C BUS CIRCUIT OPEN
ABS MODULE
PCM
Theory of Operation
The ABS Module or FCM (NON-ABS) sends vehicle speed information over the CAN C Bus circuit to the PCM.
Diagnostic Test
1. ACTIVE DTC
Is the U1412-IMPLAUSIBLE VEHICLE SPEED SIGNAL RECEIVED active at this time?
Yes >> Go To 2
2. U0001-NO COMMUNICATION ON THE CAN C BUS CIRCUIT IS ACTIVE

Continue reading DTCs.
Is the U0001-NO COMMUNICATION ON THE CAN C BUS CIRCUIT ACTIVE at this time?
Yes >> Refer to the Diagnostic Procedure for the U0001-NO COMMUNICATION ON THE CAN C BUS CIR-
CUIT.
No >> Go To 3
3. ABS MODULE IS ACTIVE ON THE CAN C BUS

With the scan tool, select ECU View.
Verify that the ABS Module is active on the bus.
Is the ABS Module active on the bus?
Yes >> Go To 4
No >> (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING) for No
Response diagnostic procedures.
4. ACTIVE DTCS IN THE FCM

With the scan tool, select ECU View and select FCM.
With the scan tool, read active DTCs.
Is the U0001-NO COMMUNICATION ON THE CAN C BUS CIRCUIT ACTIVE in the FCM at this time?
Yes >> (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING) for
U0001 diagnostic procedures.
U1417-IMPLAUSIBLE LEFT WHEEL DISTANCE SIGNAL RECEIVED

• When Monitored:
Ignition on.
• Set Condition:
Possible Causes
VEHICLE SPEED SENSOR FAULT ACTIVE IN ANTI-LOCK BRAKE MODULE

ABS MODULE
PCM
Theory of Operation
The ABS Module or FCM (NON-ABS) sends an implausible distance signal over the CAN C Bus circuit to the PCM.
Diagnostic Test
1. ACTIVE DTC
Is the U1417-IMPLAUSIBLE LEFT WHEEL DISTANCE SIGNAL RECEIVED active at this time?
Yes >> Go To 2

Verify that the ABS Module active on the bus.
Yes >> Go To 3
3. DTCS STORED OR ACTIVE IN THE ABS MODULE

Check for wheel speed DTCs in the ABS Module or FCM (NON-ABS).
Are any DTCs active or stored in the ABS Module/FCM?
Yes >> Refer to the appropriate section and perform the diagnostics for the DTCs.
Perform ABS VERIFICATION TEST – VER
No >> Go to 4

Are any Communication DTCs active in the FCM relating to the ABS System?
diagnostic procedures.
U1418-IMPLAUSIBLE RIGHT WHEEL DISTANCE SIGNAL RECEIVED

• When Monitored:
Ignition on.
• Set Condition:
Possible Causes
VEHICLE SPEED SENSOR FAULT ACTIVE IN ANTI-LOCK BRAKE MODULE

ABS MODULE
PCM
Theory of Operation
The ABS Module or FCM (NON-ABS) sends an implausible distance signal over the CAN C Bus circuit to the PCM.
Diagnostic Test
1. ACTIVE DTC
Is the U1418-IMPLAUSIBLE RIGHT WHEEL DISTANCE SIGNAL RECEIVED active at this time?
Yes >> Go To 2

Verify that the ABS Module active on the bus.
Yes >> Go To 3
3. DTCS STORED OR ACTIVE IN THE ABS MODULE/FCM (NON-ABS)

Check for wheel speed DTCs in the ABS Module or FCM (NON-ABS).
Are any DTCs active or stored in the ABS Module/FCM?
Yes >> Refer to the appropriate section and perform the diagnostics for the DTCs.
Perform ABS VERIFICATION TEST – VER
No >> Go to 4

Are any Communication DTCs active in the FCM relating to the ABS System?
diagnostic procedures.
Perform POWERTRAIN VERIFICATION TEST – VER 5.
*5.7L INTERMITTENT NO CRANK CONDITION

Possible Causes
ETC STARTER INHIBIT
Diagnostic Test
1. ETC STARTER INHIBIT

NOTE: ETC equipped engines will try to relearn ETC position when the key is left in the on position for an
extended period of time and will not allow the starter to crank during this procedure. This procedure can
take up to 2.5 seconds.
To verify the cause of the no crank condition or delayed crank use the scan tool, and read the ETC Starter Inhibit
mileage.
The controller will store the mileage at which the no start condition occurred because of the ETC testing procedure.
This is considered normal operation for a vehicle equipped with an Electronic Throttle Control System and no
repairs are necessary.
Is a mileage stored under the ETC Starter Inhibit?
No >> Refer to the diagnostic procedure for *No Crank Condition for further assistance.
*CHECKING THE FUEL DELIVERY SYSTEM

Possible Causes

(N1) FUEL PUMP RELAY OUTPUT CIRCUIT OPEN
FUEL PUMP RELAY
FUEL PUMP
Diagnostic Test
1. FUEL PUMP OPERATION

With a scan tool, actuate the Fuel System test.
NOTE: It may be necessary to use a mechanics stethoscope in the next step.
Listen for fuel pump operation at the fuel tank.
Does the Fuel Pump operate?
Yes >> Go To 2
No >> Go To 6
2. FUEL PRESSURE
Install a fuel pressure gauge at the engine.
Below Specification
Go To 3
Test Complete.
Above Specification
Replace the fuel filter/fuel pressure regulator.

WARNING: The fuel system is under a constant pressure even with the engine off. Before testing or ser-
Install special tool #6539 (5/169) or #6631(3/89) fuel line adapter and the fuel pressure gauge between the fuel sup-
ply line and the fuel pump module.
Is the fuel pressure within specification now?
Yes >> Repair/replace fuel supply line as necessary.
No >> Go To 4
4. CHECKING FUEL TANK SIPHON HOSE AND FUEL LINE

Gain access to the Fuel Pump Module and the Fuel Tank Module.
Inspect the following fuel components:
• Fuel line and siphon hose between the Fuel Pump Module and the Fuel Tank Module. Look for disconnected
and/or damaged lines or hoses
• Fuel Pressure Regulator not properly seated in the module.
• Debris near or in the modules fuel pick up.
Were the above items in good working condition?
Yes >> Go To 5
No >> Repair or replace as necessary.
5. FUEL PRESSURE REGULATOR

Remove the Fuel Tank Module.
Replace the Fuel Pressure Regulator.
Install the Fuel Pump Module and the Fuel Tank Module in accordance with the service information.
Retest the fuel pressure.
No >> Replace the Fuel Pump Module.
6. FUEL PUMP RELAY FUSED B+ CIRCUIT OPEN

Remove the Fuel Pump Relay from the IPM.
Using a 12 volt test light connected to ground, probe the (A35) Fused B+ circuit at the relay connector.
Does the test illuminate brightly?
Yes >> Go To 7
No >> Repair the open in the (A35) Fused B+ circuit.
7. (N1) FUEL PUMP RELAY OUTPUT CIRCUIT OPEN

Measure the resistance of the (N1) Fuel Pump Relay Output circuit from the relay connector to the fuel pump mod-
ule connector.
Yes >> Replace the Fuel Pump Relay.
No >> Repair the open in the (N1) Fuel Pump Relay Output circuit.
*HARD START FUEL SYSTEM

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
Possible Causes
FUEL CONTAMINATION
FUEL PUMP MODULE
FAULTY FUEL PUMP MODULE
FUEL INJECTOR(S)
Diagnostic Test

Install a fuel pressure gauge at the engine.
Below Specification
Go To 2
Go To 4

Raise vehicle on hoist, and disconnect the fuel supply line at the fuel pump module.
Yes >> Visually and physically inspect the fuel supply lines between the fuel tank and the fuel rail. Repair/re-
place as necessary.
No >> Go To 3
3. CHECKING THE FUEL INLET STRAINER

No >> Replace the Fuel Pump Module.
4. FUEL PUMP MODULE

age. Repair / replace as necessary.
engine.
Does the fuel pressure drop?
Yes >> Replace Fuel Pump Module.
No >> Go To 5
5. FUEL INJECTOR(S)
Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the fuel pressure gauge and fuel
pump module.
Yes >> Replace the leaking fuel injectors.
No >> Check the fuel for contaminants.
*ENGINE CRANKS BUT DOES NOT START

Possible Causes
NO START PRE-TEST
POWERTRAIN FUSES OPEN
SECONDARY INDICATORS PRESENT
ASD RELAY OUTPUT CIRCUIT OPEN
FUEL CONTAMINATION
Diagnostic Test
1. NO START PRE-TEST
NOTE: The following list of items must be checked before continuing with any no start tests.
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,
3 consecutive times.
This will allow any DTCs to set that may have been erased due to a dead battery.
Try to communicate with PCM if not able to communicate check fuses.
Make sure the Powers and Ground to the PCM are OK.
Make sure the PCM communicates with the scan tool and that there are no DTCs stored in the PCM memory. If the
PCM reports a No Response condition, refer to section 8 Electrical Electronic Control Module Electrical Diagnostics
for the proper tests.
Read the PCM DTCs with the scan tool. If any DTCs are present, they must be repaired before continuing with any
other No Start diagnostic tests. Refer to the Table of Contents for the related P-code that is reported by the PCM.
Make sure that the Bus is functional. Attempt to communicate with the Instrument Cluster and VTSS, If you are
unable to establish communications refer to 8 Electrical Electronic Control Module Electrical Diagnostics for the
proper Diagnostic procedures.
The Sentry Key Immobilizer System must be operating properly. Check for proper communication with the scan tool
and check for DTCs that may be stored in the Sentry Key Immobilizer Module (SCREEM). Repair the DTC(s) before
continuing.
If no DTCs are found, using the scan tool, select Clear PCM (BATT Disconnect).
Crank the engine several times. Using the scan tool, read DTCs. If a DTC is present perform the DTC diagnostics
before continuing.
No >> Go To 2
2. OPEN FUSE
Check for any open fuses in both IPM (PDC) or Junction Block that may be related to the No Start condition.
Are any of the fuses open?
Yes >> Replace the open fuse and check the related circuit(s) for a short to ground.
No >> Go To 3
3. SECONDARY INDICATORS PRESENT

With the scan tool, under DTCs & Related Functions, read the Secondary Indicators while cranking the engine.
Are there any Secondary Indicators present while cranking the engine?
Yes >> Refer to the Engine Electrical Diagnostics group and perform the tests related to the secondary indicator
that is reported by the scan tool.
No >> Go To 4
4. POSSIBLE MECHANICAL PROBLEMS

ENGINE VALVE TIMING - must be within specifications, check for broken timing components.
No >> Go To 5
5. (K542) ASD RELAY OUTPUT CIRCUIT OPEN

Remove the ASD relay from the IPM.
Verify the ASD Relay is getting voltage on the Fused B+ circuits before continuing.
diagnosis.
Measure the resistance of the ASD Relay Output circuit from the ASD Relay connector to the appropriate terminals
of special tool #8815, Ignition coil, and the fuel injectors.
Yes >> Go To 6
No >> Repair the open in the (K542) ASD Relay Output circuit.
6. FUEL PUMP DELIVERY

Verify that the Fuel tank is not empty before continuing.
Follow the diagnostics for Checking Fuel Delivery in the Driveability section of this manual.
Was the No Start condition solved after following the above diagnostic test?
No >> Check for contamination/water in the fuel. Make sure the fuel being used in this vehicle meets manu-
factures Fuel Requirement, refer to the service manual.
*FUEL PRESSURE LEAK DOWN

Possible Causes
FUEL PUMP MODULE
FUEL INJECTOR(S)
Diagnostic Test
1. FUEL PUMP MODULE

age. Repair / replace as necessary.
engine.
Yes >> Replace Fuel Pump Module.
No >> Go To 2
2. FUEL INJECTOR(S)
Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the fuel pressure gauge and fuel
pump module.
Yes >> Replace the leaking fuel injectors.
*NO CRANK CONDITION

Possible Causes
MECHANICAL CONDITION
BATTERY CIRCUIT RESISTANCE TOO HIGH
FUSED IGNITION SWITCH OUTPUT CIRCUITS
FUSED B+ CIRCUIT OPEN
(T752) STARTER RELAY CONTROL CIRCUIT OPEN
(T750) STARTER RELAY OUTPUT CIRCUIT OPEN
TRANSMISSION RANGE SENSOR
STARTER RELAY
STARTER
Diagnostic Test
1. MECHANICAL CONDITION
NOTE: Verify the battery is fully charged and capable of passing a load test before continuing.
WARNING: Make sure the battery is disconnected, then wait two minutes before proceeding. Failure to do
so may result in personal injury or possible death.
Turn the engine over by hand to make sure the engine is not seized.
Is the engine able to turn over?
Yes >> Go To 2
No >> Repair the mechanical condition preventing the starter motor from cranking.
2. EXCESSIVE RESISTANCE IN THE BATTERY CIRCUIT

Check the Battery Cables for excessive resistance using the service information procedure.
Did either Battery Cable have a voltage drop greater than 0.2 of a volt?
Yes >> Repair the excessive resistance in the Battery circuit.
No >> Go To 3
3. STARTER RELAY
Turn ignition off.
Remove the Starter Relay from IPM.
CAUTION: The Parking Brake must be on and the Transmission must be in park for a vehicle equipped with
an automatic transmission.
Briefly connect a jumper wire between Fused B+ circuit and the (T750) Starter Relay Output circuit.
Did the Starter Motor crank the engine?
Yes >> Go To 4
No >> Go To 6
4. (T751) FUSED IGNITION SWITCH OUTPUT CIRCUIT

Using a 12-volt test light, probe the (T751) Fused Ignition Switch Output circuit in the Starter Relay connector.
While observing 12-volt test light, hold ignition key in the start position.
Yes >> Go To 5
No >> Repair the excessive resistance in the (T751) Fused Ignition Switch Output circuit. Inspect related fuses
and repair as necessary.
5. (T752) STARTER RELAY CONTROL CIRCUIT OPEN

Measure the resistance in the (T752) Starter Relay Control circuit from the Relay terminal to the appropriate termi-
nals of special tool #8815.
Yes >> Replace the Starter Motor Relay.
No >> Repair the open in the (T752) Starter Relay Control circuit.
6. FUSED B+ CIRCUIT OPEN

Using a 12-volt test light connected to ground, probe the Fused B+ circuit at the Starter Relay terminal.
Yes >> Go To 7
No >> Repair the excessive resistance in the Fused B+ circuit. Inspect related fuses and repair as necessary.
7. (T750) STARTER RELAY OUTPUT CIRCUIT OPEN

Disconnect the Starter Relay Output connector from the Starter Solenoid.
Measure the resistance of the (T750) Starter Relay Output circuit between the Relay and the Solenoid harness
connector.
Yes >> Go To 8
No >> Repair the open in the (T750) Starter Relay Output circuit.
8. STARTER
If there are no other possible causes remaining, review repair.

Repair
Replace the Starter.
*NO RESPONSE WITH A NO START CONDITION

Possible Causes
(K51) ASD CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

(K51) ASD CONTROL CIRCUIT OPEN
(K51) ASD CONTROL CIRCUIT SHORTED TO GROUND
(A209) PCM FUSED B+ CIRCUIT
(F202) (F902) PCM FUSED IGNITION SWITCH OUTPUT CIRCUITS
(Z904) PCM GROUND CIRCUITS
(D65) CAN C BUS (+) CIRCUIT OPEN
(D64) CAN C BUS (-) CIRCUIT OPEN
PCM
Diagnostic Test
1. TEST FOR INTERMITTENT CONDITION

NOTE: Ensure the IOD fuse is installed and battery voltage is between 10.0 and 16.0 volts.
NOTE: The scan tool and cable must be operating properly for the results of this test to be valid.
With the scan tool, select ECU view.
NOTE: A red X will be next to the module that is not communicating, indicating that the module is not active
on the Bus network. A green check indicates that the module is active on the Bus network.
NOTE: Check the FCM for any active CAN C hardware DTCs, perform DTC before proceeding.
Does the scan tool display a red X next to the module?
Yes >> Go To 2
No >> The no response condition is not present at this time. Using the wiring diagram/schematic as a guide,
inspect the wiring for chafed, pierced, pinched, and partially broken wires and the wiring harness con-
nectors for broken, bent , pushed out, and corroded terminals.
2. ASD CONTROL CIRCUIT OPERATION

NOTE: Before continuing check the following for proper operation, repair as necessary.
Battery voltage above 11 volts.
Battery cable terminals are clean and fastened properly.
Chassis ground circuit is clean and fastened properly.
Using a 12-volt test light connected to battery voltage, probe the (K51) ASD Control circuit in the IPM.
Monitor the test light.
NOTE: The test light will illuminate for approximately 3 seconds and then turn off, this is considered normal
operation.
Yes >> Go To 9
No >> Go To 3
3. (K51) ASD CONTROL CIRCUIT SHORT TO BATTERY VOLTAGE

Measure the voltage on the (K51) ASD Control circuit in the IPM.
Yes >> Repair the short to voltage in the (K51) ASD Control circuit.
No >> Go To 4
4. (K51) ASD RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (K51) ASD Relay Control circuit from the
IPM to the appropriate terminals of special tool #8815.
Yes >> Go To 5
No >> Repair the open in the (K51) ASD Relay Control circuit.
5. (K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K51) ASD Relay Con-
trol circuit in the IPM.
Yes >> Repair the short to ground in the (K51) ASD Relay Control
circuit.
No >> Go To 6
6. (A209) PCM FUSED B+ CIRCUIT

Using a 12-volt test light connected to ground probe the (A209) Fused
B+ circuit at the appropriate terminal of special tool #8815.
NOTE: The test light should be illuminated and bright. Compared
Yes >> Go To 7
circuit. Inspect and replace fuses as necessary.
7. (F202)/(F902) PCM FUSED IGNITION SWITCH CIRCUITS

Using a 12-volt test light connected to ground, probe both the PCM
(F202) and (F902) Fused Ignition Switch Output circuist in the appro-
priate terminals of special tool #8815.
NOTE: The test light should be illuminated and bright at both ter-
minals. Compared the brightness to that of a direct connection to
the battery.
Yes >> Go To 8
No >> Repair the (F202)/(F902) Ignition Switch Output circuits as
necessary. Inspect and replace fuses as necessary.
8. (Z904) PCM GROUND CIRCUITS

Using a 12-volt test light connected to battery voltage, probe the both
(Z904) PCM ground circuits in the appropriate terminals of special tool
#8815.
NOTE: The test light should be illuminated and bright. Compared
No >> Repair the PCM ground circuit(s) as necessary.
9. (D65) CAN C BUS (+) CIRCUIT OPEN

Disconnect the FCM C1 harness connector.
Measure the resistance of the (D65) CAN C Bus (+) circuit between the
FCM connector and the appropriate terminal of the special tool #8815.
Is resistance below 5.0 ohms?
Yes >> Go To 10
No >> Repair the (D65) CAN C Bus (+) circuit for an open.
10. (D64) CAN C BUS (-) CIRCUIT OPEN

Measure the resistance of the (D64) CAN C Bus (-) circuit between the
FCM connector and the appropriate terminal of the special tool #8815.
Is resistance below 5.0 ohms?
No >> Repair the (D64) CAN C Bus (-) circuit for an open.
*START AND STALL CONDITION

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS).
Possible Causes
CURRENT PCM DTCS

CURRENT SKIM DTCS
THROTTLE POSITION SENSOR SWEEP
TP SENSOR NO.1 VOLTAGE GREATER THAN 0.92 VOLTS WITH THROTTLE CLOSED
ECT SENSOR
OTHER POSSIBLE CAUSES FOR START AND STALL CONDITION
FUEL CONTAMINATION
Diagnostic Test
1. CHECKING DTCS
Are any DTCs present?
Yes >> Refer to the appropriate Diagnostic Procedure.
No >> Go To 2
2. CHECKING SKIM DTCS

NOTE: If you are unable to communicate with the SKIM/SKREEM, refer to the VEHICLE THEFT AND SECU-
RITY ELECTRICAL DIAGNOSTICS in Section 8 and perform the appropriate diagnostics.
With the scan tool, read the SKIM codes.
Are there any SKIM DTCs?
Yes >> Refer to the Sentry Key Vehicle Theft Security Electrical Diagnostics in Section 8.
No >> Go To 3
3. TP SENSOR SWEEP
Using a scan tool, perform the pedal follower test and monitor both TP Sensor voltage readings.
Was the voltage change smooth for both sensors?
Yes >> Go To 4
No >> Replace the Throttle Body Assembly.
4. TP SENSOR NO.1 VOLTAGE GREATER THAN 0.92 VOLTS WITH THROTTLE CLOSED
With the scan tool, read Throttle Position Sensor No.1 voltage.
Throttle must be against its stop.
Is the voltage 0.92 or less with the Throttle closed?
Yes >> Go To 5
No >> Check for a binding throttle condition. If OK, replace the Throttle Body Assembly.

NOTE: This test works best if performed on a cold engine (cold soaked).
NOTE: If the vehicle was allowed to sit over night with no engine start, coolant temperature should be near
ambient temperatures.
With the scan tool, read the ECT value.
NOTE: If engine coolant temperature is above 82° C (180° F), allow the engine to cool until 65° C (150° F) is
reached.
Start the engine.
During engine warm-up, monitor the Engine Coolant Temperature value. The temperature value change should be a
smooth transition from start up to normal operating temp 82° C (180° F). The value should reach at least 82° C
(180° F).
Did the Engine Temperature value increase smoothly and did it reach at least 82° C (180° F)?
Yes >> Go To 6
6. OTHER POSSIBLE CAUSES OF START AND STALL CONDITION

The following additional items should be checked as a possible cause for a start and stall condition.
Refer to any Technical Service Bulletins (TSBs) that may apply to the symptom.
The exhaust system must be free of any restrictions.
The engine compression must be within specifications.
The engine valve timing must be within specifications.
The engine must be free from vacuum leaks.
The throttle body must be free of carbon buildup and dirt.
Do any of the above conditions exist?
No >> Go To 7
7. FUEL PUMP DELIVERY

Verify that the Fuel tank is not empty before continuing.
Follow the diagnostics for Checking Fuel Delivery in this manual.
Was the No Start condition solved after following the above diagnostic test?
No >> Check for contamination/water in the fuel. Ensure the fuel being used in this vehicle meets OEM Fuel
Requirement, refer to the service manual.
STANDARD PROCEDURE
POWERTRAIN VERIFICATION TEST

For the Engine circuit diagram (Refer to 9 - ENGINE - SCHEMATICS AND DIAGRAMS)
Diagnostic Test
1. SELECTING THE PROPER VERIFICATION TEST
The following verification test are for different repairs. Select the appropriate Verification test for the
repair that has been completed.
Speed Control repair
Go To 2
Charging System repair
Go To 3
NVLD System repair
Go To 4
All other repairs
Go To 5
2. POWERTRAIN VERIFICATION TEST 1

NOTE: If this vehicle is equipped with an Electronic Throttle Control system, and the APP Sensors, PCM, or
Throttle Body Assembly have been replaced, use the scan tool to perform the ETC RELEARN function.
NOTE: 2. After completing the Powertrain Verification Test the Transmission Verification Test must be per-
formed.
NOTE: 3. If the PCM has been replaced and the correct VIN and mileage have not been programmed, a DTC
will set in the ABS Module, Airbag Module and the SKIM/SKREEM.
NOTE: 4. If the vehicle is equipped with a Sentry Key Remote Entry, Secret Key data must be updated. Refer
to the Service Information for the PCM, SKIM/SKREEM and the Transponder (ignition key) for programming
information. Using the scan tool, program the Secret Key information into the PCM using the PCM replaced
function under the WCM menu.
5. Inspect the vehicle to make sure that all engine components are properly installed and connected.
6. Connect the scan tool to the data link connector and erase all codes.
7. Turn the speed control ON (if equipped, cruise light will be on).
8. Depress and release the SET Switch when the vehicle speed is greater than 35 MPH. The speed control should
engage and hold the selected speed.
9. Press and hold the RESUME/ACCEL Switch. The vehicle speed should increase by at least 2 MPH.
10. Press and hold the COAST switch. The vehicle speed should decrease.
11. Using caution, press and release the brake pedal. The speed control should disengage.
12. Bring the vehicle speed back up to 35 MPH.
13. Press the RESUME/ACCEL switch. The speed control should resume the previously set speed.
14. Hold down the SET switch. The vehicle should decelerate.
15. Make sure vehicle speed is greater than 35 mph and release the SET Switch. The vehicle should adjust and set
a new vehicle speed.
16. Press and release the CANCEL switch. The speed control should disengage.
17. Bring the vehicle speed back up above 35 mph and engage speed control.
18. Turn the Speed Control Off. (Cruise light will be off). The speed control should disengage.
NOTE: OVERSHOOT/UNDERSHOOT FOLLOWING SPEED CONTROL SET.
20. If the vehicle operator repeatedly presses and releases the SET button with their foot off of the accelerator
(referred to as 9lift foot set9), the vehicle may accelerate and exceed the desired set speed by up to 5 mph (8 km/h).
21. It may also decelerate to less than the desired set speed, before finally achieving the desired set speed.
22. The Speed Control System has an adaptive strategy that compensates for vehicle-to-vehicle variations in speed
control cable lengths.
23. When the speed control is set with the vehicles operators foot off of the accelerator pedal, the speed control
thinks there is excessive speed control cable slack and adapts accordingly.
24. If the 9lift foot sets9 are continually used, a speed control overshoot/undershoot condition will develop.
25. To 9unlearn9 the overshoot/undershoot condition, the vehicle operator has to press and release the set button
while maintaining the desired set speed using the accelerator pedal (not decelerating or accelerating).
26. Then turn the cruise control switch to the OFF position (or press the CANCEL button if equipped) after waiting
10 seconds.
27. This procedure must be performed approximately 10-15 times to completely unlearn the overshoot/undershoot
condition.
Did the Speed Control pass the above test?
Yes >> Repair is complete.
No >> Check for any related Technical Service Bulletins and/or refer to the appropriate Diagnostic Procedure.

1. If this vehicle is equipped with an Electronic Throttle Control system, and the APP Sensors, PCM, or Throttle
Body Assembly has been replaced use a scan tool to perform the ETC RELEARN function.
formed.
5. Inspect the vehicle to make sure that all components related to the repair are properly installed and connected.
6. With the scan tool, clear DTCs.
7. Perform generator output test. Refer to the appropriate service information as necessary.
8. Start the engine and set engine speed to 2000 RPM for at least thirty seconds.
9. Cycle the ignition key off and on.
10. With the scan tool, read the DTCs.
Are any DTCs or symptoms remaining?
Yes >> Check for any Technical Service Bulletins and/or refer to the appropriate Diagnostic Procedure.
No >> Repair is complete.

NOTE: Before continuing, ensure that the EELD has been updated with all current parts.
NOTE: A leak may be difficult to detect on a hot vehicle, it is best to perform the test at room temperature.
1. Install the Miller Tool #8404 Evaporative Emission Leak Detector (EELD) according to the instructions in the pre-
vious DTC table.
2. Set the smoke/air control switch to AIR.
3. Insert the tester’s AIR supply tip (clear hose) into the appropriate calibration orifice on the tester’s control panel
4. Press the remote smoke/air start button.
5. Position the red flag on the air flow meter so it is aligned with the indicator ball.
6. When the calibration is complete, release the remote button. The EELD flow meter is now calibrated in liters per
minute to the size of leak indicated by the DTC set in the PCM.
7. Install the service port adapter #8404-14 on the vehicle’s service port.
8. Connect the Air supply hose from the EELD to the vehicle.
9. Press the remote button to activate AIR flow.
NOTE: 10. Larger volume fuel tanks, lower fuel levels or if the vehicle is equipped with a Flow Management
11. Compare the flow meter indicator ball reading to the red flag.
12. ABOVE the red flag indicates a leak present.
13. BELOW the red flag indicates a sealed system.
NOTE: If this vehicle is equipped with an Electronic Throttle Control system, and the APP Sensors, PCM, or
Throttle Body Assembly have been replaced, use the scan tool to perform the ETC RELEARN function.
14. If the indicator ball shows a leak present, perform the smoke test indicated in the previous test and identify the
leak and repair. Perform this verification test when the repair is complete.
Did the indicator ball indicate the a leak is present?
Yes >> Repeat the DTC test to identify the leak and repair.

formed.
NOTE: 4. If this vehicle is equipped with an Electronic Throttle Control system, and the APP Sensors, PCM,
or Throttle Body Assembly have been replaced, use the scan tool to perform the ETC RELEARN function.
NOTE: 5. When replacing an O2 Sensor, the PCM RAM memory must be cleared, either by disconnecting the
PCM C1 connector or momentarily disconnecting the Battery negative terminal.
6. The NGC learns the characteristics of each O2 heater element and these old values should be cleared when
installing a new O2 sensor. The customer may experience driveability issues if this is not performed.
7. Inspect the vehicle to make sure that all engine components are properly installed and connected. Reassemble
and reconnect components as necessary.
8. Connect the scan tool to the data link connector.
9. Make sure the fuel tank has at least a quarter tank of fuel. Turn off all accessories.
10. If the Catalyst was replaced, with the scan tool go to the Miscellaneous Menu Option 9Catalyst Replaced9 and
press enter.
11. If a Comprehensive Component DTC was repaired, perform steps 12 - 14. If a Major OBDII Monitor DTC was
repaired skip those steps and continue verification.
12. After the ignition has been off for at least 10 seconds, restart the vehicle and run 2 minutes.
13. With the scan tool, monitor the appropriate pre-test enabling conditions until all conditions have been met. Once
the conditions have been met, switch screen to the appropriate OBDII monitor, (Audible beeps when the monitor is
running).
14. If the repaired OBDII trouble code has reset or was seen in the monitor while on the road test, the repair is not
complete. Check for any related technical service bulletins or flash updates and return to Engine Electrical Diag-
nostic List.
15. If the conditions cannot be duplicated, erase all DTCs with the Scan tool.
16. If another DTC has set, return to the Engine Electrical Diagnostic List and follow the path specified for that DTC.
Did the OBDII Monitor run successfully and has the Good Trip Counter changed to one or more?
No >> Check for any related Technical Service Bulletins and/or refer to the appropriate Diagnostic Procedure.
LX ENGINE ELECTRICAL DIAGNOSTICS - DIESEL 9 - 1039
ENGINE ELECTRICAL DIAGNOSTICS - DIESEL
TABLE OF CONTENTS
page page
ENGINE ELECTRICAL DIAGNOSTICS - DIESEL P0118-ENGINE COOLANT TEMPERATURE

DIAGNOSIS AND TESTING SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . 1156
P0001 - FUEL QUANTITY CONTROL P012C-TURBO INLET AIR PRESSURE
CIRCUIT/OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . 1044 SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . 1161
P0003 - FUEL QUANTITY CONTROL P012D-TURBO INLET AIR PRESSURE
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1049 SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . 1167
P0004 - FUEL QUANTITY CONTROL P0130-O2 SENSOR 1/1 CIRCUIT OPEN . . . . 1172
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . 1054 P0131-O2 SENSOR 1/1 CIRCUIT LOW . . . . . . 1176
P0030 - O2 SENSOR 1/1 HEATER CIRCUIT . 1058 P0132-O2 SENSOR 1/1 CIRCUIT HIGH . . . . . 1180
P0031 - O2 SENSOR 1/1 HEATER CIRCUIT P0134-O2 SENSOR 1/1 SIGNAL INACTIVE . . 1184
LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1062 P0135-O2 SENSOR 1/1 HEATER
P0032 - O2 SENSOR 1/1 HEATER CIRCUIT PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . 1189
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1065 P0182-FUEL TEMPERATURE SENSOR
P0045 - TURBOCHARGER BOOST CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1193
CONTROL CIRCUIT/OPEN . . . . . . . . . . . . . . . 1069 P0183-FUEL TEMPERATURE SENSOR
P0046 - TURBOCHARGER BOOST CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . 1197
CONTROL CIRCUIT PERFORMANCE . . . . . 1073 P0192-FUEL RAIL PRESSURE SENSOR
P0047 - TURBOCHARGER BOOST LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1202
CONTROL CIRCUIT LOW . . . . . . . . . . . . . . . . 1078 P0193-FUEL RAIL PRESSURE SENSOR
P0048 - TURBOCHARGER BOOST HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1208
CONTROL CIRCUIT HIGH . . . . . . . . . . . . . . . . 1082 P0197-ENGINE OIL TEMPERATURE
P0069–MANIFOLD PRESSURE/ SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . . . . 1213
BAROMETRIC PRESSURE CORRELATION. 1086 P0198-ENGINE OIL TEMPERATURE
P006D-BAROMETRIC PRESSURE — INLET SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . 1217
AIR PRESSURE CORRELATION . . . . . . . . . . 1088 P0201-FUEL INJECTOR 1 CIRCUIT / OPEN . 1222
P0070 - AMBIENT AIR TEMPERATURE P0202-FUEL INJECTOR 2 CIRCUIT / OPEN . 1228
SENSOR STUCK . . . . . . . . . . . . . . . . . . . . . . . . 1092 P0203-FUEL INJECTOR 3 CIRCUIT / OPEN . 1234
P0087-FUEL RAIL PRESSURE TOO LOW . . . 1093 P0204-FUEL INJECTOR 4 CIRCUIT / OPEN . 1240
P0088-FUEL RAIL PRESSURE TOO HIGH . . 1097 P0205-FUEL INJECTOR 5 CIRCUIT / OPEN . 1246
P0089 - FUEL PRESSURE 1 CONTROL P0206-FUEL INJECTOR 6 CIRCUIT / OPEN . 1252
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . 1101 P0234-TURBOCHARGER OVERBOOST
P0090 - FUEL PRESSURE 1 CONTROL CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1258
CIRCUIT/OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . 1106 P0237-TURBO BOOST PRESSURE SENSOR
P0091 - FUEL PRESSURE 1 CONTROL CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1261
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1110 P0238-TURBO BOOST PRESSURE SENSOR
P0092 - FUEL PRESSURE 1 CONTROL CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . 1267
CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . 1115 P0261-FUEL INJECTOR 1 CIRCUIT LOW . . . 1272
P0100-MASS AIR FLOW SENSOR . . . . . . . . . . 1119 P0262-FUEL INJECTOR 1 CIRCUIT HIGH . . . 1277
P0102-MASS AIR FLOW SENSOR CIRCUIT P0263-CYLINDER 1 CONTRIBUTION/
LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1127 BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1282
P0103-MASS AIR FLOW SENSOR CIRCUIT P0264-FUEL INJECTOR 2 CIRCUIT LOW . . . 1284
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1132 P0265-FUEL INJECTOR 2 CIRCUIT HIGH . . . 1289
P0112-INTAKE AIR TEMPERATURE P0266-CYLINDER 2 CONTRIBUTION/
SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . 1137 BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1294
P0113-INTAKE AIR TEMPERATURE P0267-FUEL INJECTOR 3 CIRCUIT LOW . . . 1296
SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . 1141 P0268-FUEL INJECTOR 3 CIRCUIT HIGH . . . 1301
P0116-ENGINE COOLANT TEMPERATURE P0269-CYLINDER 3 CONTRIBUTION/
SENSOR PERFORMANCE. . . . . . . . . . . . . . . . 1146 BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1306
P0117-ENGINE COOLANT TEMPERATURE P0270-FUEL INJECTOR 4 CIRCUIT LOW . . . 1308
SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . 1152 P0271-FUEL INJECTOR 4 CIRCUIT HIGH . . . 1313
9 - 1040 ENGINE ELECTRICAL DIAGNOSTICS - DIESEL LX
P0272-CYLINDER 4 CONTRIBUTION/ P053B-CRANKCASE VENT HEATER

BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1318 CONTROL CIRCUIT LOW . . . . . . . . . . . . . . . . 1473
P0273-FUEL INJECTOR 5 CIRCUIT LOW . . . 1320 P053C-CRANKCASE VENT HEATER
P0274-FUEL INJECTOR 5 CIRCUIT HIGH . . . 1325 CONTROL CIRCUIT HIGH . . . . . . . . . . . . . . . . 1477
P0275-CYLINDER 5 CONTRIBUTION/ P0545-EXHAUST GAS TEMPERATURE
BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1330 SENSOR CIRCUIT LOW - BANK 1
P0276-FUEL INJECTOR 6 CIRCUIT LOW . . . 1332 SENSOR 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1481
P0277-FUEL INJECTOR 6 CIRCUIT HIGH . . . 1337 P0546-EXHAUST GAS TEMPERATURE
P0278-CYLINDER 6 CONTRIBUTION/ SENSOR CIRCUIT HIGH - BANK 1
BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1342 SENSOR 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1485
P0299-TURBOCHARGER UNDERBOOST P0562-ECM VOLTAGE TOO LOW . . . . . . . . . . 1490
CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1344 P0563-ECM VOLTAGE TOO HIGH . . . . . . . . . . 1492
P0335-CRANKSHAFT POSITION SENSOR P0578-SPEED CONTROL SWITCH 1 STUCK . . 1494
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1346 P0579-SPEED CONTROL SWITCH 1
P0336-CRANKSHAFT POSITION SENSOR PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . 1497
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . 1354 P0580-SPEED CONTROL SWITCH 1
P0340-CAMSHAFT POSITION SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1500
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1362 P0581-SPEED CONTROL SWITCH 1
P0341-CAMSHAFT POSITION SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . 1503
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . 1370 P0585-SPEED CONTROL SWITCH 1/2
P0401- EGR SYSTEM PERFORMANCE . . . . . 1378 CORRELATION . . . . . . . . . . . . . . . . . . . . . . . . . . 1506
P0402- EGR EXCESSIVE FLOW DETECTED . . 1379 P0590-SPEED CONTROL SWITCH 2 STUCK . . 1509
P0403-EGR SOLENOID CIRCUIT OPEN . . . . 1380 P0578-SPEED CONTROL SWITCH 1 STUCK . . 1512
P0407-EGR AIRFLOW THROTTLE POSITION P0578-SPEED CONTROL SWITCH 1 STUCK . . 1515
SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . . . . 1384 P0593-SPEED CONTROL SWITCH 2
P0408-EGR AIRFLOW THROTTLE POSITION CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . 1518
SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . 1390 P0607-ECU INTERNAL PERFORMANCE . . . . 1521
P0460-FUEL LEVEL SENSOR 1 CIRCUIT . . . 1395 P0610-ECU VEHICLE OPTIONS MISMATCH . 1522
P0462-FUEL LEVEL SENSOR 1 LOW P0613-INTERNAL TRANSMISSION
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1400 PROCESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 1523
P0463-FUEL LEVEL SENSOR 1 HIGH P0615-STARTER CONTROL CIRCUIT/OPEN . . 1524
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1404 P0616-STARTER CONTROL CIRCUIT LOW . 1528
P0471-EXHAUST PRESSURE SENSOR 1 P0617-STARTER CONTROL CIRCUIT HIGH . 1531
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . 1408 P0627-FUEL PUMP CONTROL CIRCUIT
P0472-EXHAUST PRESSURE SENSOR 1 OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1535
LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1413 P0628-FUEL PUMP CONTROL CIRCUIT
P0473-EXHAUST PRESSURE SENSOR 1 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1539
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1419 P0629-FUEL PUMP CONTROL CIRCUIT
P0480-COOLING FAN 1 CONTROL CIRCUIT . . 1424 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1542
P0481-COOLING FAN 2 CONTROL CIRCUIT . . 1427 P0642-SENSOR REFERENCE VOLTAGE 1
P0487-EGR AIRFLOW THROTTLE CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1546
CONTROL CIRCUIT A OPEN. . . . . . . . . . . . . . 1431 P0643-SENSOR REFERENCE VOLTAGE 1
P0488-EGR AIRFLOW THROTTLE TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1550
CONTROL CIRCUIT PERFORMANCE . . . . . 1435 P0645-A/C CLUTCH CONTROL CIRCUIT
P0489-EGR CONTROL CIRCUIT LOW . . . . . . 1440 OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1553
P0490-EGR CONTROL CIRCUIT HIGH . . . . . . 1444 P0646-A/C CLUTCH CONTROL CIRCUIT
P0504-BRAKE SWITCH SIGNAL CIRCUITS LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1557
PLAUSIBILITY WITH REDUNDANT P0647-A/C CLUTCH CONTROL CIRCUIT
CONTACT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1448 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1560
P0513-INVALID SKIM KEY . . . . . . . . . . . . . . . . . 1454 P0652-SENSOR REFERENCE VOLTAGE 2
P0522-ENGINE OIL PRESSURE SENSOR TOO LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1564
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1456 P0653-SENSOR REFERENCE VOLTAGE 2
P0523-ENGINE OIL PRESSURE SENSOR TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1569
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . 1462 P0657–SOLENOID SUPPLY VOLTAGE
P0524- ENGINE OIL PRESSURE IS TOO CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1574
LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1467 P065A- GENERATOR PERFORMANCE . . . . . 1575
P053A-CRANKCASE VENT HEATER P0671-CYLINDER 1 GLOW PLUG CIRCUIT . 1577
CONTROL CIRCUIT OPEN . . . . . . . . . . . . . . . 1469 P0672-CYLINDER 2 GLOW PLUG CIRCUIT . 1580
P0673-CYLINDER 3 GLOW PLUG CIRCUIT . 1583
P0674-CYLINDER 4 GLOW PLUG CIRCUIT . 1586 P2123-ACCELERATOR PEDAL POSITION

P0675-CYLINDER 5 GLOW PLUG CIRCUIT . 1589 SENSOR 1 CIRCUIT HIGH . . . . . . . . . . . . . . . 1682
P0676-CYLINDER 6 GLOW PLUG CIRCUIT . 1592 P2127-ACCELERATOR PEDAL POSITION
P068A-ECM RELAY OFF TOO EARLY . . . . . . 1595 SENSOR 2 CIRCUIT LOW . . . . . . . . . . . . . . . . 1687
P068B-ECM RELAY OFF TOO LATE . . . . . . . . 1598 P2128-ACCELERATOR PEDAL POSITION
P0698-SENSOR REFERENCE VOLTAGE 3 SENSOR 2 CIRCUIT HIGH . . . . . . . . . . . . . . . 1692
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1601 P2138-ACCELERATOR PEDAL POSITION
P0699-SENSOR REFERENCE VOLTAGE 3 SENSOR 1 / 2 CORRELATION . . . . . . . . . . . . 1697
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . 1604 P213A-EGR AIRFLOW THROTTLE
P0700-TRANSMISSION CONTROL SYSTEM CONTROL CIRCUIT B OPEN . . . . . . . . . . . . . 1700
(MIL REQUEST) . . . . . . . . . . . . . . . . . . . . . . . . . 1607 P213C-EGR AIRFLOW THROTTLE
P0706-TRANSMISSION RANGE SENSOR CONTROL CIRCUIT B LOW . . . . . . . . . . . . . . 1704
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . 1608 P213D-EGR AIRFLOW THROTTLE
P0730-INCORRECT GEAR RATIO . . . . . . . . . . 1609 CONTROL CIRCUIT B HIGH . . . . . . . . . . . . . . 1708
P0740–TCC OUT OF RANGE . . . . . . . . . . . . . . 1610 P2141-EGR AIRFLOW THROTTLE
P0743–TCC SOLENOID CIRCUIT . . . . . . . . . . 1611 CONTROL CIRCUIT A LOW. . . . . . . . . . . . . . . 1713
P0748–MODULATOR PRESSURE P2142-EGR AIRFLOW THROTTLE
SOLENOID CIRCUIT . . . . . . . . . . . . . . . . . . . . . 1612 CONTROL CIRCUIT A HIGH . . . . . . . . . . . . . . 1717
P0753 1–2 / 4–5 SOLENOID CIRCUIT . . . . . . 1613 P2146-FUEL INJECTOR GROUP 1 SUPPLY
P0758 2–3 SOLENOID CIRCUIT . . . . . . . . . . . . 1614 VOLTAGE CIRCUIT OPEN . . . . . . . . . . . . . . . . 1722
P0763 3–4 SOLENOID CIRCUIT . . . . . . . . . . . . 1615 P2147-FUEL INJECTOR GROUP 1 SUPPLY
P0778–SHIFT PRESSURE SOLENOID VOLTAGE CIRCUIT LOW . . . . . . . . . . . . . . . . . 1725
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1616 P2148-FUEL INJECTOR GROUP 1 SUPPLY
P1451–DIESEL PARTICULATE FILTER VOLTAGE CIRCUIT HIGH. . . . . . . . . . . . . . . . . 1729
SYSTEM PERFORMANCE. . . . . . . . . . . . . . . . 1617 P2149-FUEL INJECTOR GROUP 2 SUPPLY
P1452–DIFFERENTIAL PRESSURE SENSOR VOLTAGE CIRCUIT OPEN . . . . . . . . . . . . . . . . 1732
HOSE PERFORMANCE . . . . . . . . . . . . . . . . . . 1620 P2150-FUEL INJECTOR GROUP 2 SUPPLY
P1453–DIFFERENTIAL PRESSURE SENSOR VOLTAGE CIRCUIT LOW . . . . . . . . . . . . . . . . . 1735
HOSE BLOCKED . . . . . . . . . . . . . . . . . . . . . . . . 1623 P2151-FUEL INJECTOR GROUP 2 SUPPLY
P1454–DIFFERENTIAL PRESSURE SENSOR VOLTAGE CIRCUIT HIGH. . . . . . . . . . . . . . . . . 1739
FLOW TOO HIGH. . . . . . . . . . . . . . . . . . . . . . . . 1626 P2231-O2 SENSOR 1/1 SIGNAL CIRCUIT
P1648-GLOW PLUG MODULE INTERNAL . . . 1629 SHORTED TO HEATER CIRCUIT. . . . . . . . . . 1742
P1649-GLOW PLUG MODULE POWER P2237-O2 SENSOR 1/1 PUMP CELL
SUPPLY CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . 1631 CURRENT CIRCUIT OPEN . . . . . . . . . . . . . . . 1747
P1685-SKIM SYSTEM . . . . . . . . . . . . . . . . . . . . . 1634 P2238-O2 SENSOR 1/1 PUMP CELL
P2002–DIESEL PARTICULATE FILTER CURRENT CIRCUIT LOW . . . . . . . . . . . . . . . . 1752
EFFICIENCY BELOW THRESHOLD . . . . . . . 1635 P2239-O2 SENSOR 1/1 PUMP CELL
P2008-INTAKE MANIFOLD RUNNER CURRENT CIRCUIT HIGH . . . . . . . . . . . . . . . . 1756
(SWIRL) CONTROL CIRCUIT OPEN . . . . . . . 1638 P2243-O2 SENSOR 1/1 REFERENCE
P2009-INTAKE MANIFOLD RUNNER VOLTAGE CIRCUIT OPEN . . . . . . . . . . . . . . . . 1760
(SWIRL) CONTROL CIRCUIT LOW . . . . . . . . 1642 P2244-O2 SENSOR 1/1 REFERENCE
P2010-INTAKE MANIFOLD RUNNER VOLTAGE PERFORMANCE. . . . . . . . . . . . . . . 1765
(SWIRL) CONTROL CIRCUIT HIGH. . . . . . . . 1646 P2245-O2 SENSOR 1/1 REFERENCE
P2032-EXHAUST GAS TEMPERATURE VOLTAGE CIRCUIT LOW . . . . . . . . . . . . . . . . . 1770
SENSOR CIRCUIT LOW - BANK 1 P2246-O2 SENSOR 1/1 REFERENCE
SENSOR 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1650 VOLTAGE CIRCUIT HIGH. . . . . . . . . . . . . . . . . 1774
P2033-EXHAUST GAS TEMPERATURE P2280 - AIR FILTER RESTRICTION . . . . . . . . 1778
SENSOR CIRCUIT HIGH - BANK 1 P2299- BRAKE PEDAL POSITION/
SENSOR 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1654 ACCELERATOR PEDAL POSITION
P2080-EXHAUST GAS TEMPERATURE INCOMPATIBLE . . . . . . . . . . . . . . . . . . . . . . . . . 1779
SENSOR CIRCUIT PERFORMANCE - P242F–DIESEL PARTICULATE FILTER
BANK 1 SENSOR 1 . . . . . . . . . . . . . . . . . . . . . . 1659 RESTRICTION — ASH ACCUMULATION . . . 1781
P2084-EXHAUST GAS TEMPERATURE P244B–DIESEL PARTICULATE FILTER
SENSOR CIRCUIT PERFORMANCE - DIFFERENTIAL PRESSURE TOO HIGH. . . . 1784
BANK 1 SENSOR 2 . . . . . . . . . . . . . . . . . . . . . . 1665 P2453-DIESEL PARTICULATE FILTER
P2121-ACCELERATOR PEDAL POSITION DIFFERENTIAL PRESSURE SENSOR
SENSOR 1 PERFORMANCE. . . . . . . . . . . . . . 1671 CIRCUIT PERFORMANCE . . . . . . . . . . . . . . . . 1787
P2122-ACCELERATOR PEDAL POSITION
SENSOR 1 CIRCUIT LOW . . . . . . . . . . . . . . . . 1677
P2454-DIESEL PARTICULATE FILTER U0402-IMPLAUSIBLE DATA RECEIVED

DIFFERENTIAL PRESSURE SENSOR FROM TCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1844
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1793 U0415-IMPLAUSIBLE DATA RECEIVED
P2455-DIESEL PARTICULATE FILTER FROM ABS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1845
DIFFERENTIAL PRESSURE SENSOR U0429-IMPLAUSIBLE DATA RECEIVED
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . 1799 FROM SCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1846
P2627-O2 SENSOR 1/1 PUMP CELL U1004-CAN C BUS TRANSMIT
CURRENT TRIM CIRCUIT LOW . . . . . . . . . . . 1804 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . 1847
P2628-O2 SENSOR 1/1 PUMP CELL U1008-LIN 1 BUS . . . . . . . . . . . . . . . . . . . . . . . . . 1848
CURRENT TRIM CIRCUIT HIGH . . . . . . . . . . 1808 U110A-LOST COMMUNICATION WITH SCM -
P0706-INPUT SPEED SENSOR 1/2 CAN-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1852
CORRELATION . . . . . . . . . . . . . . . . . . . . . . . . . . 1812 U1113-LOST AC PRESSURE MESSAGE . . . . 1853
P2A00-O2 SENSOR 1/1 CIRCUIT U1132-GENERATOR COMMUNICATION . . . . 1854
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . 1813 *ENGINE CRANKS BUT WILL NOT START . . 1858
B10B3 - CABIN HEATER 1 CONTROL *ENGINE WILL NOT CRANK . . . . . . . . . . . . . . . 1861
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1818 *LACK OF ENGINE POWER . . . . . . . . . . . . . . . 1866
B10B7 - CABIN HEATER 2 CONTROL *CHECKING THE ACCELERATOR PEDAL
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1820 POSITION SENSOR CALIBRATION. . . . . . . . 1871
B1138 - CABIN HEATER 3 CONTROL *CHECKING THE BOOST PRESSURE
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 1822 SENSOR CALIBRATION . . . . . . . . . . . . . . . . . . 1874
B1139 - CABIN HEATER 3 CONTROL *CHECKING THE BOOST PRESSURE
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . 1826 SERVO MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . 1876
B113A - CABIN HEATER 3 CONTROL *CHECKING THE ENGINE COOLANT
CIRCUIT OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . 1830 TEMPERATURE SENSOR CALIBRATION . . 1879
B1C32- AIRBAG DEPLOYMENT DETECTED . 1834 *CHECKING THE EGR SYSTEM . . . . . . . . . . . 1881
U0101-LOST COMMUNICATION WITH *CHECKING THE EGR THROTTLE VALVE . . 1884
TRANSMISSION CONTROL MODULE . . . . . 1835 *CHECKING THE ENGINE MECHANICAL
U0103-LOST COMMUNICATION WITH SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1886
ELECTRIC GEAR SHIFT MODULE . . . . . . . . 1836 CHECKING THE HIGH-SIDE FUEL SYSTEM . 1887
U1132-GENERATOR COMMUNICATION . . . . 1837 *CHECKING THE ECM POWER AND
U0114-LOST COMMUNICATION WITH FINAL GROUND CIRCUITS . . . . . . . . . . . . . . . . . . . . . 1889
DRIVE CONTROL MODULE . . . . . . . . . . . . . . 1841 *INTERMITTENT DTC . . . . . . . . . . . . . . . . . . . . . 1893
U0121-LOST COMMUNICATION WITH PRE-DIAGNOSTIC TROUBLESHOOTING
ANTI-LOCK BRAKE MODULE . . . . . . . . . . . . . 1842 PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . 1894
U0141-LOST COMMUNICATION WITH STANDARD PROCEDURE
FRONT CONTROL MODULE. . . . . . . . . . . . . . 1843 VERIFICATION TEST . . . . . . . . . . . . . . . . . . . . . 1896
ENGINE ELECTRICAL DIAGNOSTICS - DIESEL

P0001 - FUEL QUANTITY CONTROL CIRCUIT/OPEN
For a complete wiring diagram Refer to Section 8W

• When Monitored:
With the ignition on and the ECM command of the Fuel Quantity Solenoid off.
• Set Condition:
The ECM does not detect voltage on the (K365) Fuel Quantity Solenoid Control circuit for 0.2 seconds.
Possible Causes
INTERMITTENT DTC
(K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE
(K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
(K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT SHORTED TO (K366) FUEL QUANTITY SOLENOID
12 VOLT SUPPLY CIRCUIT
(K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
(K366) FUEL QUANTITY SOLENOID 12 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
FUEL QUANTITY SOLENOID
ENGINE CONTROL MODULE (ECM)
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, Clear DTCs in the Engine Control Module (ECM).
With the scan tool, actuate the Fuel Quantity Solenoid at 100%.
Monitor the scan tool for at least two minutes.
With the scan tool, select View DTCs.
Is the status Active for this DTC?
Yes >> Go To 2
No >> Refer to the *CHECKING FOR AN INTERMITTENT DTC Diagnostic Procedure. (Refer to 9 - ENGINE -
2. (K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE

Disconnect the Fuel Quantity Solenoid connector.
Disconnect the Engine Control Module (ECM) connector.
Connect a jumper wire between cavity 30 and cavity 87 of the ASD
Relay Connector.
Measure the voltage of the (K365) Fuel Quantity Solenoid Control circuit
in the Fuel Quantity Solenoid connector.
Yes >> Repair the (K365) Fuel Quantity Solenoid Control circuit for
a short to voltage.
No >> Go to 3
3. (K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K365) Fuel Quantity
Solenoid Control circuit in the Fuel Quantity Solenoid connector.
Yes >> Go to 4
No >> Repair the (K365) Fuel Quantity Solenoid Control circuit for
a short to ground.
Perform the ECM Verification Test Ver. 1. (Refer to 9 -
ENGINE - DIAGNOSIS AND TESTING)
4. (K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT SHORTED TO (K366) FUEL QUANTITY
SOLENOID 12 VOLT SUPPLY CIRCUIT
Measure the resistance between the (K365) Fuel Quantity Solenoid
Control circuit and the (K366) Fuel Quantity Solenoid 12 Volt Supply cir-
cuit in the Fuel Quantity Solenoid connector.
Yes >> Go to 5
a short to the (K366) Fuel Quantity Solenoid 12 Volt Supply
circuit.
5. (K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K365) Fuel Quantity Solenoid Control
circuit between the Fuel Quantity Solenoid connector and the Engine
Control Module (ECM) connector.
Yes >> Go to 6
an open circuit or high resistance.
6. (K366) FUEL QUANTITY SOLENOID 12 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K366) Fuel Quantity Solenoid 12 Volt
Supply circuit between the Fuel Quantity Solenoid connector and the
Engine Control Module (ECM) connector.
Yes >> Go to 7
No >> Repair the (K366) Fuel Quantity Solenoid 12 Volt Supply
circuit for an open circuit or high resistance.
7. FUEL QUANTITY SOLENOID

Connect the Engine Control Module (ECM) connector.
With the scan tool, actuate the Fuel Quantity Solenoid (CP3 Metering Pump) to 100%.
Using a 12 volt test light connected to 12 volts, check the (K365) Fuel Quantity Solenoid Control circuit in the Fuel
Quantity Solenoid harness connector.
NOTE: The circuit will remain actuated by the controller for 30 seconds. Be certain the actuation is active
when checking the circuit.
Is the test light illuminated and bright with the actuation at 100%?
Yes >> Replace the Fuel Quantity Solenoid in accordance with the Service Information.
No >> Go to 8
8. ENGINE CONTROL MODULE (ECM)

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Quantity Sole-
noid and the Engine Control Module (ECM).
Look for any chafed, pierced, pinched, or partially broken wires.
Look for broken, bent, pushed out or corroded terminals.
Monitor the scan tool data relative to this circuit and wiggle test the wiring and connectors.
Look for the data to change or for the DTC to reset during the wiggle test.
Refer to any Technical Service Bulletins that may apply.
No >> Replace the Engine Control Module (ECM) in accordance with the Service Information.
P0003 - FUEL QUANTITY CONTROL CIRCUIT LOW

• When Monitored:
With the ignition on and the ECM command of the Fuel Quantity Solenoid off.
• Set Condition:
The ECM detects that the (K365) Fuel Quantity Solenoid Control circuit voltage is shorted to ground for 0.2
seconds.
Possible Causes
INTERMITTENT DTC
(K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
(K366) FUEL QUANTITY SOLENOID 12 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
ASD RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K365) Fuel Quantity
Solenoid Control circuit in the Fuel Quantity Solenoid connector.
Yes >> Go to 3
a short to ground.
3. (K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Yes >> Go to 4
4. (K366) FUEL QUANTITY SOLENOID 12 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K366) Fuel Quantity Solenoid 12 Volt
Supply circuit between the Fuel Quantity Solenoid connector and the
Yes >> Go to 5
No >> Repair the (K366) Fuel Quantity Solenoid 12 Volt Supply
5. ASD RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE

Connect a jumper wire between cavity 30 and cavity 87 in the ASD
Relay connector.
Using a 12-volt test light connected to ground, check the ASD Relay
Output circuit in ECM harness connector C2 cavities 1, 3 and 5.
Did the test light illuminate for each circuit?
Yes >> Go To 6
No >> Repair the ASD Relay Output circuit(s) for an open.

NOTE: The test light should not be illuminated.
Is the test light illuminated and bright with the actuation at 100% and not illuminated with the actuation
at 0%?
No >> Go to 7

P0004 - FUEL QUANTITY CONTROL CIRCUIT HIGH

• When Monitored:
With the ignition on and the ECM command of the Fuel Quantity Solenoid on.
• Set Condition:
The ECM detects excessive current on the (K365) Fuel Quantity Solenoid Control circuit for 0.2 second.
Possible Causes
INTERMITTENT DTC
(K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (K365) Fuel Quantity Solenoid Control circuit
in the Fuel Quantity Solenoid connector.
Yes >> Repair the (K365) Fuel Quantity Solenoid Control circuit for
a short to voltage.
No >> Go to 3
3. (K365) FUEL QUANTITY SOLENOID CONTROL CIRCUIT SHORTED TO (K366) FUEL QUANTITY
Measure the resistance between the (K365) Fuel Quantity Solenoid
Control circuit and the (K366) Fuel Quantity Solenoid 12 Volt Supply cir-
cuit in the Fuel Quantity Solenoid connector.
Yes >> Go to 4
a short to the (K366) Fuel Quantity Solenoid 12 Volt Supply
circuit.
4. (K365) FUEL QUANTITY SOLENOID CONTROL OPEN OR HIGH RESISTANCE

Yes >> Go to 5

No >> Go to 6

P0030 - O2 SENSOR 1/1 HEATER CIRCUIT

• When Monitored:
With the ignition on and the Oxygen Sensor Heater command on.
• Set Condition:
The ECM detects an implausible voltage on the (K99) O2 1/1 Heater Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE
(K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
(K343) FUSED ASD RELAY OUTPUT 2 CIRCUIT OPEN OR HIGH RESISTANCE
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE

Disconnect the Oxygen Sensor connector.
Relay Connector.
Measure the voltage of the (K99) O2 1/1 Heater Control circuit in the
Oxygen Sensor connector.
Yes >> Repair the (K99) O2 1/1 Heater Control circuit for a short to
voltage.
No >> Go to 3

Control circuit in the Oxygen Sensor connector.
Yes >> Go to 4
No >> Repair the (K99) O2 1/1 Heater Control circuit for a short to
ground.
4. (K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K99) O2 1/1 Heater Control circuit
between the Oxygen Sensor connector and the Engine Control Module
(ECM) connector.
Yes >> Go to 5
No >> Repair the (K99) O2 1/1 Heater Control circuit for an open
circuit or high resistance.
5. (K343) FUSED ASD RELAY OUTPUT 2 CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K343) Fused ASD Relay Output 2 circuit
between the Oxygen Sensor connector and the ASD Relay connector.
Yes >> Go to 6
No >> Repair the (K343) Fused ASD Relay Output 2 circuit for an
open circuit or high resistance.
6. OXYGEN SENSOR
Replace the Oxygen Sensor in accordance with the Service Information.
With the scan tool, Clear DTCs.
Yes >> Go to 7

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Oxygen Sensor and
the Engine Control Module (ECM).
P0031 - O2 SENSOR 1/1 HEATER CIRCUIT LOW

• When Monitored:
• Set Condition:
The ECM detects that the (K99) O2 1/1 Heater Control circuit is shorted to ground for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

ground.
No >> Go to 3

(ECM) connector.
Yes >> Go to 4
4. OXYGEN SENSOR
Yes >> Go to 5

P0032 - O2 SENSOR 1/1 HEATER CIRCUIT HIGH

• When Monitored:
• Set Condition:
The ECM detects that the (K99) O2 1/1 Heater Control circuit is shorted to voltage for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Relay Connector.
voltage.
No >> Go to 3
3. (K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
Measure the resistance between the (K99) O2 1/1 Heater Control circuit
and the (K343) Fused ASD Relay Output 2 circuit in the Oxygen Sensor
connector.
Yes >> Go to 4
the (K343) Fused ASD Relay Output 2 circuit.

(ECM) connector.
Yes >> Go to 5
5. OXYGEN SENSOR
Yes >> Go to 6

P0045 - TURBOCHARGER BOOST CONTROL CIRCUIT/OPEN

• When Monitored:
With the ignition on and the Boost Pressure Servo Motor command off.
• Set Condition:
The ECM detects that the (X635) Boost Pressure Servo Motor Control circuit is open for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(X635) BOOST PRESSURE SERVO MOTOR CONTROL CIRCUIT SHORTED TO GROUND
(X635) BOOST PRESSURE SERVO MOTOR CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
BOOST PRESSURE SERVO MOTOR
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the Boost Pressure Servo Motor at 100%.
Yes >> Go To 2

Disconnect the Boost Pressure Servo Motor harness connector.
Using a 12 volt test light connected to ground, check the (K343) Fused
ASD Relay Output 2 circuit in the Boost Pressure Servo Motor harness
connector.
Is the test light illuminated and bright?
Yes >> Go to 3
3. (X635) BOOST PRESSURE SERVO MOTOR CONTROL CIRCUIT SHORTED TO GROUND

Disconnect the Engine Control Module (ECM) harness connector.
Measure the resistance between ground and the (X635) Boost Pressure
Servo Motor Control circuit in the Boost Pressure Servo Motor harness
connector.
Yes >> Go to 4
No >> Repair the (X635) Boost Pressure Servo Motor Control cir-
cuit for a short to ground.
4. (X635) BOOST PRESSURE SERVO MOTOR CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (X635) Boost Pressure Servo Motor Con-
trol circuit between the Boost Pressure Servo Motor harness connector
and the Engine Control Module (ECM) harness connector.
Yes >> Go to 5
cuit for an open circuit or high resistance.
5. BOOST PRESSURE SERVO MOTOR

Connect the Engine Control Module (ECM) harness connector.
With the scan tool, actuate the Boost Pressure Servo Motor (Boost
Pressure Actuator) to 100%.
Using a 12 volt test light connected to 12 volts, check the (X635) Boost
Pressure Servo Motor Control circuit in the Boost Pressure Servo Motor
harness connector.
NOTE: The circuit will remain actuated by the controller for 30 sec-
onds. Be certain the actuation is active when checking the circuit.
harness connector.
at 0%?
Yes >> Replace the Boost Pressure Servo Motor in accordance with the Service Information.
No >> Go to 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Boost Pressure
Servo Motor and the Engine Control Module (ECM).
P0046 - TURBOCHARGER BOOST CONTROL CIRCUIT PERFORMANCE

• When Monitored:
With the ignition on and the Boost Pressure Servo Motor command on.
• Set Condition:
The ECM detects that the (X635) Boost Pressure Servo Motor Control circuit voltage is implausible.
Possible Causes
INTERMITTENT DTC
(X635) BOOST PRESSURE SERVO MOTOR CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

connector.
Yes >> Go to 3
3. (X635) BOOST PRESSURE SERVO MOTOR CONTROL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (X635) Boost Pressure Servo Motor Control
circuit in the Boost Pressure Servo Motor harness connector.
Yes >> Repair the (X635) Boost Pressure Servo Motor Control cir-
cuit for a short to voltage.
No >> Go to 4

connector.
Yes >> Go to 5
Yes >> Go to 6

harness connector.
harness connector.
at 0%?
No >> Go to 7

P0047 - TURBOCHARGER BOOST CONTROL CIRCUIT LOW

• When Monitored:
With the ignition on and the Boost Pressure Servo Motor command off.
• Set Condition:
The ECM detects that the (X635) Boost Pressure Servo Motor Control circuit is shorted to ground for 5.3 sec-
onds.
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

connector.
Yes >> Go to 3

connector.
Yes >> Go to 4
Yes >> Go to 5

harness connector.
harness connector.
at 0%?
No >> Go to 6

P0048 - TURBOCHARGER BOOST CONTROL CIRCUIT HIGH

• When Monitored:
With the ignition on and the Boost Pressure Servo Motor command on.
• Set Condition:
The ECM detects that the (X635) Boost Pressure Servo Motor Control circuit is shorted to voltage for 2.0
seconds.
Possible Causes
INTERMITTENT DTC
(X635) BOOST PRESSURE SERVO MOTOR CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (X635) BOOST PRESSURE SERVO MOTOR CONTROL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (X635) Boost Pressure Servo Motor Control
circuit in the Boost Pressure Servo Motor harness connector.
Yes >> Repair the (X635) Boost Pressure Servo Motor Control cir-
No >> Go to 3
3. (X635) BOOST PRESSURE SERVO MOTOR CONTROL OPEN OR HIGH RESISTANCE

Yes >> Go to 4

harness connector.
Is the test light illuminated and bright with the actuation at
100%?
Yes >> Replace the Boost Pressure Servo Motor in accordance
with the Service Information.
No >> Go to 5

P0069–MANIFOLD PRESSURE/BAROMETRIC PRESSURE CORRELATION

Theory of Operation
The Barometric/Atmospheric Pressure Sensor is calculated from the Inlet Pressure Sensor Signal. The ECM com-
pares the signal of the Inlet Pressure Sensor to the signal of the Boost Pressure Sensor during low engine rpm
(non-turbocharger boost conditions) to determine the plausibility of these sensors.
• When Monitored:
Engine speed is below 720 RPM. Intake Air Temperature is between 9.96°C and 84.9°C. There are no Sensor
Reference Voltage DTC’s. There are no other Boost Pressure related DTC’s. There are no Inlet Pressure Sen-
sor DTC’s.
• Set Condition:
The difference between the Boost Pressure Sensor Signal and the Atmospheric/Barometric Pressure Sensor
Signal is greater than 150 hpa (2.175 psi.) for at least 6.0 seconds.
Possible Causes
BOOST PRESSURE SENSOR RELATED WIRING & CONNECTORS

BOOST PRESSURE SENSOR
INLET PRESSURE SENSOR RELATED WIRING & CONNECTORS
INLET PRESSURE SENSOR
ENGINE CONTROL MODULE
Diagnostic Test
1. CHECK FOR ACTIVE DTCS IN THE ECM

NOTE: Verify and note actual Atmospheric/Barometric pressure.
Cycle the ignition key off and on several times, leaving the ignition on for at least 10 seconds at a time.
Yes >> Go To 2
No >> Refer to the *CHECKING FOR AN INTERMITTENT DTC Diagnostic Procedure.
2. ECM
With the scan tool, view the ECM Data and read the Atmospheric Pressure.
Compare ECM Atmospheric Pressure reading to the actual atmospheric pressure.
Does the scan tool display Atmospheric Pressure that is within 150 hpa (2.175 psi.) of actual atmo-
spheric pressure?
Yes >> Go To 3
No >> Check the wiring connectors between the Inlet Pressure Sensor and the ECM for poor terminal contact,
corrosion or other problems. If Inlet Pressure Sensor wiring and connectors check out good, replace the
Inlet Pressure Sensor.
3. BOOST PRESSURE SENSOR WIRING INSPECTION

Using the wiring schematics as a guide, inspect the wiring and connectors associated with the Boost Pressure Sen-
sor circuits between the Boost Pressure Sensor and the ECM.
Yes >> Repair or replace wiring/connectors as necessary.
No >> Replace the Boost Pressure Sensor.
P006D-BAROMETRIC PRESSURE — INLET AIR PRESSURE CORRELATION

• When Monitored:
With the ignition on. No other IAT DTC’s present in the ECM. Engine speed below 800 rpm.
• Set Condition:
The difference between the Inlet Pressure Sensor signal and the Atmospheric Pressure Sensor signal is 45
hpa (0.65 psi) for 5.0 seconds.
Possible Causes
AIR FILTER
AIR RESTRICTION
HIGH RESISTANCE IN THE (K68) INLET PRESSURE SENSOR SIGNAL CIRCUIT
HIGH RESISTANCE IN THE (K900) INLET PRESSURE SENSOR GROUND CIRCUIT
HIGH RESISTANCE IN THE (K668) INLET PRESSURE SENSOR 5-VOLT SUPPLY CIRCUIT
INLET PRESSURE SENSOR
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding.
Diagnostic Test
1. CHECK FOR ACTIVE DTCS IN THE ECM

Turn the ignition off, wait 30 seconds.
Test drive the vehicle.
With the scan tool, select view DTCs.
Yes >> Go To 2
2. AIR FILTER
Remove and inspect the Air Filter for soiling or excessive dirt and debris which may cause air flow restriction.
Were any of these problems found?
Yes >> Replace the Air Filter element.
No >> Go To 3
3. AIR RESTRICTION
NOTE: Inspect all air intake and turbocharger related tubes for damage, restriction or poor connection. Any
of these conditions can cause this DTC to set.
Inspect all air intake and turbocharger related tubes and connections.
No >> Go To 4
4. HIGH RESISTANCE IN THE (K68) INLET PRESSURE SENSOR SIGNAL CIRCUIT

Disconnect the Inlet Pressure Sensor harness connector.
Disconnect the ECM harness connectors.
Measure the resistance of the (K68) Inlet Pressure Sensor Signal cir-
cuit.
Yes >> Go To 5
No >> Repair the (K68) Inlet Pressure Sensor Signal circuit for
high resistance.
5. HIGH RESISTANCE IN THE (K900) INLET PRESSURE SENSOR GROUND CIRCUIT

Measure the resistance of the (K900) Inlet Pressure Sensor Ground cir-
cuit.
Yes >> Go To 6
No >> Repair the (K900) Inlet Pressure Sensor Ground circuit for
high resistance.
6. HIGH RESISTANCE IN THE (K668) INLET PRESSURE SENSOR 5-VOLT SUPPLY CIRCUIT
Measure the resistance of the (K668) Inlet Pressure Sensor 5-volt Sup-
ply circuit.
Yes >> Replace the Inlet Pressure Sensor.
No >> Repair the (K668) Inlet Pressure Sensor 5 Volt Supply cir-
cuit for high resistance.
P0070 - AMBIENT AIR TEMPERATURE SENSOR STUCK

• When Monitored:
• Set Condition:
The Ambient Air Temperature Sensor signal over CAN Bus from the FCM is implausible.
Possible Causes
INTERMITTENT DTC
AMBIENT TEMPERATURE SENSOR
Diagnostic Test
1. DTC IS ACTIVE
NOTE: The Ambient Air Temperature Sensor is hardwired to the FCM.
Yes >> Refer to the Service Information to diagnose problem with Ambient Air Temperature Sensor or associ-
ated wiring and connectors.
P0087-FUEL RAIL PRESSURE TOO LOW

• When Monitored:
With the engine running.
• Set Condition:
The ECM determines that the fuel rail pressure is too low for a given engine speed and load.
Possible Causes
AIR IN FUEL SYSTEM

FUEL DELIVERY SYSTEM
FUEL PRESSURE SENSOR
FUEL INJECTOR(S)
FUEL PRESSURE SOLENOID
FUEL PUMP
FUEL SYSTEM CONTAMINATION
FUEL SYSTEM LEAK
INTERMITTENT DTC
Diagnostic Test
1. CHECKING FOR OTHER ECM DTCS

WARNING: HIGH-PRESSURE FUEL LINES DELIVER DIESEL FUEL UNDER EXTREME PRESSURE FROM THE
INJECTION PUMP TO THE FUEL INJECTORS. THIS MAY BE AS HIGH AS 23,200 PSI (1600 BAR). USE
EXTREME CAUTION WHEN INSPECTING FOR HIGH-PRESSURE FUEL LEAKS.
WARNING: FUEL UNDER THIS AMOUNT OF PRESSURE CAN PENETRATE SKIN CAUSING PERSONAL
INJURY OR DEATH. INSPECT FOR HIGH-PRESSURE FUEL LEAKS WITH A SHEET OF CARDBOARD. WEAR
SAFETY GOGGLES AND ADEQUATE PROTECTIVE CLOTHING WHEN SERVICING FUEL SYSTEM.
With the scan tool, read the ECM DTCs.
Are there any other DTCs present?
Yes >> Refer to symptom list for problems related to the DTC other than this DTC.
Perform the ECM VERIFICATION TEST.
No >> Go To 2
2. CURRENT DTC
NOTE: Refer to the Service Information and perform the Air Bleed Procedure before continuing diagnosis.
With the scan tool, erase the ECM DTCs.
NOTE: Driving the vehicle up and down steep hills or rapid cornering with a low fuel level can cause this
DTC to set. Verify with customer if Low Fuel Light was illuminated when fault occurred.
Test drive the vehicle under various load and speed conditions to attempt to duplicate the fault.
Does the scan tool display this DTC?
Yes >> Go To 3
3. FUEL SYSTEM LEAK

Inspect the entire fuel system for leakage.
Is there any evidence of leakage?
Yes >> Repair as necessary in accordance with the Service Information.
No >> Go To 4
4. FUEL SYSTEM CONTAMINATION

NOTE: Mixing any other fuels such as gasoline or kerosine can cause this DTC to set.
Inspect the fuel system for contamination.
Is the fuel contaminated?
No >> Go To 5
5. FUEL PRESSURE SENSOR CALIBRATION

With the scan tool, read the Fuel Pressure Sensor volts.
Does the scan tool display between 0.45 and 0.60 volts for the Fuel Pressure Sensor?
Yes >> Go To 6
No >> Check the Fuel Pressure Sensor wiring and connectors for corrosion or poor terminal contact that could
cause high resistance. Repair as necessary. If wiring and connectors are o.k., replace the Fuel Pressure
Sensor.
6. ATTEMPT TO START ENGINE

Does the engine start and idle?
Yes >> Go To 7
No >> Go To 12
7. CHECKING FOR AIR IN FUEL SYSTEM

With the scan tool in Sensors, compare the Fuel Pressure Setpoint with the Actual Fuel Pressure readings.
NOTE: If there is air in the fuel system, the Actual Fuel Pressure will oscillate more than 100 psi above
and/or below the Fuel Pressure Setpoint.
Does Actual Fuel Pressure oscillate more than 100 psi above and/or below the Fuel Pressure Setpoint?
Yes >> Refer to the Service Information to purge air from the fuel system.
No >> Go To 8
8. FUEL PRESSURE SOLENOID

With the scan tool, compare the Fuel Pressure Setpoint with the Actual Fuel Pressure.
NOTE: A sticking Fuel Pressure Solenoid is indicated by the Actual Fuel Pressure gradually dropping below
the Fuel Pressure Setpoint then suddenly increasing (spiking) above the Fuel Pressure Setpoint.
Does the Actual Fuel Pressure gradually decrease then suddenly increase (spike) above the Fuel Pres-
sure Setpoint?
Yes >> Replace the Fuel Pressure Solenoid in accordance with the Service Information.
No >> Go To 9
9. CHECKING FUEL DELIVERY SYSTEM

Refer to the appropriate Service Information and refer to Diagnosis and Testing Fuel Delivery System table.
NOTE: The following is a list of problems that can cause fuel pressure to deviate from specification:
restricted fuel filter or fuel lines, failed fuel pressure solenoid, air in fuel system, failed fuel sending unit,
contaminated fuel, faulty injector.
Were there any problems with the Fuel Delivery System?
No >> Go To 10
10. FUEL INJECTOR(S)

NOTE: An injector that sticks open can cause this DTC. A sticking injector will cause the engine to misfire
and emit excessive black smoke from the exhaust system.
Does the engine exhibit the symptoms described in the above note?
Yes >> Using the Service Information, remove and inspect the Fuel Injectors for signs of damage or debris that
may cause the injector to stick. Sticking injectors may cause the combustion chamber to become black
and oil soaked. Replace Injector(s) as necessary.
No >> Go To 11

Replace the Fuel Pressure Solenoid in accordance with the Service Information.
Attempt to start and test drive the vehicle.
Does the ECM display this DTC?
Yes >> Replace the Fuel Pump in accordance with the Service Information.

No >> Go To 13

P0088-FUEL RAIL PRESSURE TOO HIGH

• When Monitored:
• Set Condition:
The ECM determines that the fuel rail pressure is too high for a given engine speed and load.
Possible Causes
AIR IN FUEL SYSTEM

FUEL DELIVERY SYSTEM
FUEL INJECTOR(S)
FUEL PUMP
FUEL SYSTEM LEAK
INTERMITTENT DTC
Diagnostic Test
1. CHECKING FOR OTHER ECM DTCS

Are there any other DTCs present?
Yes >> Refer to symptom list for problems related to the DTC other than this DTC.
No >> Go To 2
2. CURRENT DTC
NOTE: Refer to the Service Information and perform the Air Bleed Procedure before continuing diagnosis.
NOTE: Driving the vehicle up and down steep hills or rapid cornering with a low fuel level can cause this
DTC to set. Verify with customer if Low Fuel Light was illuminated when fault occurred.
Test drive the vehicle under various load and speed conditions to attempt to duplicate the fault.
Yes >> Go To 3
3. FUEL SYSTEM LEAK

No >> Go To 4

NOTE: Mixing any other fuels such as gasoline or kerosine can cause this DTC to set.
No >> Go To 5

Yes >> Go To 6
Sensor.
6. ATTEMPT TO START ENGINE

Does the engine start and idle?
Yes >> Go To 7
No >> Go To 12

No >> Go To 8

With the scan tool, compare the Fuel Pressure Setpoint with the Actual Fuel Pressure.
NOTE: A sticking Fuel Pressure Solenoid is indicated by the Actual Fuel Pressure gradually dropping below
the Fuel Pressure Setpoint then suddenly increasing (spiking) above the Fuel Pressure Setpoint.
Does the Actual Fuel Pressure gradually decrease then suddenly increase (spike) above the Fuel Pres-
sure Setpoint?
No >> Go To 9

No >> Go To 10
10. FUEL INJECTOR(S)

NOTE: An injector that sticks open can cause this DTC. A sticking injector will cause the engine to misfire
and emit excessive black smoke from the exhaust system.
Does the engine exhibit the symptoms described in the above note?
No >> Go To 11


No >> Go To 13

Yes >> Go To 14

Replace the Fuel Quantity Solenoid in accordance with the Service Information.
Did this DTC set again?
P0089 - FUEL PRESSURE 1 CONTROL PERFORMANCE

• When Monitored:
With the ignition on and the Fuel Pressure Solenoid command on.
• Set Condition:
The ECM detects a fault on the (K370) Fuel Pressure Solenoid Control circuit for 0.28 second.
Possible Causes
INTERMITTENT DTC
(K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE
(K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO THE (K369) FUEL PRESSURE
(K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
(K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the Fuel Pressure Solenoid at 100%.
Yes >> Go To 2
2. (K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE

Disconnect the Fuel Pressure Solenoid connector.
Relay Connector.
Measure the voltage of the (K370) Fuel Pressure Solenoid Control cir-
cuit in the Fuel Pressure Solenoid connector.
Yes >> Repair the (K370) Fuel Pressure Solenoid Control circuit for
a short to voltage.
No >> Go to 3
3. (K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO THE (K369) FUEL PRESSURE
Measure the resistance between the (K370) Fuel Pressure Solenoid
Control circuit and the (K369) Fuel Pressure Solenoid 12 Volt Supply in
the Fuel Pressure Solenoid connector.
Yes >> Go to 4
No >> Repair the (K370) Fuel Pressure Solenoid Control circuit for
a short to the (K369) Fuel Pressure Solenoid 12 Volt Supply
circuit.
4. (K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K370) Fuel Pressure
Solenoid Control circuit in the Fuel Pressure Solenoid connector.
a short to ground.
No >> Go to 5
5. (K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K370) Fuel Pressure Solenoid Control
circuit between the Fuel Pressure Solenoid connector and the Engine
Yes >> Go to 6

With the scan tool, actuate the Fuel Pressure Solenoid (Rail Pressure Actuator) to 100%.
Using a 12 volt test light connected to 12 volts, check the (K370) Fuel Pressure Solenoid Control circuit in the Fuel
Pressure Solenoid harness connector.
at 0%?
No >> Go to 7

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Pressure Sole-
P0090 - FUEL PRESSURE 1 CONTROL CIRCUIT/OPEN

• When Monitored:
With the ignition on and the Fuel Pressure Solenoid command off.
• Set Condition:
The ECM detects that the (K370) Fuel Pressure Solenoid Control circuit is open for 0.28 second.
Possible Causes
INTERMITTENT DTC
(K369) FUEL PRESSURE SOLENOID 12 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Yes >> Go to 3
a short to ground.

Yes >> Go to 4
4. (K369) FUEL PRESSURE SOLENOID 12 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K369) Fuel Pressure Solenoid 12 Volt
Supply circuit between the Fuel Pressure Solenoid connector and the
Yes >> Go to 5
No >> Repair the (K369) Fuel Pressure Solenoid 12 Volt Supply

No >> Go to 6

P0091 - FUEL PRESSURE 1 CONTROL CIRCUIT LOW

• When Monitored:
With the ignition on and the Fuel Pressure Solenoid command off.
• Set Condition:
The ECM detects that the (K370) Fuel Pressure Solenoid Control circuit is shorted to ground for 0.22 second.
Possible Causes
INTERMITTENT DTC
(K369) FUEL PRESSURE SOLENOID 12 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Yes >> Go to 3
a short to ground.

Yes >> Go to 4
4. (K369) FUEL PRESSURE SOLENOID 12 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K369) Fuel Pressure Solenoid 12 Volt
Supply circuit between the Fuel Pressure Solenoid connector and the
Yes >> Go to 5
No >> Repair the (K369) Fuel Pressure Solenoid 12 Volt Supply
5. ASD RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE

Connect a jumper wire between cavity 30 and cavity 87 in the ASD
Relay connector.
Using a 12-volt test light connected to ground, check the ASD Relay
Output circuit in ECM harness connector C2 cavities 1, 3 and 5.
Yes >> Go To 6

With the scan tool, actuate the Fuel Pressure Solenoid to 100%.
With the scan tool, actuate the Fuel Pressure Solenoid to 0%.
at 0%?
No >> Go to 7

P0092 - FUEL PRESSURE 1 CONTROL CIRCUIT HIGH

• When Monitored:
With the ignition on and the Fuel Pressure Solenoid command on.
• Set Condition:
The ECM detects excessive current on the (K370) Fuel Pressure Solenoid Control circuit for 0.28 second.
Possible Causes
INTERMITTENT DTC
(K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE
(K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO THE (K369) FUEL PRESSURE
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (K370) Fuel Pressure Solenoid Control cir-
cuit in the Fuel Pressure Solenoid connector.
a short to voltage.
No >> Go to 3
3. (K370) FUEL PRESSURE SOLENOID CONTROL CIRCUIT SHORTED TO THE (K369) FUEL PRESSURE
Measure the resistance between the (K370) Fuel Pressure Solenoid
Control circuit and the (K369) Fuel Pressure Solenoid 12 Volt Supply in
the Fuel Pressure Solenoid connector.
Yes >> Go to 4
a short to the (K369) Fuel Pressure Solenoid 12 Volt Supply
circuit.

Yes >> Go to 5

No >> Go to 6

P0100-MASS AIR FLOW SENSOR

• When Monitored:
• Set Condition:
The ECM detects that the (K157) Mass Air Flow Sensor Signal circuit or the (K362) Inlet Air Temperature Sen-
sor Signal circuit voltage is not within a valid range.
Possible Causes
INTERMITTENT DTC
(K362) INLET AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K957) MASS AIR FLOW SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(F202) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN OR HIGH RESISTANCE
(K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO THE (K362) INLET AIR TEMPERATURE
SENSOR SIGNAL CIRCUIT
(K362) INLET AIR TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K957) MASS AIR FLOW SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
(K362) INLET AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO THE (K957) MASS AIR FLOW SENSOR
GROUND CIRCUIT
(K362) INLET AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO THE (K957) MASS AIR FLOW
SENSOR GROUND CIRCUIT
MASS AIR FLOW SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (K362) INLET AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Disconnect the Mass Air Flow Sensor connector.
Relay Connector.
Measure the voltage of the (K362) Inlet Air Temperature Sensor Signal
circuit in the Mass Air Flow Sensor connector.
Yes >> Repair the (K362) Inlet Air Temperature Sensor Signal cir-
No >> Go to 3
3. (K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K157) Mass Air Flow Sensor Signal circuit
in the Mass Air Flow Sensor connector.
Yes >> Repair the (K157) Mass Air Flow Sensor Signal circuit for a
short to voltage.
No >> Go to 4
4. (K957) MASS AIR FLOW SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K957) Mass Air Flow Sensor Ground circuit
Yes >> Repair the (K957) Mass Air Flow Sensor Ground circuit for
a short to voltage.
No >> Go to 5
5. (F202) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN OR HIGH RESISTANCE
Using a 12 volt test light connected to ground, check the (F202) Fused
Ignition Switch Output (Run-Start) circuit in the Mass Air Flow Sensor
connector.
Yes >> Go to 6
No >> Repair the (F202) Fused Ignition Switch Output (Run-Start)
6. (K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO THE (K362) INLET AIR
TEMPERATURE SENSOR SIGNAL CIRCUIT
Remove the jumper wire between cavity 30 and cavity 87 of the ASD
Relay Connector.
Measure the resistance between the (K157) Mass Air Flow Sensor Sig-
nal circuit and the (K362) Inlet Air Temperature Sensor Signal circuit in
the Mass Air Flow Sensor connector.
Yes >> Go to 7
No >> Repair the (K157) Mass Air Flow Sensor Signal circuit for a
short to the (K362) Inlet Air Temperature Sensor Signal cir-
cuit.
7. (K362) INLET AIR TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K362) Inlet Air Temperature Sensor Sig-
nal circuit between the Mass Air Flow Sensor connector and the Engine
Yes >> Go to 8
No >> Repair the (K362) Inlet Air Temperature Sensor Signal cir-
8. (K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K157) Mass Air Flow Sensor Signal cir-
cuit between the Mass Air Flow Sensor connector and the Engine Con-
trol Module (ECM) connector.
Yes >> Go to 9
No >> Repair the (K157) Mass Air Flow Sensor Signal circuit for
9. (K957) MASS AIR FLOW SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K957) Mass Air Flow Sensor Ground cir-
Yes >> Go to 10
No >> Repair the (K957) Mass Air Flow Sensor Ground circuit for
10. (K362) INLET AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K362) Inlet Air Tem-
perature Sensor Signal circuit in the Mass Air Flow Sensor connector.
Yes >> Go to 11
11. (K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K157) Mass Air Flow
Sensor Signal circuit in the Mass Air Flow Sensor connector.
Yes >> Go to 12
short to ground.
12. (K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO THE (K957) MASS AIR FLOW
nal circuit and the (K957) Mass Air Flow Sensor Ground circuit in the
Mass Air Flow Sensor connector.
Yes >> Go to 13
short to the (K957) Mass Air Flow Sensor Ground circuit.
13. (K362) INLET AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO THE (K957) MASS AIR
FLOW SENSOR GROUND CIRCUIT
Measure the resistance between the (K362) Inlet Air Temperature Sen-
sor Signal circuit and the (K957) Mass Air Flow Sensor Ground circuit in
Yes >> Go to 14
cuit for a short to the (K957) Mass Air Flow Sensor Ground
circuit.
14. MASS AIR FLOW SENSOR

Install the ASD Relay.
Replace the Mass Air Flow Sensor in accordance with the Service Information.
Yes >> Go to 15

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Mass Air Flow Sen-
sor and the Engine Control Module (ECM).
P0102-MASS AIR FLOW SENSOR CIRCUIT LOW

• When Monitored:
• Set Condition:
The Mass Air Flow Sensor Signal is below the valid operating range.
Possible Causes
INTERMITTENT DTC
(K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO THE (K957) MASS AIR FLOW SENSOR
GROUND CIRCUIT
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
Yes >> Go to 3
Yes >> Go to 4
4. (K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K157) Mass Air Flow
Sensor Signal circuit in the Mass Air Flow Sensor connector.
Yes >> Go to 5
short to ground.
5. (K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO THE (K957) MASS AIR FLOW
nal circuit and the (K957) Mass Air Flow Sensor Ground circuit in the
Mass Air Flow Sensor connector.
Yes >> Go to 6
short to the (K957) Mass Air Flow Sensor Ground circuit.

Yes >> Go to 7

P0103-MASS AIR FLOW SENSOR CIRCUIT HIGH

• When Monitored:
• Set Condition:
The Mass Air Flow Sensor Signal is above the valid operating range.
Possible Causes
INTERMITTENT DTC
(K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K957) MASS AIR FLOW SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO THE (K362) INLET AIR TEMPERATURE
SENSOR SIGNAL CIRCUIT
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K157) Mass Air Flow Sensor Signal circuit
Yes >> Repair the (K157) Mass Air Flow Sensor Signal circuit for a
short to voltage.
No >> Go to 3
3. (K957) MASS AIR FLOW SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K957) Mass Air Flow Sensor Ground circuit
Yes >> Repair the (K957) Mass Air Flow Sensor Ground circuit for
a short to voltage.
No >> Go to 4
4. (K157) MASS AIR FLOW SENSOR SIGNAL CIRCUIT SHORTED TO THE (K362) INLET AIR
TEMPERATURE SENSOR SIGNAL CIRCUIT
Remove the jumper wire between cavity 30 and cavity 87 of the ASD
Relay Connector.
nal circuit and the (K362) Inlet Air Temperature Sensor Signal circuit in
Yes >> Go to 5
short to the (K362) Inlet Air Temperature Sensor Signal cir-
cuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8

P0112-INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW

• When Monitored:
• Set Condition:
The (K21) Intake Air Temperature Sensor Signal circuit voltage is below 0.12 volt for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K21) INTAKE AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K21) INTAKE AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K960) INTAKE AIR
TEMPERATURE SENSOR GROUND
(K21) INTAKE AIR TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K21) INTAKE AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Disconnect the Intake Air Temperature Sensor connector.
Measure the resistance between ground and the (K21) Intake Air Tem-
perature Sensor Signal circuit in the Intake Air Temperature Sensor con-
nector.
Yes >> Go to 3
No >> Repair the (K21) Intake Air Temperature Sensor Signal cir-
3. (K21) INTAKE AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K960) INTAKE AIR
TEMPERATURE SENSOR GROUND CIRCUIT
Measure the resistance between the (K21) Intake Air Temperature Sen-
sor Signal circuit and the (K960) Intake Air Temperature Sensor Ground
circuit in the Intake Air Temperature Sensor connector.
Yes >> Go to 4
cuit for a short to the (K960) Intake Air Temperature Sensor
Ground circuit.
4. (K21) INTAKE AIR TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN CIRCUIT OR HIGH RESISTANCE
Measure the resistance of the (K21) Intake Air Temperature Sensor Sig-
nal circuit between the Intake Air Temperature Sensor connector and
the Engine Control Module (ECM) connector.
Yes >> Go to 5
5. INTAKE AIR TEMPERATURE SENSOR

With the scan tool, clear DTCs.
NOTE: The scan tool should display an Intake Air Temperature Sensor high voltage or open circuit DTC with
the Intake Air Temperature Sensor connector disconnected.
Does the scan tool display the DTC(s) as described above?
Yes >> Replace the Intake Air Temperature Sensor in accordance with the service information.
No >> Go to 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Intake Air Temper-
ature Sensor and the Engine Control Module (ECM).
P0113-INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH

• When Monitored:
• Set Condition:
The (K21) Intake Air Temperature Sensor Signal circuit voltage is above 4.96 volts for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K21) INTAKE AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K960) INTAKE AIR TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K21) INTAKE AIR TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K960) INTAKE AIR TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K21) INTAKE AIR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Disconnect the Intake Air Temperature Sensor connector.
Relay Connector.
Measure the voltage of the (K21) Intake Air Temperature Sensor Signal
circuit in the Intake Air Temperature Sensor connector.
Yes >> Repair the (K21) Intake Air Temperature Sensor Signal cir-
No >> Go to 3
3. (K960) INTAKE AIR TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

NOTE: The jumper wire should still be in place.
Measure the voltage of the (K960) Intake Air Temperature Sensor
Ground circuit in the Intake Air Temperature Sensor connector.
Yes >> Repair the (K960) Intake Air Temperature Sensor Ground
circuit for a short to voltage.
No >> Go to 4
4. INTAKE AIR TEMPERATURE SENSOR

Connect a jumper wire between the (K960) Intake Air Temperature Sensor Ground circuit and the (K21) Intake Air
Temperature Sensor Signal circuit in the Intake Air Temperature Sensor connector.
NOTE: The scan tool should display an Intake Air Temperature Sensor low voltage or short to ground DTC
with the jumper wire in place.
Yes >> Replace the Intake Air Temperature Sensor in accordance with the Service Information.
No >> Go to 5
5. (K21) INTAKE AIR TEMPERATURE SENSOR SIGNAL OPEN OR HIGH RESISTANCE

Measure the resistance of the (K21) Intake Air Temperature Sensor Sig-
nal circuit between the Intake Air Temperature Sensor connector and
Yes >> Go to 6
6. (K960) INTAKE AIR TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K960) Intake Air Temperature Sensor
Ground circuit between the Intake Air Temperature Sensor connector
and the Engine Control Module (ECM) connector.
Yes >> Go to 7
No >> Repair the (K960) Intake Air Temperature Sensor Ground

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Intake Air Temper-
ature Sensor and the Engine Control Module (ECM).
P0116-ENGINE COOLANT TEMPERATURE SENSOR PERFORMANCE

• When Monitored:
• Set Condition:
The Engine Control Module (ECM) detects an implausible voltage on the (K2) Engine Coolant Temperature
Possible Causes
INTERMITTENT DTC
(K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K222) ENGINE COOLANT TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K222) ENGINE COOLANT
TEMPERATURE SENSOR GROUND CIRCUIT
(K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K222) ENGINE COOLANT TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Disconnect the Engine Coolant Temperature Sensor connector.
Relay Connector.
Measure the voltage of the (K2) Engine Coolant Temperature Sensor
Signal circuit in the Engine Coolant Temperature Sensor connector.
Yes >> Repair the (K2) Engine Coolant Temperature Sensor Signal
No >> Go to 3
3. (K222) ENGINE COOLANT TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Ground circuit.
Yes >> Repair the (K222) Engine Coolant Temperature Sensor
Ground circuit for a short to voltage.
No >> Go to 4
4. (K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K2) Engine Coolant
Temperature Sensor Signal circuit in the Engine Coolant Temperature
Sensor connector.
Yes >> Go to 5
No >> Repair the (K2) Engine Coolant Temperature Sensor Signal
circuit for a short to ground.
5. (K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K222) ENGINE
COOLANT TEMPERATURE SENSOR GROUND CIRCUIT
Measure the resistance between the (K2) Engine Coolant Temperature
Sensor Signal circuit and the (K222) Engine Coolant Temperature Sen-
sor Ground circuit in the Engine Coolant Temperature Sensor connector.
Yes >> Go to 6
circuit for a short to the (K222) Engine Coolant Temperature
Sensor Ground circuit.
6. (K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K2) Engine Coolant Temperature Sensor
Signal circuit between the Engine Coolant Temperature Sensor connec-
tor and the Engine Control Module (ECM) connector.
Yes >> Go to 7
7. (K222) ENGINE COOLANT TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K222) Engine Coolant Temperature Sen-
sor Ground circuit between the Engine Coolant Temperature Sensor
connector and the Engine Control Module (ECM) connector.
Yes >> Go to 8
No >> Repair the (K222) Engine Coolant Temperature Sensor
Ground circuit for an open circuit or high resistance.
8. ENGINE COOLANT TEMPERATURE SENSOR

Connect a jumper wire between the (K222) Engine Coolant Temperature Sensor Ground circuit and the (K2) Engine
Coolant Temperature Sensor Signal circuit in the Engine Coolant Temperature Sensor connector.
NOTE: The scan tool should display an Engine Coolant Temperature Sensor low voltage or short to ground
DTC with the jumper wire in place.
Remove the jumper wire.
NOTE: The scan tool should display an Engine Coolant Temperature Sensor high voltage or open circuit
DTC with the Engine Coolant Temperature Sensor connector disconnected.
Yes >> Replace the Engine Coolant Temperature Sensor.
No >> Go to 9

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Engine Coolant Tem-
perature Sensor and the Engine Control Module (ECM).
P0117-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW

• When Monitored:
• Set Condition:
The (K2) Engine Coolant Temperature Sensor Signal circuit voltage is below 0.18 volt for 0.5 second.
Possible Causes
INTERMITTENT DTC
(K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K2) Engine Coolant
Temperature Sensor Signal circuit in the Engine Coolant Temperature
Sensor connector.
Yes >> Go to 3
3. (K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K222) ENGINE
COOLANT TEMPERATURE SENSOR GROUND CIRCUIT
Measure the resistance between the (K2) Engine Coolant Temperature
Sensor Signal circuit and the (K222) Engine Coolant Temperature Sen-
sor Ground circuit in the Engine Coolant Temperature Sensor connector.
Yes >> Go to 4
circuit for a short to the (K222) Engine Coolant Temperature
Sensor Ground circuit.
4. (K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL OPEN OR HIGH RESISTANCE

Yes >> Go to 5

NOTE: The scan tool should display an Engine Coolant Temperature Sensor high voltage or open circuit
DTC with the connector disconnected.
Yes >> Replace the Engine Coolant Temperature Sensor in accordance with the Service Information.
No >> Go to 6

P0118-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH

• When Monitored:
• Set Condition:
The (K2) Engine Coolant Temperature Sensor Signal circuit voltage is above 4.97 volts for 0.5 second.
Possible Causes
INTERMITTENT DTC
(K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K222) ENGINE COOLANT TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Signal circuit in the Engine Coolant Temperature Sensor connector.
Yes >> Repair the (K2) Engine Coolant Temperature Sensor Signal
No >> Go to 3
3. (K222) ENGINE COOLANT TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Ground circuit in the Engine Coolant Temperature Sensor connector.
Yes >> Repair the (K222) Engine Coolant Temperature Sensor
No >> Go to 4

Connect a jumper wire between the (K222) Engine Coolant Temperature Sensor Ground circuit and the (K2) Engine
Coolant Temperature Sensor Signal circuit in the Engine Coolant Temperature Sensor connector.
NOTE: The scan tool should display an Engine Coolant Temperature Sensor low voltage or short to ground
Yes >> Replace the Engine Coolant Temperature Sensor in accordance with the Service Information.
No >> Go to 5
5. (K2) ENGINE COOLANT TEMPERATURE SENSOR SIGNAL OPEN OR HIGH RESISTANCE

Yes >> Go to 6
6. (K222) ENGINE COOLANT TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K222) Engine Coolant Temperature Sen-
sor Ground circuit between the Engine Coolant Temperature Sensor
connector and the Engine Control Module (ECM) connector.
Yes >> Go to 7
No >> Repair the (K222) Engine Coolant Temperature Sensor

P012C-TURBO INLET AIR PRESSURE SENSOR CIRCUIT LOW

• When Monitored:
• Set Condition:
The (K68) Inlet Air Pressure Sensor Signal circuit voltage is below 0.35 volt for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K668) INLET AIR PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K68) INLET AIR PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K668) INLET AIR PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K900) INLET AIR
PRESSURE SENSOR GROUND
(K68) INLET AIR PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K900) INLET AIR PRESSURE
SENSOR GROUND
(K668) INLET AIR PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(K68) INLET AIR PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
INLET AIR PRESSURE SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K668) INLET AIR PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT VOLTAGE

Disconnect the Inlet Air Pressure Sensor connector.
Measure the voltage of the (K668) Inlet Air Pressure Sensor 5 Volt Sup-
ply circuit in the Inlet Air Pressure Sensor connector.
Yes >> Go to 6
No >> Go to 3
3. (K668) INLET AIR PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K668) Inlet Air Pres-
sure Sensor 5 Volt Supply circuit in the Inlet Air Pressure Sensor con-
nector.
Yes >> Go to 4
No >> Repair the (K668) Inlet Air Pressure Sensor 5 Volt Supply
4. (K668) INLET AIR PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K900) INLET AIR
PRESSURE SENSOR GROUND CIRCUIT
Measure the resistance between the (K668) Inlet Air Pressure Sensor 5
Volt Supply circuit and the (K900) Inlet Air Pressure Sensor Ground cir-
cuit in the Inlet Air Pressure Sensor connector.
Yes >> Go to 5
circuit for a short to the (K900) Inlet Air Pressure Sensor
Ground circuit.
5. (K668) INLET AIR PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K668) Inlet Air Pressure Sensor 5 Volt
Supply circuit between the Inlet Air Pressure Sensor connector and the
Yes >> Go to 10
6. INLET AIR PRESSURE SENSOR

NOTE: The scan tool should display an Inlet Air Pressure Sensor high voltage or open DTC with the Inlet Air
Pressure Sensor connector disconnected.
Yes >> Replace the Inlet Air Pressure Sensor in accordance with the Service Information.
No >> Go to 7
7. (K68) INLET AIR PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K68) Inlet Air Pres-
sure Sensor Signal circuit in the Inlet Air Pressure Sensor connector.
Yes >> Go to 8
No >> Repair the (K68) Inlet Air Pressure Sensor Signal circuit for
a short to ground.
8. (K68) INLET AIR PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K900) INLET AIR PRESSURE
Measure the resistance between the (K68) Inlet Air Pressure Sensor
Signal circuit and the (K900) Inlet Air Pressure Sensor Ground circuit in
the Inlet Air Pressure Sensor connector.
Yes >> Go to 9
a short to the (K900) Inlet Air Pressure Sensor Ground cir-
cuit.
9. (K68) INLET AIR PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K68) Inlet Air Pressure Sensor Signal
circuit between the Inlet Air Pressure Sensor connector and the Engine
Yes >> Go to 10

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Inlet Air Pressure
Sensor and the Engine Control Module (ECM).
P012D-TURBO INLET AIR PRESSURE SENSOR CIRCUIT HIGH

• When Monitored:
• Set Condition:
The (K68) Inlet Air Pressure Sensor Signal circuit voltage is above 4.41 volts for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K668) INLET AIR PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K68) INLET AIR PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K900) INLET AIR PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K68) INLET AIR PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K900) INLET AIR PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K668) INLET AIR PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
Disconnect the Inlet Air Pressure Sensor connector.
Relay Connector.
ply circuit in the Inlet Air Pressure Sensor connector.
Yes >> Repair the (K668) Inlet Air Pressure Sensor 5 Volt Supply
No >> Go to 3
3. (K68) INLET AIR PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K68) Inlet Air Pressure Sensor Signal circuit
in the Inlet Air Pressure Sensor connector.
Yes >> Repair the (K68) Inlet Air Pressure Sensor Signal circuit for
a short to voltage.
No >> Go to 4
4. (K900) INLET AIR PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K900) Inlet Air Pressure Sensor Ground cir-
cuit in the Inlet Air Pressure Sensor connector.
Yes >> Repair the (K900) Inlet Air Pressure Sensor Ground circuit
for a short to voltage.
No >> Go to 5

Remove the jumper wire and install the ASD Relay.
Connect a jumper wire between the (K900) Inlet Air Pressure Sensor Ground circuit and the (K68) Inlet Air Pressure
Sensor Signal circuit in the Inlet Air Pressure Sensor connector.
NOTE: The scan tool should display an Inlet Air Pressure Sensor low voltage or short to ground DTC with
the jumper wire in place.
Yes >> Replace the Inlet Air Pressure Sensor in accordance with the Service Information.
No >> Go to 6
6. (K68) INLET AIR PRESSURE SENSOR SIGNAL OPEN OR HIGH RESISTANCE

Measure the resistance of the (K68) Inlet Air Pressure Sensor Signal
between the Inlet Air Pressure Sensor connector and the Engine Con-
Yes >> Go to 7
No >> Repair the (K68) Inlet Air Pressure Sensor Signal for an
7. (K900) INLET AIR PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K900) Inlet Air Pressure Sensor Ground
circuit between the Inlet Air Pressure Sensor connector and the Engine
Yes >> Go to 8
No >> Repair the (K900) Inlet Air Pressure Sensor Ground circuit
for an open circuit or high resistance.

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Inlet Air Pressure
P0130-O2 SENSOR 1/1 CIRCUIT OPEN

• When Monitored:
With the ignition on and the O2 1/1 Sensor at operating temperature.
• Set Condition:
The ECM detects an open on the (Z43) O2 1/1 Negative Current Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(Z43) O2 1/1 NEGATIVE CURRENT CONTROL CIRCUIT SHORTED TO VOLTAGE
(Z43) O2 1/1 NEGATIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY
OUTPUT 2 CIRCUIT
(Z43) O2 1/1 NEGATIVE CURRENT CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (Z43) O2 1/1 NEGATIVE CURRENT CONTROL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (Z43) O2 1/1 Negative Current Control cir-
cuit in the Oxygen Sensor connector.
Yes >> Repair the (Z43) O2 1/1 Negative Current Control circuit for
a short to voltage.
No >> Go to 3
3. (Z43) O2 1/1 NEGATIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY
OUTPUT 2 CIRCUIT
Measure the resistance between the (Z43) O2 1/1 Negative Current
Control circuit and the (K343) Fused ASD Relay Output 2 circuit in the
Yes >> Go to 4
No >> Repair the (Z43) O2 1/1 Negative Current Control circuit for
a short to the (K343) Fused ASD Relay Output 2 circuit.
4. (Z43) O2 1/1 NEGATIVE CURRENT CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (Z43) O2 1/1 Negative Current Control
circuit between the Oxygen Sensor connector and the Engine Control
Module (ECM) connector.
Yes >> Go to 5
No >> Repair the circuit for an open circuit or high resistance.
5. OXYGEN SENSOR
Start the engine.
Yes >> Go to 6


• When Monitored:
• Set Condition:
The ECM detects a short to ground on the (Z43) O2 1/1 Negative Current Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(Z43) O2 1/1 NEGATIVE CURRENT CONTROL CIRCUIT SHORTED TO GROUND
(Z43) O2 1/1 NEGATIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K99) O2 1/1 HEATER CONTROL
CIRCUIT
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (Z43) O2 1/1 NEGATIVE CURRENT CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (Z43) O2 1/1 Negative
Current Control circuit in the Oxygen Sensor connector.
Yes >> Go to 3
a short to ground.
3. (Z43) O2 1/1 NEGATIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K99) O2 1/1 HEATER
CONTROL CIRCUIT
Control circuit and the (K99) O2 1/1 Heater Control circuit in the Oxy-
gen Sensor connector.
Yes >> Go to 4
a short to the (K99) O2 1/1 Heater Control circuit.

Yes >> Go to 5
5. OXYGEN SENSOR
Start the engine.
Yes >> Go to 6


• When Monitored:
• Set Condition:
The ECM detects a short to voltage on the (Z43) O2 1/1 Negative Current Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
OUTPUT 2 CIRCUIT
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2

Relay Connector.
a short to voltage.
No >> Go to 3
OUTPUT 2 CIRCUIT
Yes >> Go to 4

Yes >> Go to 5
5. OXYGEN SENSOR
Start the engine.
Yes >> Go to 6

P0134-O2 SENSOR 1/1 SIGNAL INACTIVE

• When Monitored:
• Set Condition:
The ECM detects an implausible voltage on the (Z43) O2 1/1 Negative Current Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
OUTPUT 2 CIRCUIT
CIRCUIT
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2

Relay Connector.
a short to voltage.
No >> Go to 3

Yes >> Go to 4
a short to ground.
OUTPUT 2 CIRCUIT
Yes >> Go to 5
CONTROL CIRCUIT
Yes >> Go to 6

Yes >> Go to 7
7. OXYGEN SENSOR
Start the engine.
Yes >> Go to 8


• When Monitored:
• Set Condition:
The ECM detects an implausible voltage on the (K99) O2 1/1 Heater Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the Oxygen Sensor Heater.
Yes >> Go To 2

Relay Connector.
voltage.
No >> Go to 3

Yes >> Go to 4
ground.

(ECM) connector.
Yes >> Go to 5

Measure the resistance of the (K343) Fused ASD Relay Output 2 circuit
between the Oxygen Sensor connector and the ASD Relay connector.
Yes >> Go to 6
6. OXYGEN SENSOR
Start the engine.
Yes >> Go to 7

P0182-FUEL TEMPERATURE SENSOR CIRCUIT LOW

• When Monitored:
• Set Condition:
The (K156) Fuel Temperature Sensor Signal circuit voltage is below 0.12 volt for 0.6 second.
Possible Causes
INTERMITTENT DTC
(K156) FUEL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K156) FUEL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K914) FUEL TEMPERATURE
SENSOR GROUND
(K156) FUEL TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
FUEL TEMPERATURE SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. FUEL TEMPERATURE SENSOR

Disconnect the Fuel Temperature Sensor connector.
NOTE: The scan tool should display a Fuel Temperature Sensor high voltage or open circuit DTC with the
Fuel Temperature Sensor connector disconnected.
Yes >> Replace the Fuel Temperature Sensor in accordance with the service information.
No >> Go to 3
3. (K156) FUEL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K156) Fuel Tempera-
ture Sensor Signal circuit in the Fuel Temperature Sensor connector.
Yes >> Go to 4
No >> Repair the (K156) Fuel Temperature Sensor Signal circuit
for a short to ground.
4. (K156) FUEL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K914) FUEL TEMPERATURE
Measure the resistance between the (K156) Fuel Temperature Sensor
Signal circuit and the (K914) Fuel Temperature Sensor Ground circuit in
the Fuel Temperature Sensor connector.
Yes >> Go to 5
for a short to the (K914) Fuel Temperature Sensor Ground
circuit.
5. (K156) FUEL TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN CIRCUIT OR HIGH RESISTANCE
Measure the resistance of the (K156) Fuel Temperature Sensor Signal
circuit between the Fuel Temperature Sensor connector and the Engine
Yes >> Go to 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Temperature
P0183-FUEL TEMPERATURE SENSOR CIRCUIT HIGH

• When Monitored:
• Set Condition:
The (K156) Fuel Temperature Sensor Signal circuit voltage is above 4.96 volts for 0.6 second.
Possible Causes
INTERMITTENT DTC
(K156) FUEL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K914) FUEL TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K156) FUEL TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K914) FUEL TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
FUEL TEMPERATURE SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K156) FUEL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Disconnect the Fuel Temperature Sensor connector.
Relay Connector.
Measure the voltage of the (K156) Fuel Temperature Sensor Signal cir-
cuit in the Fuel Temperature Sensor connector.
Yes >> Repair the (K156) Fuel Temperature Sensor Signal circuit
No >> Go to 3
3. (K914) FUEL TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K914) Fuel Temperature Sensor Ground
circuit in the Fuel Temperature Sensor connector.
Yes >> Repair the (K914) Fuel Temperature Sensor Ground circuit
No >> Go to 4
4. FUEL TEMPERATURE SENSOR

Connect a jumper wire between the (K914) Fuel Temperature Sensor Ground circuit and the (K156) Fuel Temper-
ature Sensor Signal circuit in the Fuel Temperature Sensor connector.
NOTE: The scan tool should display a Fuel Temperature Sensor low voltage or short to ground DTC with
Yes >> Replace the Fuel Temperature Sensor in accordance with the Service Information.
No >> Go to 5
5. (K156) FUEL TEMPERATURE SENSOR SIGNAL OPEN OR HIGH RESISTANCE

Measure the resistance of the (K156) Fuel Temperature Sensor Signal
Yes >> Go to 6
6. (K914) FUEL TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K914) Fuel Temperature Sensor Ground
Yes >> Go to 7
No >> Repair the (K914) Fuel Temperature Sensor Ground circuit

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Temperature
P0192-FUEL RAIL PRESSURE SENSOR LOW

• When Monitored:
• Set Condition:
The (K181) Fuel Pressure Sensor Signal circuit voltage is below 0.25 volt for 0.14 second.
Possible Causes
INTERMITTENT DTC
(K350) FUEL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K181) FUEL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K350) FUEL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K359) FUEL PRESSURE
SENSOR GROUND
(K181) FUEL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K359) FUEL PRESSURE SENSOR
GROUND
(K350) FUEL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(K181) FUEL PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K350) FUEL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT VOLTAGE

Disconnect the Fuel Pressure Sensor connector.
Measure the voltage of the (K350) Fuel Pressure Sensor 5 Volt Supply
circuit in the Fuel Pressure Sensor connector.
Yes >> Go to 6
No >> Go to 3
3. (K350) FUEL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Sensor 5 Volt Supply circuit in the Fuel Pressure Sensor connector.
Yes >> Go to 4
No >> Repair the (K350) Fuel Pressure Sensor 5 Volt Supply cir-
4. (K350) FUEL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K359) FUEL PRESSURE
Measure the resistance between the (K350) Fuel Pressure Sensor 5
Volt Supply circuit and the (K359) Fuel Pressure Sensor Ground circuit
in the Fuel Pressure Sensor connector.
Yes >> Go to 5
cuit for a short to the (K359) Fuel Pressure Sensor Ground
circuit.
5. (K350) FUEL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K350) Fuel Pressure Sensor 5 Volt Sup-
ply circuit between the Fuel Pressure Sensor connector and the Engine
Yes >> Go to 10
6. FUEL PRESSURE SENSOR

NOTE: The scan tool should display a Fuel Pressure Sensor high voltage or open DTC with the Fuel Pres-
sure Sensor connector disconnected.
Yes >> Replace the Fuel Pressure Sensor in accordance with the Service Information.
No >> Go to 7
7. (K181) FUEL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Sensor Signal circuit in the Fuel Pressure Sensor connector.
Yes >> Go to 8
No >> Repair the (K181) Fuel Pressure Sensor Signal circuit for a
short to ground.
8. (K181) FUEL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K359) FUEL PRESSURE SENSOR
GROUND CIRCUIT
Measure the resistance between the (K181) Fuel Pressure Sensor Sig-
nal circuit and the (K359) Fuel Pressure Sensor Ground circuit in the
Fuel Pressure Sensor connector.
Yes >> Go to 9
No >> Repair the (K181) Fuel Pressure Sensor Signal circuit for a
short to the (K359) Fuel Pressure Sensor Ground circuit.
9. (K181) FUEL PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K181) Fuel Pressure Sensor Signal cir-
cuit between the Fuel Pressure Sensor connector and the Engine Con-
Yes >> Go to 10
No >> Repair the (K181) Fuel Pressure Sensor Signal circuit for

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Pressure Sen-
P0193-FUEL RAIL PRESSURE SENSOR HIGH

• When Monitored:
• Set Condition:
The (K181) Fuel Pressure Sensor Signal circuit voltage is above 4.75 volts for 0.14 second.
Possible Causes
INTERMITTENT DTC
(K350) FUEL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K181) FUEL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K359) FUEL PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K181) FUEL PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K359) FUEL PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K350) FUEL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

Disconnect the Fuel Pressure Sensor connector.
Relay Connector.
circuit in the Fuel Pressure Sensor connector.
Yes >> Repair the (K350) Fuel Pressure Sensor 5 Volt Supply cir-
No >> Go to 3
3. (K181) FUEL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K181) Fuel Pressure Sensor Signal circuit
Yes >> Repair the (K181) Fuel Pressure Sensor Signal circuit for a
short to voltage.
No >> Go to 4
4. (K359) FUEL PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K359) Fuel Pressure Sensor Ground circuit
Yes >> Repair the (K359) Fuel Pressure Sensor Ground circuit for
a short to voltage.
No >> Go to 5

Connect a jumper wire between the (K359) Fuel Pressure Sensor Ground circuit and the (K181) Fuel Pressure
Sensor Signal circuit in the Fuel Pressure Sensor connector.
NOTE: The scan tool should display a Fuel Pressure Sensor low voltage or short to ground DTC with the
Yes >> Replace the Fuel Pressure Sensor in accordance with the Service Information.
No >> Go to 6
6. (K181) FUEL PRESSURE SENSOR SIGNAL OPEN OR HIGH RESISTANCE

Measure the resistance of the (K181) Fuel Pressure Sensor Signal
between the Fuel Pressure Sensor connector and the Engine Control
Yes >> Go to 7
No >> Repair the (K181) Fuel Pressure Sensor Signal for an open
7. (K359) FUEL PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K359) Fuel Pressure Sensor Ground cir-
cuit between the Fuel Pressure Sensor connector and the Engine Con-
Yes >> Go to 8
No >> Repair the (K359) Fuel Pressure Sensor Ground circuit for

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Pressure Sen-
P0197-ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW
For a complete wiring diagram REFER TO SECTION 8W

• WHEN MONITORED:
• SET CONDITION:
The (G224) Oil Temperature Sensor Signal circuit voltage is below 0.18 volt for 0.5 second.
POSSIBLE CAUSES
INTERMITTENT DTC
(G224) OIL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(G224) OIL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (Z36) OIL TEMPERATURE SENSOR
GROUND
(G224) OIL TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
OIL TEMPERATURE SENSOR
ALWAYS PERFORM THE PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE BEFORE PROCEEDING.
(REFER TO 9 - ENGINE - DIAGNOSIS AND TESTING)
DIAGNOSTIC TEST
1. DTC IS ACTIVE
With the scan tool, clear DTCs in the Engine Control Module (ECM).
Start the engine.
Is the status active for this DTC?
Yes >> Go To 2
No >> Perform the ECM Verification Test Ver. 1. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
2. OIL TEMPERATURE SENSOR

Disconnect the Oil Temperature Sensor harness connector.
NOTE: The scan tool should display an Oil Temperature Sensor High Voltage or Open Circuit DTC with the
Oil Temperature Sensor harness connector disconnected.
Yes >> Replace the Oil Temperature Sensor in accordance with the Service Information.
No >> Go To 3
3. (G224) OIL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (G224) Oil Tempera-
ture Sensor Signal circuit in the Oil Temperature Sensor harness con-
nector.
Yes >> Go To 4
No >> Repair the (G224) Oil Temperature Sensor Signal circuit for
a short to ground.
4. (G224) OIL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (Z36) OIL TEMPERATURE SENSOR
GROUND CIRCUIT
Measure the resistance between the (G224) Oil Temperature Sensor
signal circuit and the (Z36) Oil Temperature Sensor ground circuit in the
Oil Temperature Sensor connector.
Yes >> Go To 5
a short to the (Z36) Oil Temperature Sensor Ground circuit.
5. (G224) OIL TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN CIRCUIT OR HIGH RESISTANCE
Measure the resistance of the (G224) Oil Temperature Sensor Signal
circuit between the Oil Temperature Sensor harness connector and the
Engine Control Module (ECM) harness connector.
Yes >> GO TO 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Oil Temperature
Refer to any technical service bulletins that may apply.
No >> Replace the Engine Control Module (ECM) in accordance with the service information.
P0198-ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH
FOR A COMPLETE WIRING DIAGRAM REFER TO SECTION 8W

• WHEN MONITORED:
• SET CONDITION:
The (G224) Oil Temperature Sensor Signal circuit voltage is above 4.95 volts for 0.5 second.
POSSIBLE CAUSES
INTERMITTENT DTC
(G224) OIL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(Z36) OIL TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(G224) OIL TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(Z36) OIL TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
OIL TEMPERATURE SENSOR
ALWAYS PERFORM THE PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE BEFORE PROCEEDING.
(REFER TO 9 - ENGINE - DIAGNOSIS AND TESTING)
DIAGNOSTIC TEST
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
No >> REFER TO THE *CHECKING FOR AN INTERMITTENT DTC DIAGNOSTIC PROCEDURE. (REFER TO
9 - ENGINE - DIAGNOSIS AND TESTING)
2. (G224) OIL TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Disconnect the Oil Temperature Sensor connector.
relay connector.
Measure the voltage of the (G224) Oil Temperature Sensor Signal cir-
cuit in the Oil Temperature Sensor connector.
Yes >> Repair the (G224) Oil Temperature Sensor Signal circuit for
a short to voltage.
No >> Go To 3
3. (Z36) OIL TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

NOTE: THE JUMPER WIRE SHOULD STILL BE IN PLACE.
Measure the voltage of the (Z36) Oil Temperature Sensor Ground circuit
in the Oil Temperature Sensor harness connector.
Yes >> Repair the (Z36) Oil Temperature Sensor Ground circuit for
a short to voltage.
No >> Go To 4
4. OIL TEMPERATURE SENSOR

Connect a jumper wire between the (Z36) Oil Temperature Sensor Ground circuit and the (G224) Oil Temperature
Sensor Signal circuit in the Oil Temperature Sensor harness connector.
NOTE: The scan tool should display an Oil Temperature Sensor Low Voltage or Short To Ground DTC with
Yes >> Replace the Oil Temperature Sensor in accordance with the Service Information.
No >> Go To 5
5. (G224) OIL TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (G224) Oil Temperature Sensor Signal
Yes >> Go To 6
6. (Z36) OIL TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (Z36) Oil Temperature Sensor Ground
Yes >> Go To 7
No >> Repair the (Z36) Oil Temperature Sensor Ground circuit for

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Oil Temperature
P0201-FUEL INJECTOR 1 CIRCUIT / OPEN

• When Monitored:
• Set Condition:
The ECM detects an open in the Fuel Injector 1 circuit.
Possible Causes
INTERMITTENT DTC
(K11) FUEL INJECTOR NO. 1 HIGH-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE
(K611) FUEL INJECTOR NO. 1 LOW-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE
(K11) FUEL INJECTOR NO. 1 HIGH-SIDE CONTROL CIRCUIT SHORTED TO GROUND
(K611) FUEL INJECTOR NO. 1 LOW-SIDE CONTROL CIRCUIT SHORTED TO GROUND
(K11) FUEL INJECTOR NO. 1 HIGH-SIDE CONTROL CIRCUIT SHORTED TO (K611) FUEL INJECTOR NO. 1
LOW-SIDE CONTROL CIRCUIT
(K11) FUEL INJECTOR NO. 1 HIGH-SIDE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
(K611) FUEL INJECTOR NO. 1 LOW-SIDE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
FUEL INJECTOR NO. 1
Diagnostic Test
1. DTC IS ACTIVE
NOTE: This DTC can set as a result of a fault in any of the injector circuits. Be sure to check all injector
circuits before replacing an injector and all injectors before replacing a module.
Attempt to start the engine and test drive the vehicle.
Yes >> Go To 2
2. (K11) FUEL INJECTOR NO. 1 HIGH-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE

Disconnect the Fuel Injector No. 1 connector.
Relay Connector.
Measure the voltage of the (K11) Fuel Injector No. 1 High-Side Control
circuit in the Fuel Injector No. 1 connector.
Yes >> Repair the (K11) Fuel Injector No. 1 High-Side Control cir-
No >> Go to 3
3. (K611) FUEL INJECTOR NO. 1 LOW-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K611) Fuel Injector No. 1 Low-Side Control
circuit.
Yes >> Repair the (K611) Fuel Injector No. 1 Low-Side Control cir-
No >> Go to 4
4. (K11) FUEL INJECTOR NO. 1 HIGH-SIDE CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K11) Fuel Injector No.
1 High-Side Control circuit in the Fuel Injector No. 1 connector.
Yes >> Go to 5
No >> Repair the (K11) Fuel Injector No. 1 High-Side Control cir-
5. (K611) FUEL INJECTOR NO. 1 LOW-SIDE CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K611) Fuel Injector
No. 1 Low-Side Control circuit in the Fuel Injector No. 1 connector.
Yes >> Go to 6
No >> Repair the (K611) Fuel Injector No. 1 Low-Side Control cir-
6. (K11) FUEL INJECTOR NO. 1 HIGH-SIDE CONTROL CIRCUIT SHORTED TO (K611) FUEL INJECTOR NO.
1 LOW-SIDE CONTROL CIRCUIT
Measure the resistance between the (K11) Fuel Injector No. 1 High-Side
Control circuit and the (K611) Fuel Injector No. 1 Low-Side Control cir-
cuit in the Fuel Injector No. 1 connector.
Yes >> Go to 7
cuit for a short to the (K611) Fuel Injector No. 1 Low-Side
Control circuit.
7. (K11) FUEL INJECTOR NO. 1 HIGH-SIDE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K11) Fuel Injector No. 1 High-Side Con-
trol circuit between the Fuel Injector No. 1 connector and the Engine
Yes >> Go to 8
8. (K611) FUEL INJECTOR NO. 1 LOW-SIDE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K611) Fuel Injector No. 1 Low-Side Con-
Yes >> Go to 9
9. FUEL INJECTOR NO. 1

Measure the resistance between the terminals of Fuel Injector No. 1.
Is the resistance approximately 185k ohms (+/- 10%)?
Yes >> Go to 10
No >> Replace the Fuel Injector in accordance with the Service Information.

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Injector No. 1
and the Engine Control Module (ECM).

• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 2
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Relay Connector.
No >> Go to 3

circuit.
No >> Go to 4

Yes >> Go to 5

Yes >> Go to 6
Measure the resistance between the (K12) Fuel Injector No. 2 High-
Side Control circuit and the (K612) Fuel Injector No. 2 Low-Side Control
Yes >> Go to 7
Control circuit.
Yes >> Go to 8
Yes >> Go to 9

Yes >> Go to 10


• When Monitored:
• Set Condition:
POSSIBLE CAUSES
INTERMITTENT DTC
FUEL INJECTOR NO. 3
Always perform the Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 9 - ENGINE -
DIAGNOSTIC TEST
1. DTC IS ACTIVE
YES >> GO TO 2
NO >> Refer to the *checking for an intermittent DTC diagnostic procedure. (Refer to 9 - ENGINE - DIAGNO-
SIS AND TESTING)

relay connector.
Perform the ECM Verification Test VER. 1. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
No >> Go To 3

circuit.
Perform the ECM Verification Test VER. 1. (Refer to 9 -
No >> Go to 4

Yes >> Go to 5

Yes >> Go to 6
Yes >> Go to 7
Control circuit.
Yes >> Go to 8
Yes >> Go to 9

Yes >> Go to 10
No >> Replace the fuel injector in accordance with the service information.

No >> Replace the Engine Control Module (ECM) in accordance with the service information.

• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 4
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Relay Connector.
No >> Go to 3

circuit.
No >> Go to 4

Yes >> Go to 5

Yes >> Go to 6
Yes >> Go to 7
Control circuit.
Yes >> Go to 8
Yes >> Go to 9

Yes >> Go to 10


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 5
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Relay Connector.
No >> Go to 3

circuit.
No >> Go to 4

Yes >> Go to 5

Yes >> Go to 6
Yes >> Go to 7
Control circuit.
Yes >> Go to 8
Yes >> Go to 9

Yes >> Go to 10


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 6
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Relay Connector.
No >> Go to 3

circuit.
No >> Go to 4

Yes >> Go to 5

Yes >> Go to 6
Yes >> Go to 7
Control circuit.
Yes >> Go to 8
Yes >> Go to 9

Yes >> Go to 10

P0234-TURBOCHARGER OVERBOOST CONDITION

• When Monitored:
With the engine running and the ECM attempting to govern turbocharger boost pressure.
• Set Condition:
The Boost Pressure Sensor indicates actual turbocharger boost is greater than the ECM setpoint for engine
boost.
Possible Causes
INTERMITTENT DTC
CLOGGED AIR FILTER
INTAKE AIR RESTRICTION
INTAKE AIR LEAK
TURBOCHARGER
Diagnostic Test
1. CHECK FOR ACTIVE DTC

Yes >> Go To 2
2. CHECK THE AIR FILTER

Yes >> Replace the Air Filter element
No >> Go to 3
3. CHECK FOR INTAKE SYSTEM RESTRICTIONS

NOTE: Damaged, restricted or poorly connected intake and turbocharger related tubes can cause this DTC
to set.
Inspect all air intake, crankcase vent and turbocharger related hoses/tubes and connections.
No >> Go to 4
4. CHECK FOR INTAKE SYSTEM AIR LEAKS

Remove the Crankcase Vent Heater.
Remove the Mass Air Flow Sensor from the turbocharger inlet tube.
Seal off and/or plug the turbocharger inlet tube where the MAF sensor was removed.
Connect smoke machine 84–04 to the Crankcase Vent Heater port in the intake duct and begin injecting smoke into
the intake system.
Observe all intake system components for evidence of smoke leakage.
Is there evidence of smoke leakage?
No >> Go to 5
5. REPLACE THE BOOST PRESSURE SERVO MOTOR

Replace the Boost Pressure Servo Motor in accordance with the Service Information.
NOTE: Ensure the Boost Pressure Servo Motor and ECM harness connectors are connected.
Yes >> Replace the Turbocharger assembly in accordance with the Service Information.
P0237-TURBO BOOST PRESSURE SENSOR CIRCUIT LOW

• When Monitored:
• Set Condition:
The (K37) Boost Pressure Sensor Signal circuit voltage is below 0.29 volt for 0.5 second.
Possible Causes
INTERMITTENT DTC
(K356) BOOST PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K37) BOOST PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K356) BOOST PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K656) BOOST PRESSURE
SENSOR GROUND
(K37) BOOST PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K656) BOOST PRESSURE SENSOR
GROUND
(K356) BOOST PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(K37) BOOST PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K356) BOOST PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT VOLTAGE

Disconnect the Boost Pressure Sensor connector.
Measure the voltage of the (K356) Boost Pressure Sensor 5 Volt Supply
circuit in the Boost Pressure Sensor connector.
Yes >> Go to 6
No >> Go to 3
3. (K356) BOOST PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K356) Boost Pressure
Sensor 5 Volt Supply circuit in the Boost Pressure Sensor connector.
Yes >> Go to 4
No >> Repair the (K356) Boost Pressure Sensor 5 Volt Supply cir-
4. (K356) BOOST PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K656) BOOST PRESSURE
Measure the resistance between the (K356) Boost Pressure Sensor 5
Volt Supply circuit and the (K656) Boost Pressure Sensor Ground circuit
in the Boost Pressure Sensor connector.
Yes >> Go to 5
cuit for a short to the (K656) Boost Pressure Sensor
Ground circuit.
5. (K356) BOOST PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K356) Boost Pressure Sensor 5 Volt
Supply circuit between the Boost Pressure Sensor connector and the
Yes >> Go to 10
6. BOOST PRESSURE SENSOR

NOTE: The scan tool should display a Boost Pressure Sensor high voltage or open DTC with the Boost
Pressure Sensor connector disconnected.
Yes >> Replace the Boost Pressure Sensor in accordance with the Service Information.
No >> Go to 7
7. (K37) BOOST PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K37) Boost Pressure
Sensor Signal circuit in the Boost Pressure Sensor connector.
Yes >> Go to 8
No >> Repair the (K37) Boost Pressure Sensor Signal circuit for a
short to ground.
8. (K37) BOOST PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K656) BOOST PRESSURE SENSOR
GROUND CIRCUIT
Measure the resistance between the (K37) Boost Pressure Sensor Sig-
nal circuit and the (K656) Boost Pressure Sensor Ground circuit in the
Boost Pressure Sensor connector.
Yes >> Go to 9
No >> Repair the (K37) Boost Pressure Sensor Signal circuit for a
short to the (K656) Boost Pressure Sensor Ground circuit.
9. (K37) BOOST PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K37) Boost Pressure Sensor Signal cir-
cuit between the Boost Pressure Sensor connector and the Engine
Yes >> Go to 10
No >> Repair the (K37) Boost Pressure Sensor Signal circuit for

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Boost Pressure Sen-
P0238-TURBO BOOST PRESSURE SENSOR CIRCUIT HIGH

• When Monitored:
• Set Condition:
The (K37) Boost Pressure Sensor Signal circuit voltage is above 4.70 volts for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K356) BOOST PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K37) BOOST PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K656) BOOST PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K37) BOOST PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K656) BOOST PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K356) BOOST PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

Disconnect the Boost Pressure Sensor connector.
Relay Connector.
circuit in the Boost Pressure Sensor connector.
Yes >> Repair the (K356) Boost Pressure Sensor 5 Volt Supply cir-
No >> Go to 3
3. (K37) BOOST PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K37) Boost Pressure Sensor Signal circuit
in the Boost Pressure Sensor connector.
Yes >> Repair the (K37) Boost Pressure Sensor Signal circuit for a
short to voltage.
No >> Go to 4
4. (K656) BOOST PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K656) Boost Pressure Sensor Ground cir-
cuit in the Boost Pressure Sensor connector.
Yes >> Repair the (K656) Boost Pressure Sensor Ground circuit for
a short to voltage.
No >> Go to 5
5. BOOST PRESSURE SENSOR

Connect a jumper wire between the (K656) Boost Pressure Sensor Ground circuit and the (K37) Boost Pressure
Sensor Signal circuit in the Boost Pressure Sensor connector.
NOTE: The scan tool should display a Boost Pressure Sensor low voltage or short to ground DTC with the
Yes >> Replace the Boost Pressure Sensor in accordance with the Service Information.
No >> Go to 6
6. (K37) BOOST PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K37) Boost Pressure Sensor Signal cir-
cuit between the Boost Pressure Sensor connector and the Engine
Yes >> Go to 7
No >> Repair the (K37) Boost Pressure Sensor Signal circuit for
7. (K656) BOOST PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K656) Boost Pressure Sensor Ground
circuit between the Boost Pressure Sensor connector and the Engine
Yes >> Go to 8
No >> Repair the (K656) Boost Pressure Sensor Ground circuit for

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Boost Pressure Sen-
P0261-FUEL INJECTOR 1 CIRCUIT LOW

• When Monitored:
• Set Condition:
The ECM detects a short to ground on the Fuel Injector 1 circuit.
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 1
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Yes >> Go to 3

Yes >> Go to 4
Yes >> Go to 5
Control circuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8
No >> Replace Fuel Injector No. 1 in accordance with the Service Information.

P0262-FUEL INJECTOR 1 CIRCUIT HIGH

• When Monitored:
• Set Condition:
The ECM detects a short to voltage on the Fuel Injector 1 circuit.
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 1
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Relay Connector.
No >> Go to 3

circuit.
No >> Go to 4
Yes >> Go to 5
Control circuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8

P0263-CYLINDER 1 CONTRIBUTION/BALANCE

• When Monitored:
• Set Condition:
The Engine Control Module (ECM) detects an internal failure.
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2

Using the wiring diagram/schematic as a guide, inspect the Engine Control Module (ECM) wiring and connectors.

• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 2
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Yes >> Go to 3

Yes >> Go to 4
Yes >> Go to 5
Control circuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 2
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Relay Connector.
No >> Go to 3

circuit.
No >> Go to 4
Yes >> Go to 5
Control circuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 3
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Yes >> Go to 3

Yes >> Go to 4
Yes >> Go to 5
Control circuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 3
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Relay Connector.
No >> Go to 3

circuit.
No >> Go to 4
Yes >> Go to 5
Control circuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 4
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Yes >> Go to 3

Yes >> Go to 4
Yes >> Go to 5
Control circuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8

For a complete wiring diagramRefer to Section 8W

• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 4
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (REFER TO 9 - ENGINE -
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Relay Connector.
Measure the voltage of the (K14) Fuel Injector No.4 high-side control
YES >> Repair the (K14) Fuel Injector No. 4 High-Side Control cir-
NO >> Go to 3

circuit.
YES >> Repair the (K614) Fuel Injector No. 4 Low-Side Control cir-
NO >> Go to 4
YES >> Go to 5
NO >> Repair the (K14) Fuel Injector No. 4 High-Side Control cir-
Control circuit.
YES >> Go to 6
NO >> Repair the (K14) Fuel Injector No. 4 High-Side Control cir-
YES >> Go to 7
NO >> Repair the (K614) Fuel Injector No. 4 Low-Side Control cir-

YES >> Go to 8
NO >> Replace Fuel Injector No. 5 in accordance with the Service Information.


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 5
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Yes >> Go to 3

Yes >> Go to 4
Yes >> Go to 5
Control circuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 5
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Relay Connector.
No >> Go to 3

circuit.
No >> Go to 4
Yes >> Go to 5
Control circuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 6
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Yes >> Go to 3

Yes >> Go to 4
Yes >> Go to 5
Control circuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR NO. 6
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Relay Connector.
No >> Go to 3

circuit.
No >> Go to 4
Yes >> Go to 5
Control circuit.
Yes >> Go to 6
Yes >> Go to 7

Yes >> Go to 8


• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2

P0299-TURBOCHARGER UNDERBOOST CONDITION

• When Monitored:
With the engine running and the ECM attempting to govern turbocharger boost pressure.
• Set Condition:
The Boost Pressure Sensor indicates actual turbocharger boost is less than the ECM setpoint for engine
boost.
Possible Causes
INTERMITTENT DTC
CLOGGED AIR FILTER
INTAKE AIR LEAK
TURBOCHARGER
Diagnostic Test

Yes >> Go To 2

No >> Go to 3

to set.
Inspect all air intake, crankcase vent and turbocharger related hoses/tubes and connections.
No >> Go to 4

the intake system.
No >> Go to 5
5. REPLACE THE BOOST PRESSURE SERVO MOTOR

Replace the Boost Pressure Servo Motor in accordance with the Service Information.
NOTE: Ensure the Boost Pressure Servo Motor and ECM harness connectors are connected.
Yes >> Replace the Turbocharger assembly in accordance with the Service Information.
P0335-CRANKSHAFT POSITION SENSOR CIRCUIT

• When Monitored:
With the engine cranking or running
• Set Condition:
The Engine Control Module (ECM) does not receive a signal from the Crankshaft Position Sensor when the
Camshaft Position Sensor indicates engine rpm.
Possible Causes
(K853) CKP SENSOR 5-VOLT SUPPLY CIRCUIT OPEN

(K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
CHECKING (K853) CKP SENSOR 5-VOLT SUPPLY CIRCUIT
DAMAGED CKP SENSOR OR CRANKSHAFT
ECM
(Z753) CKP SENSOR GROUND CIRCUIT OPEN
(K24) CKP SENSOR SIGNAL CIRCUIT OPEN
(K853) CKP SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K24) CKP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K853) CKP SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO THE (Z753) CKP SENSOR GROUND CIRCUIT
(K24) CKP SENSOR SIGNAL CIRCUIT SHORTED TO THE (Z753) CKP SENSOR GROUND CIRCUIT
Diagnostic Test
1. VERIFY ACTIVE DTC

NOTE: If DTC P0652 or P0653 is present with this DTC, diagnose DTCs P0652 or P0653 before diagnosing
this DTC.
NOTE: The Timing Belt/Chain must be correctly installed and operational before diagnosis can be made.
Refer to the Service Information to ensure the timing belt is properly installed.
NOTE: If the ECM detects and stores a DTC, the ECM also stores the engine/vehicle operating conditions
under which the DTC was set. Some of these conditions are displayed on the scan tool at the same time the
DTC is displayed.
NOTE: Before erasing stored DTCs, record these conditions. Attempting to duplicate these conditions may
assist when checking for an active DTC.
Attempt to start the engine cranking the engine for at least 7 seconds.
Yes >> Go To 3
No >> Go To 2
2. TEST DRIVE
Yes >> Go To 3
3. CHECKING (K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT

Disconnect the Crankshaft Position Sensor harness connector.
Measure the voltage of the (K24) CKP Sensor Signal circuit at the CKP
Select the appropriate voltage reading.
Voltage is above 5.4 volts.
Go To 4
Voltage is between 4.7 and 5.4 volts.
Go To 5
Voltage is below 4.7 volts.
Go To 12
4. (K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Relay connector.
Yes >> Replace and program the Engine Control Module in accor-
dance with the Service Information.
No >> Repair the (K24) Crankshaft Position Sensor Signal circuit
5. CHECKING (K853) CRANKSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT

Measure the voltage of the (K853) CKP Sensor 5-Volt Supply circuit at
the CKP Sensor harness connector.
Repair the (K853) CKP 5-Volt Supply circuit for a short to
voltage.
Go To 6
Go To 9
6. (Z753) CRANKSHAFT POSITION SENSOR GROUND CIRCUIT OPEN

Connect one end of a jumper wire to the ECT Sensor signal circuit in
the ECT Sensor harness connector.
Connect the other end of the jumper wire to the (Z753) CKP Sensor
Ground circuit in the Crankshaft Position Sensor harness connector.
With the scan tool in Engine, Sensors, read the Engine Coolant Temp
volts.
Yes >> Go To 8
No >> Go To 7

Measure the resistance of the (Z753) CKP Sensor Ground circuit
between the CKP Sensor harness connector and the ECM harness con-
nector.
Yes >> Replace and program the ECM in accordance with the Ser-
vice Information.
No >> Repair the (Z753) CKP Sensor Ground circuit for an open.
8. DAMAGED CRANKSHAFT POSITION SENSOR OR CRANKSHAFT

Remove the CKP Sensor.
Inspect the CKP Sensor for conditions such as loose mounting screws, damage, or cracks.
Inspect the Crankshaft for conditions such as damage, debris or cracked teeth.
Is there any evidence of these conditions?
No >> Replace the Crankshaft Position Sensor in accordance with the Service Information.
9. (K853) CRANKSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT OPEN

Measure the resistance of the (K853) CKP Sensor 5-Volt Supply circuit
between the ECM harness connector and the CKP Sensor harness con-
nector.
Yes >> Go To 10
No >> Repair the (K853) CKP Sensor 5-Volt Supply circuit for an
open.
10. (K853) CRANKSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K853) CKP Sensor
5-Volt Supply circuit at the CKP Sensor harness connector.
Yes >> Go To 11
No >> Repair the (K853) CKP Sensor 5-Volt Supply circuit for a
short to ground.
11. (K853) CRANKSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO THE (Z753) CKP
Measure the resistance between the (K853) CKP Sensor 5-Volt Supply
circuit and the (Z753) CKP Sensor Ground circuit at the CKP Sensor
harness connector.
No >> Repair the (K853) CKP Sensor 5-Volt Supply circuit and
(Z753) CKP Sensor Ground circuits for a short together.
12. (K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT OPEN

Measure the resistance of the (K24) CKP Sensor Signal circuit between
the ECM harness connector and the CKP Sensor harness connector.
Yes >> Go To 13
No >> Repair the (K24) CKP Sensor Signal circuit for an open
13. (K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Signal circuit at the CKP Sensor harness connector.
Yes >> Go To 14
No >> Repair the (K24) CKP Sensor Signal circuit for a short to
ground.
14. (K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT

SHORTED TO THE (Z753) CKP SENSOR GROUND CIRCUIT
Measure the resistance between the (K24) CKP Sensor Signal circuit
and the (Z753) CKP Sensor Ground circuit at the CKP Sensor harness
connector.
No >> Repair the (K24) CKP Sensor Signal circuit and the (Z753)
CKP Sensor Ground circuit for a short together.
P0336-CRANKSHAFT POSITION SENSOR PERFORMANCE

• When Monitored:
• Set Condition:
The Engine Control Module (ECM) does not receive a signal from the Crankshaft Position Sensor when the
Camshaft Position Sensor indicates engine rpm.
Possible Causes
(K853) CKP SENSOR 5-VOLT SUPPLY CIRCUIT OPEN

(K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
CHECKING (K853) CKP SENSOR 5-VOLT SUPPLY CIRCUIT
DAMAGED CKP SENSOR OR CRANKSHAFT
ECM
(K24) CKP SENSOR SIGNAL CIRCUIT OPEN
(K853) CKP SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K24) CKP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K853) CKP SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO THE (Z753) CKP SENSOR GROUND CIRCUIT
(K24) CKP SENSOR SIGNAL CIRCUIT SHORTED TO THE (Z753) CKP SENSOR GROUND CIRCUIT
Diagnostic Test

this DTC.
DTC is displayed.
Yes >> Go To 3
No >> Go To 2
2. TEST DRIVE
Yes >> Go To 3
3. CHECKING (K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT

Go To 4
Go To 5
Go To 12
4. (K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Relay connector.
Measure the voltage of the (K24) CKP Position Sensor Signal circuit at
No >> Repair the (K24) Crankshaft Position Sensor Signal circuit
5. CHECKING (K853) CRANKSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT

Measure the voltage of the (K853) CKP Sensor 5-Volt Supply circuit at
Repair the (K853) CKP 5-Volt Supply circuit for a short to
voltage.
Go To 6
Go To 9

Connect the other end of the jumper wire to the (Z753) CKP Sensor
Ground circuit in the Crankshaft Position Sensor harness connector.
volts.
Yes >> Go To 8
No >> Go To 7

Measure the resistance of the (Z753) CKP Sensor Ground circuit
between the CKP Sensor harness connector and the ECM harness con-
nector.
vice Information.
No >> Repair the (Z753) CKP Sensor Ground circuit for an open.
8. DAMAGED CRANKSHAFT POSITION SENSOR OR CRANKSHAFT

Remove the CKP Sensor.
Inspect the CKP Sensor for conditions such as loose mounting screws, damage, or cracks.
Inspect the Crankshaft for conditions such as damage, debris or cracked teeth.
No >> Replace the Crankshaft Position Sensor in accordance with the Service Information.
9. (K853) CRANKSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT OPEN

Measure the resistance of the (K853) CKP Sensor 5-Volt Supply circuit
between the ECM harness connector and the CKP Sensor harness con-
nector.
Yes >> Go To 10
No >> Repair the (K853) CKP Sensor 5-Volt Supply circuit for an
open.
10. (K853) CRANKSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
5-Volt Supply circuit at the CKP Sensor harness connector.
Yes >> Go To 11
No >> Repair the (K853) CKP Sensor 5-Volt Supply circuit for a
short to ground.
11. (K853) CRANKSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO THE (Z753) CKP
Measure the resistance between the (K853) CKP Sensor 5-Volt Supply
circuit and the (Z753) CKP Sensor Ground circuit at the CKP Sensor
harness connector.
No >> Repair the (K853) CKP Sensor 5-Volt Supply circuit and
(Z753) CKP Sensor Ground circuits for a short together.
12. (K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT OPEN

Measure the resistance of the (K24) CKP Sensor Signal circuit between
the ECM harness connector and the CKP Sensor harness connector.
Yes >> Go To 13
No >> Repair the (K24) CKP Sensor Signal circuit for an open
13. (K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Signal circuit at the CKP Sensor harness connector.
Yes >> Go To 14
No >> Repair the (K24) CKP Sensor Signal circuit for a short to
ground.
14. (K24) CRANKSHAFT POSITION SENSOR SIGNAL CIRCUIT

SHORTED TO THE (Z753) CKP SENSOR GROUND CIRCUIT
Measure the resistance between the (K24) CKP Sensor Signal circuit
and the (Z753) CKP Sensor Ground circuit at the CKP Sensor harness
connector.
No >> Repair the (K24) CKP Sensor Signal circuit and the (Z753)
CKP Sensor Ground circuit for a short together.
P0340-CAMSHAFT POSITION SENSOR CIRCUIT

• When Monitored:
• Set Condition:
The Engine Control Module (ECM) does not receive a signal from the Camshaft Position Sensor when the
Crankshaft Position Sensor indicates engine rpm.
Possible Causes
(K844) CMP 5-VOLT SUPPLY CIRCUIT OPEN

(K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
CHECKING (K844) CMP 5-VOLT SUPPLY CIRCUIT
DAMAGED CMP SENSOR OR CAMSHAFT
ECM
(K944) CMP SENSOR GROUND CIRCUIT OPEN
(K44) CMP SENSOR SIGNAL CIRCUIT OPEN
(K844) CMP 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K44) CMP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K844) CMP 5-VOLT SUPPLY CIRCUIT SHORTED TO THE (K944) CMP SENSOR GROUND CIRCUIT
(K44) CMP SENSOR SIGNAL CIRCUIT SHORTED TO THE (K944) CMP SENSOR GROUND CIRCUIT
Diagnostic Test

this DTC.
DTC is displayed.
Yes >> Go To 3
No >> Go To 2
2. TEST DRIVE
Yes >> Go To 3
3. CHECKING (K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT

Disconnect the Camshaft Position Sensor harness connector.
Measure the voltage of the (K44) CMP Sensor Signal circuit at the CMP
Go To 4
Go To 5
Go To 12
4. (K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Relay connector.
Measure the voltage of the (K44) CMP Position Sensor Signal circuit at
the CMP Sensor harness connector.
No >> Repair the (K44) Camshaft Position Sensor Signal circuit for
a short to voltage.
5. CHECKING (K844) CAMSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT

Measure the voltage of the (K844) CMP Sensor 5-Volt Supply circuit at
Repair the (K844) CMP 5-Volt Supply circuit for a short to
voltage.
Go To 6
Go To 9
6. (K944) CAMSHAFT POSITION SENSOR GROUND CIRCUIT OPEN

Connect the other end of the jumper wire to the (K944) CMP Sensor
Ground circuit in the Camshaft Position Sensor harness connector.
volts.
Yes >> Go To 8
No >> Go To 7

Measure the resistance of the (K944) CMP Sensor Ground circuit
between the CMP Sensor harness connector and the ECM harness
connector.
vice Information.
No >> Repair the (K944) CMP Sensor Ground circuit for an open.
8. DAMAGED CAMSHAFT POSITION SENSOR OR CAMSHAFT

Remove the CMP Sensor.
Inspect the CMP Sensor for conditions such as loose mounting screws, damage, or cracks.
Inspect the camshaft for conditions such as damage, debris or cracked teeth.
No >> Replace the Camshaft Position Sensor in accordance with the Service Information.
9. (K844) CAMSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT OPEN

Measure the resistance of the (K844) CMP 5-Volt Supply circuit
between the ECM harness connector and the CMP Sensor harness
connector.
Yes >> Go To 10
No >> Repair the (K844) CMP 5-Volt Supply circuit for an open.
10. (K844) CAMSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (K844) CMP Sensor
5-Volt Supply circuit at the CMP Sensor harness connector.
Yes >> Go To 11
No >> Repair the (K844) CMP Sensor 5-Volt Supply circuit for a
short to ground.
11. (K844) CAMSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO THE (K944) CMP
Measure the resistance between the (K844) CMP Sensor 5-Volt Supply
circuit and the (K944) CMP Sensor Ground circuit at the CMP Sensor
harness connector.
No >> Repair the (K844) CMP Sensor 5-Volt Supply circuit and
(K944) CMP Sensor Ground circuits for a short together.
12. (K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT OPEN

Measure the resistance of the (K44) CMP Sensor Signal circuit between
the ECM harness connector and the CMP Sensor harness connector.
Yes >> Go To 13
No >> Repair the (K44) CMP Sensor Signal circuit for an open
13. (K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Signal circuit at the CMP Sensor harness connector.
Yes >> Go To 14
No >> Repair the (K44) CMP Sensor Signal circuit for a short to
ground.
14. (K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT

SHORTED TO THE (K944) CAMSHAFT POSITION SENSOR
GROUND CIRCUIT
Measure the resistance between the (K44) CMP Sensor Signal circuit
and the (K944) CMP Sensor Ground circuit at the CMP Sensor harness
connector.
No >> Repair the (K44) CMP Sensor Signal circuit and the (K944)
CMP Sensor Ground circuit for a short together.
P0341-CAMSHAFT POSITION SENSOR PERFORMANCE

• When Monitored:
• Set Condition:
The Engine Control Module (ECM) does not receive a signal from the Camshaft Position Sensor when the
Crankshaft Position Sensor indicates engine rpm.
Possible Causes
(K844) CMP 5-VOLT SUPPLY CIRCUIT OPEN

(K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
CHECKING (K844) CMP 5-VOLT SUPPLY CIRCUIT
DAMAGED CMP SENSOR OR CAMSHAFT
ECM
(K944) CMP SENSOR GROUND CIRCUIT OPEN
(K44) CMP SENSOR SIGNAL CIRCUIT OPEN
(K844) CMP 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K44) CMP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K844) CMP 5-VOLT SUPPLY CIRCUIT SHORTED TO THE (K944) CMP SENSOR GROUND CIRCUIT
(K44) CMP SENSOR SIGNAL CIRCUIT SHORTED TO THE (K944) CMP SENSOR GROUND CIRCUIT
Diagnostic Test

this DTC.
DTC is displayed.
Yes >> Go To 3
No >> Go To 2
2. TEST DRIVE
Yes >> Go To 3
3. CHECKING (K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT

Measure the voltage of the (K44) CMP Sensor Signal circuit at the CMP
Go To 4
Go To 5
Go To 12
4. (K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Relay connector.
Measure the voltage of the (K44) CMP Position Sensor Signal circuit at
No >> Repair the (K44) Camshaft Position Sensor Signal circuit for
a short to voltage.
5. CHECKING (K844) CAMSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT

Measure the voltage of the (K844) CMP Sensor 5-Volt Supply circuit at
Repair the (K844) CMP 5-Volt Supply circuit for a short to
voltage.
Go To 6
Go To 9

Connect the other end of the jumper wire to the (K944) CMP Sensor
Ground circuit in the Camshaft Position Sensor harness connector.
volts.
Yes >> Go To 8
No >> Go To 7

Measure the resistance of the (K944) CMP Sensor Ground circuit
between the CMP Sensor harness connector and the ECM harness
connector.
vice Information.
No >> Repair the (K944) CMP Sensor Ground circuit for an open.
8. DAMAGED CAMSHAFT POSITION SENSOR OR CAMSHAFT

Remove the CMP Sensor.
Inspect the CMP Sensor for conditions such as loose mounting screws, damage, or cracks.
Inspect the camshaft for conditions such as damage, debris or cracked teeth.
No >> Replace the Camshaft Position Sensor in accordance with the Service Information.
9. (K844) CAMSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT OPEN

Measure the resistance of the (K844) CMP 5-Volt Supply circuit
between the ECM harness connector and the CMP Sensor harness
connector.
Yes >> Go To 10
No >> Repair the (K844) CMP 5-Volt Supply circuit for an open.
10. (K844) CAMSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
5-Volt Supply circuit at the CMP Sensor harness connector.
Yes >> Go To 11
No >> Repair the (K844) CMP Sensor 5-Volt Supply circuit for a
short to ground.
11. (K844) CAMSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO THE (K944)
CAMSHAFT POSITION SENSOR GROUND CIRCUIT
Measure the resistance between the (K844) CMP Sensor 5-Volt Supply
circuit and the (K944) CMP Sensor Ground circuit at the CMP Sensor
harness connector.
No >> Repair the (K844) CMP Sensor 5-Volt Supply Circuit and
(K944) CMP Sensor Ground circuits for a short together.
12. (K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT OPEN

Measure the resistance of the (K44) CMP Sensor Signal circuit between
the ECM harness connector and the CMP Sensor harness connector.
Yes >> Go To 13
No >> Repair the (K44) CMP Sensor Signal circuit for an open
13. (K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Signal circuit at the CMP Sensor harness connector.
Yes >> Go To 14
No >> Repair the (K44) CMP Sensor Signal circuit for a short to
ground.
14. (K44) CAMSHAFT POSITION SENSOR SIGNAL CIRCUIT

SHORTED TO THE (K944) CAMSHAFT POSITION SENSOR
GROUND CIRCUIT
Measure the resistance between the (K44) CMP Sensor Signal circuit
and the (K944) CMP Sensor Ground circuit at the CMP Sensor harness
connector.
No >> Repair the (K44) CMP Sensor Signal circuit and the (K944)
CMP Sensor Ground circuit for a short together.
P0401- EGR SYSTEM PERFORMANCE

• When Monitored:
• Set Condition:
The ECM detects and EGR flow problem for 8.0 seconds
Possible Causes
EGR VALVE
INTAKE OR EXHAUST SYSTEM PROBLEM
Diagnostic Test

With the scan tool, erase ECM DTC’s
With the scan tool, read ECM DTC’s
Yes >> Refer to symptom CHECKING THE EGR SYSTEM for further diagnosis.
P0402- EGR EXCESSIVE FLOW DETECTED

• When Monitored:
• Set Condition:
The ECM detects and EGR flow problem for 8.0 seconds
Possible Causes
EGR VALVE
Diagnostic Test

With the scan tool, erase ECM DTC’s
With the scan tool, read ECM DTC’s
Yes >> Refer to symptom CHECKING THE EGR SYSTEM for further diagnosis.
P0403-EGR SOLENOID CIRCUIT OPEN

• When Monitored:
With the ignition on and the EGR Solenoid command off.
• Set Condition:
The ECM does not detect voltage on the (K34) EGR Solenoid Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K34) EGR SOLENOID CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
(K343) FUSED ASD RELAY OUTPUT CIRCUIT 2 OPEN OR HIGH RESISTANCE
EGR VALVE
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the Exhaust Gas Recirc Positioner.
Yes >> Go To 2

Disconnect the EGR Valve connector.
Control circuit in the EGR Valve connector.
Yes >> Go to 3
No >> Repair the (K34) EGR Solenoid Control circuit for a short to
ground.
3. (K34) EGR SOLENOID CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K34) EGR Solenoid Control circuit
between the EGR Valve connector and the Engine Control Module
(ECM) connector.
Yes >> Go to 4
No >> Repair the (K34) EGR Solenoid Control circuit for an open

ASD Relay Output 2 circuit at the EGR Valve connector.
Yes >> Go to 5
5. EGR VALVE
With the scan tool, actuate the Exhaust Gas Recirc Positioner to 100%.
Using a 12 volt test light connected to 12 volts, check the (K34) EGR Solenoid Control circuit in the EGR Valve
harness connector.
Yes >> Replace the EGR Valve in accordance with the Service Information.
Perform the ECM Verification Test Ver. 1 (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
No >> Go to 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the EGR Valve and the
Engine Control Module (ECM).
P0407-EGR AIRFLOW THROTTLE POSITION SENSOR CIRCUIT LOW

• When Monitored:
• Set Condition:
The (K312) EGR Airflow Control Valve Position Sensor Signal circuit voltage is below 0.07 volt for 0.30 sec-
ond.
Possible Causes
INTERMITTENT DTC
(K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT SHORTED TO GROUND
(K312) EGR AIRFLOW CONTROL VALVE POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT SHORTED TO (K390) EGR AIRFLOW CONTROL
VALVE RETURN CIRCUIT
(K312) EGR AIRFLOW CONTROL VALVE POSITION SENSOR SIGNAL CIRCUIT SHORTED TO (K390) EGR
AIRFLOW CONTROL VALVE RETURN CIRCUIT
(K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(K312) EGR AIRFLOW CONTROL VALVE POSITION SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
EGR AIRFLOW CONTROL VALVE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT VOLTAGE

Disconnect the EGR Airflow Control Valve connector.
Measure the voltage of the (K313) EGR Airflow Control Valve Supply
circuit in the EGR Airflow Control Valve connector.
Yes >> Go to 6
No >> Go to 3
3. (K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K313) EGR Airflow
Control Valve Supply circuit in the EGR Airflow Control Valve connector.
Yes >> Go to 4
No >> Repair the (K313) EGR Airflow Control Valve Supply circuit
4. (K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT SHORTED TO (K390) EGR AIRFLOW
CONTROL VALVE RETURN CIRCUIT
Measure the resistance between the (K313) EGR Airflow Control Valve
Supply circuit and the (K390) EGR Airflow Control Valve Return circuit
in the EGR Airflow Control Valve connector.
Yes >> Go to 5
for a short to the (K390) EGR Airflow Control Valve Return
circuit.
5. (K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K313) EGR Airflow Control Valve Supply
circuit between the EGR Airflow Control Valve connector and the Engine
Yes >> Go to 10
6. EGR AIRFLOW CONTROL VALVE

NOTE: The scan tool should display an EGR Airflow Throttle Position Sensor high voltage or open DTC with
the EGR Airflow Control Valve connector disconnected.
Does the scan tool display the Sensor DTC(s) as described above?
Yes >> Replace the EGR Airflow Control Valve in accordance with the Service Information.
No >> Go to 7
7. (K312) EGR AIRFLOW CONTROL VALVE POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Control Valve Position Sensor Signal circuit in the EGR Airflow Control
Valve connector.
Yes >> Go to 8
No >> Repair the (K312) EGR Airflow Control Valve Position Sen-
sor Signal circuit for a short to ground.
8. (K312) EGR AIRFLOW CONTROL VALVE POSITION SENSOR SIGNAL CIRCUIT SHORTED TO (K390)
EGR AIRFLOW CONTROL VALVE RETURN CIRCUIT
Position Sensor Signal circuit and the (K390) EGR Airflow Control Valve
Return circuit in the EGR Airflow Control Valve connector.
Yes >> Go to 9
sor Signal circuit for a short to the (K390) EGR Airflow Con-
trol Valve Return circuit.
9. (K312) EGR AIRFLOW CONTROL VALVE POSITION SENSOR SIGNAL CIRCUIT OPEN OR HIGH
RESISTANCE
Measure the resistance of the (K312) EGR Airflow Control Valve Posi-
tion Sensor Signal circuit between the EGR Airflow Control Valve con-
nector and the Engine Control Module (ECM) connector.
Yes >> Go to 10
sor Signal circuit for an open circuit or high resistance.

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the EGR Airflow Control
Valve and the Engine Control Module (ECM).
P0408-EGR AIRFLOW THROTTLE POSITION SENSOR CIRCUIT HIGH

• When Monitored:
• Set Condition:
The (K312) EGR Airflow Control Valve Position Sensor Signal circuit voltage is above 4.7 volts for 0.30 sec-
onds.
Possible Causes
INTERMITTENT DTC
(K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K312) EGR AIRFLOW CONTROL VALVE POSITION SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K390) EGR AIRFLOW CONTROL VALVE RETURN CIRCUIT SHORTED TO VOLTAGE
(K312) EGR AIRFLOW CONTROL VALVE POSITION SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K390) EGR AIRFLOW CONTROL VALVE RETURN CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Yes >> Repair the (K313) EGR Airflow Control Valve Supply circuit
No >> Go to 3
3. (K312) EGR AIRFLOW CONTROL VALVE POSITION SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Measure the voltage of the (K312) EGR Airflow Control Valve Position
Sensor Signal circuit in the EGR Airflow Control Valve connector.
Yes >> Repair the (K312) EGR Airflow Control Valve Position Sen-
sor Signal circuit for a short to voltage.
No >> Go to 4
4. (K390) EGR AIRFLOW CONTROL VALVE RETURN CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K390) EGR Airflow Control Valve Return
Yes >> Repair the (K390) EGR Airflow Control Valve Return circuit
No >> Go to 5

Connect a jumper wire between the (K390) EGR Airflow Control Valve Return circuit and the (K312) EGR Airflow
Control Valve Position Sensor Signal circuit in the EGR Airflow Control Valve connector.
NOTE: The scan tool should display an EGR Airflow Throttle Position Sensor low voltage or short to ground
Does the scan tool display the Sensor DTC(s) as described above?
Yes >> Replace the EGR Airflow Control Valve in accordance with the Service Information.
No >> Go to 6
6. (K312) EGR AIRFLOW CONTROL VALVE POSITION SENSOR SIGNAL OPEN OR HIGH RESISTANCE
Measure the resistance of the (K312) EGR Airflow Control Valve Posi-
tion Sensor Signal between the EGR Airflow Control Valve connector
Yes >> Go to 7
sor Signal for an open circuit or high resistance.
7. (K390) EGR AIRFLOW CONTROL VALVE RETURN CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K390) EGR Airflow Control Valve Return
circuit between the EGR Airflow Control Valve connector and the Engine
Yes >> Go to 8
No >> Repair the (K390) EGR Airflow Control Valve Return circuit

P0460-FUEL LEVEL SENSOR 1 CIRCUIT

• When Monitored:
• Set Condition:
The ECM does not receive a valid fuel level signal message from the Instrument Cluster (CCN) for 2.0 sec-
onds.
Possible Causes
INTERMITTENT DTC
(N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
(Z210) GROUND CIRCUIT SHORTED TO VOLTAGE
(N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO GROUND
(N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO (Z210) GROUND CIRCUIT
(N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(Z210) GROUND CIRCUIT OPEN OR HIGH RESISTANCE
FUEL LEVEL SENSOR
INSTRUMENT CLUSTER (CCN)
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, Clear DTCs in the Instrument Cluster (CCN).
Start the engine.
Yes >> Go To 2
2. (N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO VOLTAGE

Disconnect the Fuel Pump connector.
Disconnect the Instrument Cluster (CCN) connector.
Measure the voltage of the (N4) Fuel Level Sensor No. 1 Signal circuit
in the Fuel Pump connector.
Yes >> Repair the (N4) Fuel Level Sensor No. 1 Signal circuit for a
short to voltage.
Perform the BODY VERIFICATION TEST VER 1. (Refer to
8 - ELECTRICAL/ELECTRONIC CONTROL MODULES -
STANDARD PROCEDURE)
No >> Go to 3
3. (Z210) GROUND CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (Z210) Ground circuit.
Yes >> Repair the (Z210) Ground circuit for a short to voltage.
STANDARD PROCEDURE)
No >> Go to 4
4. (N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (N4) Fuel Level Sen-
sor No. 1 Signal circuit in the Fuel Pump connector.
Yes >> Go to 5
No >> Repair the (N4) Fuel Level Sensor No. 1 Signal circuit for a
short to ground.
STANDARD PROCEDURE)
5. (N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO (Z210) GROUND CIRCUIT
Measure the resistance between the (N4) Fuel Level Sensor No. 1 Sig-
nal circuit and the (Z210) Ground circuit in the Fuel Pump connector.
Yes >> Go to 6
short to the (Z210) Ground circuit.
STANDARD PROCEDURE)
6. (N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (N4) Fuel Level Sensor No. 1 Signal cir-
cuit between the Fuel Pump connector and the Instrument Cluster
(CCN) connector.
Yes >> Go to 7
No >> Repair the (N4) Fuel Level Sensor No. 1 Signal circuit for
STANDARD PROCEDURE)
7. (Z210) GROUND CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (Z210) Ground circuit between the Fuel
Pump connector and the Instrument Cluster (CCN) connector.
Yes >> Go to 8
No >> Repair the (Z210) Ground circuit for an open circuit or high
resistance.
STANDARD PROCEDURE)

Connect the Instrument Cluster (CCN) connector.
Connect a jumper wire between the (Z210) Ground circuit and the (N4) Fuel Level Sensor No. 1 Signal circuit in the
Fuel Pump connector.
NOTE: The scan tool should display a Fuel Level Sensor low voltage or short to ground DTC with the
NOTE: The scan tool should display a Fuel Level Sensor high voltage or open circuit DTC with the Fuel
Pump connector disconnected.
Yes >> Replace the Fuel Level Sensor in accordance with the Service Information.
Perform the BODY VERIFICATION TEST VER 1. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
No >> Go to 9
9. INSTRUMENT CLUSTER (CCN)

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Pump and the
Instrument Cluster (CCN).
No >> Replace the Instrument Cluster (CCN) in accordance with the Service Information.
P0462-FUEL LEVEL SENSOR 1 LOW CIRCUIT

The Fuel Level Sensor is hard wired to the Instrument Cluster (CCN). The Instrument Cluster provides Fuel Level
Sensor input to the ECM over the CAN Bus.
• When Monitored:
• Set Condition:
The CAN Bus message from the Instrument Cluster indicates Fuel Level Sensor 1 voltage is below 0.078 volt
Possible Causes
INTERMITTENT DTC
(N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO GROUND
(N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO (Z210) GROUND
FUEL PUMP
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (N4) Fuel Level Sen-
sor No. 1 Signal circuit in the Fuel Pump connector.
Yes >> Go to 3
short to ground.
STANDARD PROCEDURE)
3. (N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO (Z210) GROUND CIRCUIT
Measure the resistance between the (N4) Fuel Level Sensor No. 1 Sig-
nal circuit and the (Z210) Ground circuit in the Fuel Pump connector.
Yes >> Go to 4
short to the (Z210) Ground circuit.
STANDARD PROCEDURE)
4. (N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT OPEN CIRCUIT OR HIGH RESISTANCE
(CCN) connector.
Yes >> Go to 5
STANDARD PROCEDURE)

NOTE: The scan tool should display a Fuel Level Sensor high voltage or open circuit DTC with the Fuel
Pump connector disconnected.
Yes >> Replace the Fuel Level Sensor in accordance with the service information.
No >> Go to 6

P0463-FUEL LEVEL SENSOR 1 HIGH CIRCUIT

The Fuel Level Sensor is hard wired to the Instrument Cluster (CCN). The Instrument Cluster provides Fuel Level
Sensor input to the ECM over the CAN Bus.
• When Monitored:
• Set Condition:
The CAN Bus message from the Instrument Cluster indicates Fuel Level Sensor 1 voltage is above 2.51 volts.
Possible Causes
INTERMITTENT DTC
(N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
(Z210) GROUND CIRCUIT SHORTED TO VOLTAGE
FUEL PUMP
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (N4) FUEL LEVEL SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (N4) Fuel Level Sensor No. 1 Signal circuit
in the Fuel Pump connector.
Yes >> Repair the (N4) Fuel Level Sensor No. 1 Signal circuit for a
short to voltage.
STANDARD PROCEDURE)
No >> Go to 3
3. (Z210) GROUND CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (Z210) Ground circuit in the Fuel Pump con-
nector.
Yes >> Repair the (Z210) Ground circuit for a short to voltage.
STANDARD PROCEDURE)
No >> Go to 4
4. (N4) FUEL LEVEL SENSOR NO. 1 SIGNAL OPEN OR HIGH RESISTANCE

(CCN) connector.
Yes >> Go to 5
STANDARD PROCEDURE)

Measure the resistance of the (Z210) Ground circuit between the Fuel
Pump connector and the Instrument Cluster (CCN) connector.
Yes >> Go to 6
resistance.
STANDARD PROCEDURE)

Connect a jumper wire between the (Z210) Ground circuit and the (N4) Fuel Level Sensor No. 1 Signal circuit in the
Fuel Pump connector.
NOTE: The scan tool should display a Fuel Level Sensor low voltage or short to ground DTC with the
Yes >> Replace the Fuel Level Sensor in accordance with the Service Information.
No >> Go to 7

P0471-EXHAUST PRESSURE SENSOR 1 PERFORMANCE

The Inlet Pressure Sensor provides the ECM with the Barometric/Atmospheric Pressure signal. The ECM compares
the Atmospheric/Barometric signal to the signal of the Exhaust Pressure Sensor during low engine rpm (non-turbo-
charger boost conditions) to determine the plausibility of these sensors.
• When Monitored:
Engine speed is below 670 rpm. There are no other Exhaust Pressure Sensor DTC’s. There are no Atmo-
spheric/Barometric Pressure Sensor DTC’s..
• Set Condition:
The difference between the Exhaust Pressure Sensor Signal and the Atmospheric/Barometric Pressure Signal
is greater than 400 hpa (5.8 psi.) for at least 3.0 seconds.
Possible Causes
INTERMITTENT DTC
(F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K35) EXHAUST GAS PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K934) EXHAUST GAS PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K35) EXHAUST GAS PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(K35) EXHAUST GAS PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K934) EXHAUST GAS PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
EXHAUST GAS PRESSURE SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. EXHAUST GAS PRESSURE SENSOR CIRCUIT SHORTED TO VOLTAGE

Disconnect the Exhaust Gas Pressure Sensor connector.
Relay Connector.
Measure the voltage of the (F858) Exhaust Gas Pressure Sensor 5 Volt
Supply circuit in the Exhaust Gas Pressure Sensor connector.
Measure the voltage of the (K35) Exhaust Gas Pressure Sensor Signal
circuit in the Exhaust Gas Pressure Sensor connector.
Measure the voltage of the (K934) Exhaust Gas Pressure Sensor
Ground circuit in the Exhaust Gas Pressure Sensor connector.
Is there voltage present on any of the circuits?
Yes >> Repair the circuit that had voltage present on it for a short to voltage.
No >> Go to 3
3. EXHAUST GAS PRESSURE SENSOR CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (F858) Exhaust Gas Pressure Sensor 5
Volt Supply circuit between the Exhaust Gas Pressure Sensor connec-
Measure the resistance of the (K35) Exhaust Gas Pressure Sensor Sig-
nal circuit between the Exhaust Gas Pressure Sensor connector and
Measure the resistance of the (K934) Exhaust Gas Pressure Sensor
Ground circuit between the Exhaust Gas Pressure Sensor connector
Is the resistance below 10.0 ohms for each of the circuits?
Yes >> Go to 4
No >> Repair the circuit that measure above 10.0 ohms for an
4. EXHAUST GAS PRESSURE SENSOR CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (F858) Exhaust Gas
Pressure Sensor 5 Volt Supply circuit in the Exhaust Gas Pressure Sen-
sor connector.
Measure the resistance between ground and the (K35) Exhaust Gas
Pressure Sensor Signal circuit in the Exhaust Gas Pressure Sensor
connector.
Is the resistance between ground and each circuit above 1000
ohms?
Yes >> Go to 5
No >> Repair the circuit that measured below 1000 ohms for a
short to ground.
5. EXHAUST GAS PRESSURE SENSOR

Connect a jumper wire between the (K934) Exhaust Gas Pressure Sensor Ground circuit and the (K35) Exhaust
Gas Pressure Sensor Signal circuit in the Exhaust Gas Pressure Sensor connector.
NOTE: The scan tool should display an Exhaust Gas Pressure Sensor low voltage or short to ground DTC
NOTE: The scan tool should display an Exhaust Gas Pressure Sensor high voltage or open DTC with the
Exhaust Gas Pressure Sensor connector disconnected.
Yes >> Replace the Exhaust Gas Pressure Sensor.
No >> Go to 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Exhaust Gas Pres-
sure Sensor and the Engine Control Module (ECM).
P0472-EXHAUST PRESSURE SENSOR 1 LOW

• When Monitored:
• Set Condition:
The Exhaust Gas Pressure Sensor Signal circuit voltage is below 4.58 volts for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K35) EXHAUST GAS PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K934) EXHAUST GAS
(K35) EXHAUST GAS PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K934) EXHAUST GAS
(F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT VOLTAGE

Yes >> Go to 6
No >> Go to 3
3. (F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
Measure the resistance between ground and the (F858) Exhaust Gas
Pressure Sensor 5 Volt Supply circuit in the Exhaust Gas Pressure Sen-
sor connector.
Yes >> Go to 4
No >> Repair the (F858) Exhaust Gas Pressure Sensor 5 Volt
Supply circuit for a short to ground.
4. (F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K934) EXHAUST
GAS PRESSURE SENSOR GROUND CIRCUIT
Measure the resistance between the (F858) Exhaust Gas Pressure
Sensor 5 Volt Supply circuit and the (K934) Exhaust Gas Pressure Sen-
sor Ground circuit in the Exhaust Gas Pressure Sensor connector.
Yes >> Go to 5
Supply circuit for a short to the (K934) Exhaust Gas Pres-
sure Sensor Ground circuit.
5. (F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (F858) Exhaust Gas Pressure Sensor 5
Volt Supply circuit between the Exhaust Gas Pressure Sensor connec-
Yes >> Go to 10
Supply circuit for an open circuit or high resistance.

NOTE: The scan tool should display an Exhaust Gas Pressure Sensor high voltage or open DTC with the
Exhaust Gas Pressure Sensor connector disconnected.
Yes >> Replace the Exhaust Gas Pressure Sensor in accordance with the Service Information.
No >> Go to 7
7. (K35) EXHAUST GAS PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K35) Exhaust Gas
Pressure Sensor Signal circuit in the Exhaust Gas Pressure Sensor
connector.
Yes >> Go to 8
No >> Repair the (K35) Exhaust Gas Pressure Sensor Signal cir-
8. (K35) EXHAUST GAS PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K934) EXHAUST GAS
Measure the resistance between the (K35) Exhaust Gas Pressure Sen-
sor Signal circuit and the (K934) Exhaust Gas Pressure Sensor Ground
Yes >> Go to 9
cuit for a short to the (K934) Exhaust Gas Pressure Sensor
Ground circuit.
9. (K35) EXHAUST GAS PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
nal circuit between the Exhaust Gas Pressure Sensor connector and
Yes >> Go to 10

P0473-EXHAUST PRESSURE SENSOR 1 HIGH

• When Monitored:
• Set Condition:
The Exhaust Gas Pressure Sensor Signal circuit voltage is below 0.25 volt for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K35) EXHAUST GAS PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K934) EXHAUST GAS PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K934) EXHAUST GAS PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
Relay Connector.
Yes >> Repair the (F858) Exhaust Gas Pressure Sensor 5 Volt
Supply circuit for a short to voltage.
No >> Go to 3
3. (K35) EXHAUST GAS PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K35) Exhaust Gas Pressure Sensor Signal
Yes >> Repair the (K35) Exhaust Gas Pressure Sensor Signal cir-
No >> Go to 4
4. (K934) EXHAUST GAS PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K934) Exhaust Gas Pressure Sensor
Ground circuit in the Exhaust Gas Pressure Sensor connector.
Yes >> Repair the (K934) Exhaust Gas Pressure Sensor Ground
No >> Go to 5

Connect a jumper wire between the (K934) Exhaust Gas Pressure Sensor Ground circuit and the (K35) Exhaust
Gas Pressure Sensor Signal circuit in the Exhaust Gas Pressure Sensor connector.
NOTE: The scan tool should display an Exhaust Gas Pressure Sensor low voltage or short to ground DTC
Yes >> Replace the Exhaust Gas Pressure Sensor in accordance with the Service Information.
No >> Go to 6
6. (K35) EXHAUST GAS PRESSURE SENSOR SIGNAL OPEN OR HIGH RESISTANCE

nal between the Exhaust Gas Pressure Sensor connector and the
Yes >> Go to 7
No >> Repair the (K35) Exhaust Gas Pressure Sensor Signal for
7. (K934) EXHAUST GAS PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K934) Exhaust Gas Pressure Sensor
Ground circuit between the Exhaust Gas Pressure Sensor connector
Yes >> Go to 8
No >> Repair the (K934) Exhaust Gas Pressure Sensor Ground


• When Monitored:
• Set Condition:
Fan Relay Control circuit.
Possible Causes
FUSED (B+) FEED CIRCUITS

(N201) RADIATOR FAN CONTROL RELAY CONTROL CIRCUIT OPEN
(N201) RADIATOR FAN CONTROL RELAY CIRCUIT SHORT TO GROUND
RADIATOR FAN CONTROL RELAY
Diagnostic Test
1. RADIATOR FAN CONTROL RELAY OPERATION

NOTE: When actuating the radiator fan relays, the Radiator Fan(s) may have a delay in operation and ramp
up slowly.
With a scan tool, select Radiator Cooling Fan Relay #1 Control State to actuate the Radiator Fan Control Relay.
No >> Go To 2
Remove the Radiator Fan Control Relay.
cuits.
Yes >> Go To 3
No >> Repair the open or short to ground in the Fused B+ circuits.
Inspect the related fuse and repair as necessary.
STANDARD PROCEDURE)
3. RADIATOR FAN CONTROL RELAY CONTROL CIRCUIT

With a scan tool, select Radiator Cooling Fan Relay #1 Control State,
Toggle, to actuate the Radiator Fan Control Relay.
ator Control Relay Control circuit in the PDM.
Yes >> Replace the Radiator Fan Control Relay.
STANDARD PROCEDURE)
No >> Go To 4
4. (N201) RADIATOR FAN CONTROL RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (N201) Radiator Fan Control Relay Con-
trol circuit from the Relay to the FCM PDM — 49 way connector.
Yes >> Go To 5
No >> Replace the PDM in accordance with the Service informa-
tion.
STANDARD PROCEDURE)
5. (N201) RADIATOR FAN CONTROL RELAY CONTROL CIRCUIT SHORTED TO GROUND

Control Relay Control circuit at the Relay connection.
Yes >> Replace the PDM in accordance with the Service informa-
tion.
STANDARD PROCEDURE)
No >> Replace Front Control Module in accordance with the Ser-
vice Information.
STANDARD PROCEDURE)

• When Monitored:
• Set Condition:
Fan High Relay Control circuit.
Possible Causes
FUSED B+ CIRCUITS
(N112) RADIATOR FAN HIGH RELAY CONTROL CIRCUIT OPEN
(N112) RADIATOR FAN HIGH RELAY CONTROL CIRCUIT SHORTED TO GROUND
RADIATOR FAN HIGH RELAY
Diagnostic Test
1. RADIATOR FAN HIGH RELAY OPERATION

With a scan tool, select Radiator Cooling Fan Relay #2 Control State, to actuate the Radiator Fan High Relay.
No >> Go To 2
Remove the Radiator High Fan Relay.
cuits in the Relay connection.
Yes >> Go To 4
No >> Go To 3

With the test light still at the Fused B+ circuit (Radiator High Fan Relay), remove the Radiator Fan HI/LO Control
Relay.
When the relay is removed, does the test light illuminate brightly?
Yes >> Replace the Radiator Fan HI/LO Control Relay.
No >> Repair the open or short to ground in the Fused B+ circuits. Inspect the related fuse and repair as
necessary.
4. RADIATOR FAN HIGH RELAY CONTROL CIRCUIT

With a scan tool, select Radiator Cooling Fan Relay #2 Control State
and then Toggle, to actuate the Radiator Fan High Relay.
ator Fan High Relay Control circuit in the PDM.
Yes >> Replace the Radiator Fan High Relay.
STANDARD PROCEDURE)
No >> Go To 5
5. (N112) RADIATOR FAN HIGH RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (N112) Radiator Fan High Relay Control
circuit from the Relay connection to the FCM PDM — 49 way connec-
tor.
Yes >> Go To 6
No >> Replace the PDM in accordance with the Service Informa-
tion.
STANDARD PROCEDURE)
6. (N112) RADIATOR FAN HIGH RELAY CONTROL CIRCUIT SHORTED TO GROUND

High Control circuit at the Relay connection.
Yes >> Go To 7
No >> Replace the Front Control Module in accordance with the
STANDARD PROCEDURE)

With the probe still at the (N112) Radiator Fan High Control circuit, remove the Radiator Fan HI/LO Control Relay.
Is the resistance still below 100 ohms?
Yes >> Repair the open or short to ground in the (N112) Radiator Fan High Control circuit.
No >> Replace the Radiator Fan HI/LO Control Relay.
P0487-EGR AIRFLOW THROTTLE CONTROL CIRCUIT A OPEN

• When Monitored:
With the engine running and the EGR Airflow Control Valve Motor command off.
• Set Condition:
The Engine Control Module (ECM) detects an open (K314) EGR Airflow Control Valve Motor (+) circuit for 0.5
second.
Possible Causes
INTERMITTENT DTC
(K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT OPEN OR HIGH RESISTANCE
(K315) EGR AIRFLOW CONTROL VALVE MOTOR (-) CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the EGR Airflow Control Valve at 100%.
Yes >> Go To 2
2. (K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K314) EGR Airflow Control Valve Motor
(+) circuit between the EGR Airflow Control Valve connector and the
Yes >> Go to 3
No >> Repair the (K314) EGR Airflow Control Valve Motor (+) cir-
3. (K315) EGR AIRFLOW CONTROL VALVE MOTOR (-) CIRCUIT OPEN OR HIGH RESISTANCE
(-) circuit between the EGR Airflow Control Valve connector and the
Yes >> Go to 4
No >> Repair the (K315) EGR Airflow Control Valve Motor (-) for

Replace the EGR Airflow Control Valve in accordance with the Service Information.
With the scan tool, actuate the EGR Airflow Control Valve.
Yes >> Go to 5

P0488-EGR AIRFLOW THROTTLE CONTROL CIRCUIT PERFORMANCE

• When Monitored:
With the engine running and the EGR Airflow Control Valve Motor command on.
• Set Condition:
The Engine Control Module (ECM) detects an implausible voltage on the (K314) EGR Airflow Control Valve
Motor (+) circuit.
Possible Causes
INTERMITTENT DTC
(K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT SHORTED TO VOLTAGE
(K315) EGR AIRFLOW CONTROL VALVE MOTOR (-) CIRCUIT SHORTED TO VOLTAGE
(K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT SHORTED TO GROUND
(K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT SHORTED TO (K315) EGR AIRFLOW
CONTROL VALVE MOTOR (-) CIRCUIT
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the EGR Airflow Control Valve at 100%.
Yes >> Go To 2
2. (K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT SHORTED TO VOLTAGE
Relay Connector.
Measure the voltage of the (K314) EGR Airflow Control Valve Motor (+)
Yes >> Repair the (K314) EGR Airflow Control Valve Motor (+) cir-
No >> Go to 3
3. (K315) EGR AIRFLOW CONTROL VALVE MOTOR (-) CIRCUIT SHORTED TO VOLTAGE
Measure the voltage of the (K315) EGR Airflow Control Valve Motor (-)
circuit.
Yes >> Repair the (K315) EGR Airflow Control Valve Motor (-) cir-
No >> Go to 4
4. (K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT SHORTED TO GROUND
Control Valve Motor (+) circuit in the EGR Airflow Control Valve connec-
tor.
Yes >> Go to 5
5. (K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT SHORTED TO (K315) EGR AIRFLOW
Motor (+) circuit and the (K315) EGR Airflow Control Valve Motor (-) cir-
cuit in the EGR Airflow Control Valve connector.
Yes >> Go to 6
cuit for a short to the (K315) EGR Airflow Control Valve
Motor (-) circuit.
Yes >> Go to 7
Yes >> Go to 8
No >> Repair the (K315) EGR Airflow Control Valve Motor (-) cir-

Yes >> Go to 9

P0489-EGR CONTROL CIRCUIT LOW

• When Monitored:
With the ignition on and the EGR Solenoid command off.
• Set Condition:
The ECM detects a short to ground on the (K34) EGR Solenoid Control circuit for 2.3 seconds.
Possible Causes
INTERMITTENT DTC
EGR VALVE
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the EGR Solenoid at 100%.
Yes >> Go To 2

Disconnect the EGR Solenoid connector.
Control circuit in the EGR Solenoid connector.
Yes >> Repair the (K34) EGR Solenoid Control circuit for a short to
ground.
No >> Go to 3

between the EGR Solenoid connector and the Engine Control Module
(ECM) connector.
Yes >> Go to 4
4. EGR VALVE
harness connector.
harness connector.
at 0%?
Yes >> Replace the EGR Valve in accordance with the Service Information.
No >> Go to 5

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the EGR Valve and the
P0490-EGR CONTROL CIRCUIT HIGH

• When Monitored:
With the ignition on and the EGR Solenoid command on.
• Set Condition:
The ECM detects excessive current on the (K34) EGR Solenoid Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K34) EGR SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE
(K34) EGR SOLENOID CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
EGR VALVE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K34) EGR SOLENOID CONTROL CIRCUIT SHORTED TO VOLTAGE

Disconnect the EGR Solenoid connector.
Disconnect the Engine Control Module connector.
Relay Connector.
Measure the voltage of the (K34) EGR Solenoid Control circuit in the
Yes >> Repair the (K34) EGR Solenoid Control circuit for a short to
voltage.
No >> Go to 3
3. (K34) EGR SOLENOID CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
Measure the resistance between the (K34) EGR Solenoid Control circuit
and the (K343) Fused ASD Relay Output 2 circuit in the EGR Solenoid
connector.
Yes >> Go to 4
No >> Repair the (K34) EGR Solenoid Control circuit for a short to
the (K343) Fused ASD Relay Output 2 circuit.

between the EGR Solenoid connector and the Engine Control Module
(ECM) connector.
Yes >> Go to 5
5. EGR VALVE
Using a 12 volt test light connected to 12 volts, check the (K34) EGR
Solenoid Control circuit in the EGR Valve harness connector.
Yes >> Replace the EGR Valve in accordance with the Service
Information.
Perform the ECM Verification Test Ver. 1 (Refer to 9 -
ENGINE - DIAGNOSIS AND TESTING).
No >> Go to 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the EGR Solenoid and
P0504-BRAKE SWITCH SIGNAL CIRCUITS PLAUSIBILITY WITH REDUNDANT

CONTACT
• When Monitored:
• Set Condition:
The Primary Brake Switch Signal and Secondary Brake Switch Signal inputs to the ECM do not agree for 2
minutes.
Possible Causes
SECONDARY BRAKE SWITCH - SECONDARY SWITCH CKT OPEN
(A103) FUSED B+ CIRCUIT OPEN
(B16) SECONDARY BRAKE SWITCH SENSE CIRCUIT SHORTED TO GROUND
PRIMARY BRAKE SWITCH - PRIMARY SWITCH CKT OPEN
(B16) SECONDARY BRAKE SWITCH SENSE CIRCUIT OPEN
GROUND CIRCUIT OPEN
(L950) PRIMARY BRAKE SWITCH OUTPUT CIRCUIT SHORTED TO VOLTAGE
(L950) PRIMARY BRAKE SWITCH OUTPUT CIRCUIT OPEN
ENGINE CONTROL MODULE - SECONDARY SWITCH SIGNAL
ENGINE CONTROL MODULE - INTERNAL
ENGINE CONTROL MODULE - PRIMARY BRAKE SIGNAL
Diagnostic Test
1. CHECK THE PRIMARY BRAKE SWITCH STATUS

While observing the PRIMARY BRAKE SWITCH status on the scan tool display, press and release the brake pedal
several times.
Does the scan tool display PRIMARY BRAKE SWITCH: PRESSED and RELEASED for the appropriate
pedal position?
Yes >> Go To 2
No >> Go To 11
2. CHECK THE SECONDARY BRAKE SWITCH STATUS

While observing the SECONDARY BRAKE SWITCH status on the scan tool display, press and release the brake
pedal several times.
Does the scan tool display SECONDARY BRAKE SWITCH: PRESSED and RELEASED for the appropri-
ate pedal position
Yes >> Go To 3
No >> Go To 4
WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A DIRECT LINE WITH THE FAN. DO NOT
PUT YOUR HANDS NEAR THE PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.
wiggling the wiring harness. Look for parameter values to change and/or a DTC to set.
Review the DTC When Monitored and Set Conditions. If possible, try to duplicate the conditions under which the
DTC was set.
Refer to any Technical Service Bulletins (TSB) that may apply.
Visually inspect the related wiring harness. Look for any chafed, pierced, pinched, or partially broken wires.
Visually inspect the related wiring harness connectors. Look for broken, bent, pushed out, or corroded terminals.
4. (B16) SECONDARY BRAKE SWITCH SIGNAL CIRCUIT VOLTAGE

Disconnect the Brake Lamp Switch harness connector.
Measure the voltage between the (B16) Secondary Brake Switch Signal
circuit and ground.
Yes >> Go To 5
No >> Go To 8
5. BRAKE SWITCH - SECONDARY SIGNAL CKT OPEN

While monitoring the SECONDARY BRAKE SWITCH status with the
scan tool, connect a jumper wire between ground and the Secondary
Brake Switch Signal circuit.
Does the scan tool display change from PRESSED to
RELEASED?
Yes >> Adjust or replace the Brake Lamp Switch in accordance
No >> Go To 6

Measure the resistance between ground and the (Z904) Ground circuit.
Yes >> Go To 7
No >> Repair the (Z904) Ground circuit for an open.
7. ENGINE CONTROL MODULE - INTERNAL

Repair
Replace and program the Engine Control Module in accordance with the Service Information.
Perform the ECM VERIFICATION TEST. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
8. (B16) SECONDARY BRAKE SWITCH SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (B16) Secondary
Brake Switch Signal circuit.
Yes >> Go To 9
No >> Repair the (B16) Secondary Brake Switch Signal circuit for
a short to ground.
9. (B16) SECONDARY BRAKE SWITCH SIGNAL CIRCUIT OPEN

Measure the resistance of the (B16) Secondary Brake Switch Signal cir-
cuit.
Yes >> Go To 10
No >> Repair the (B16) Secondary Brake Switch Signal circuit for
an open.
10. ENGINE CONTROL MODULE - SECONDARY BRAKE SIGNAL

Repair
Replace and program the Engine Control Module in accordance with the Service Information.
11. (A103) FUSED B+ CIRCUIT OPEN

Using a 12-volt test light connected to ground, check the (A103) Fused
B+ circuit.
Yes >> Go To 12
No >> Repair the (A103) Fused B+ circuit for an open.
12. BRAKE LAMP SWITCH - PRIMARY SIGNAL OPEN

While monitoring the PRIM BRAKE SWITCH status with the scan tool,
connect a jumper wire between the Primary Brake Switch Signal circuit
and the Fused B(+) circuit.
Does the scan tool display change from RELEASED to
PRESSED?
Yes >> Adjust or replace the Brake Lamp Switch in accordance
No >> Go To 13
13. (L950) PRIMARY BRAKE SWITCH SIGNAL CIRCUIT SHORTED TO VOLTAGE

Relay connector.
Measure the voltage between the (L950) Primary Brake Switch Signal
circuit and ground.
Yes >> Repair the (L950) Primary Brake Switch Signal circuit for a
short to voltage.
No >> Go To 14
14. (L950) PRIMARY BRAKE SWITCH SIGNAL CIRCUIT OPEN

Measure the resistance of the (L950) Primary Brake Switch Signal cir-
cuit.
No >> Repair the (L950) Primary Brake Switch Signal circuit for an
open.
P0513-INVALID SKIM KEY

• When Monitored:
• Set Condition:
The ECM receives and invalid SKIM Key message from the SKREEM.
Possible Causes
INTERMITTENT DTC
UNPROGRAMMED IGNITION KEYS
SKREEM
Diagnostic Test
1. CHECK FOR SKREEM COMMUNICATION AND DTCS

With the scan tool, check for proper communication and active DTCs in the SKREEM.
Are any SKREEM communication problems or DTCs present?
Yes >> Refer to the symptom list for problems related to SKREEM Communication and DTCs before continuing.
No >> Go To 2

With the scan tool, clear all ECM DTCs.
Turn the ignition on and off several times pausing 10 seconds between key cycles.
With the scan tool, select View DTCs in the ECM.
Yes >> Go to 3
No >> Refer to *CHECKING FOR INTERMITTENT DTC in the symptom list. (Refer to 9 - ENGINE - DIAG-
NOSIS AND TESTING)
3. REPROGRAM IGNITION KEYS AND RETEST

With the scan tool, clear all ignition keys out of SKREEM memory.
With the scan tool, reprogram all ignition keys to the SKREEM.
Yes >> 4
4. REPLACE THE SKREEM AND RETEST

Replace and program the SKREEM in accordance with the Service Information.
Yes >> Replace and program the Engine Control Module in accordance the Service Information.
P0522-ENGINE OIL PRESSURE SENSOR CIRCUIT LOW

• When Monitored:
At engine start-up.
• Set Condition:
The ECM detects that the (G6) Oil Pressure Sensor Signal circuit is below 0.2 volt for 0.5 second.
Possible Causes
INTERMITTENT DTC
(F851) OIL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(G6) OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(F851) OIL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K936) OIL PRESSURE SENSOR
GROUND CIRCUIT
(G6) OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K936) OIL PRESSURE SENSOR GROUND
CIRCUIT
(F851) OIL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(G6) OIL PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
OIL PRESSURE SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (F851) OIL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT VOLTAGE

Disconnect the Oil Pressure Sensor connector.
Measure the voltage of the (F851) Oil Pressure Sensor 5 Volt Supply
circuit in the Oil Pressure Sensor connector.
Yes >> Go to 6
No >> Go to 3
3. (F851) OIL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (F851) Oil Pressure
Sensor 5 Volt Supply circuit in the Oil Pressure Sensor connector.
Yes >> Go to 4
No >> Repair the (F851) Oil Pressure Sensor 5 Volt Supply circuit
4. (F851) OIL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K936) OIL PRESSURE
Measure the resistance between the (F851) Oil Pressure Sensor 5 Volt
Supply circuit and the (K936) Oil Pressure Sensor Ground circuit in the
Oil Pressure Sensor connector.
Yes >> Go to 5
for a short to the (K936) Oil Pressure Sensor Ground cir-
cuit.
5. (F851) OIL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (F851) Oil Pressure Sensor 5 Volt Supply
circuit between the Oil Pressure Sensor connector and the Engine Con-
Yes >> Go to 10
6. (G6) OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (G6) Oil Pressure Sen-
sor Signal circuit in the Oil Pressure Sensor connector.
Yes >> Go to 7
No >> Repair the (G6) Oil Pressure Sensor Signal circuit for a
short to ground.
7. (G6) OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K936) OIL PRESSURE SENSOR
GROUND CIRCUIT
Measure the resistance between the (G6) Oil Pressure Sensor Signal
circuit and the (K936) Oil Pressure Sensor Ground circuit in the Oil
Pressure Sensor connector.
Yes >> Go to 8
No >> Repair the (G6) Oil Pressure Sensor Signal circuit for a
short to the (K936) Oil Pressure Sensor Ground circuit.
8. (G6) OIL PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (G6) Oil Pressure Sensor Signal circuit
between the Oil Pressure Sensor connector and the Engine Control
Yes >> Go to 9
No >> Repair the (G6) Oil Pressure Sensor Signal circuit for an
9. OIL PRESSURE SENSOR

NOTE: The scan tool should display an Oil Pressure Sensor high voltage or open DTC with the Oil Pressure
Sensor connector disconnected.
Yes >> Replace the Oil Pressure Sensor in accordance with the Service Information.
No >> Go to 10

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Oil Pressure Sensor
P0523-ENGINE OIL PRESSURE SENSOR CIRCUIT HIGH

• When Monitored:
At engine start-up.
• Set Condition:
The ECM detects that the (G6) Oil Pressure Sensor Signal circuit is above 4.88 volts for 0.5 second.
Possible Causes
INTERMITTENT DTC
(F851) OIL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(G6) OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K936) OIL PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(G6) OIL PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K936) OIL PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
OIL PRESSURE SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (F851) OIL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

Disconnect the Oil Pressure Sensor connector.
Relay Connector.
circuit in the Oil Pressure Sensor connector.
Yes >> Repair the (F851) Oil Pressure Sensor 5 Volt Supply circuit
No >> Go to 3
3. (G6) OIL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (G6) Oil Pressure Sensor Signal circuit in
the Oil Pressure Sensor connector.
Yes >> Repair the (G6) Oil Pressure Sensor Signal circuit for a
short to voltage.
No >> Go to 4
4. (K936) OIL PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K936) Oil Pressure Sensor Ground circuit
in the Oil Pressure Sensor connector.
Yes >> Repair the (K936) Oil Pressure Sensor Ground circuit for a
short to voltage.
No >> Go to 5

Connect a jumper wire between the (K936) Oil Pressure Sensor Ground circuit and the (G6) Oil Pressure Sensor
Signal circuit in the Oil Pressure Sensor connector.
NOTE: The scan tool should display an Oil Pressure Sensor low voltage or short to ground DTC with the
Yes >> Replace the Oil Pressure Sensor in accordance with the Service Information.
No >> Go to 6
6. (G6) OIL PRESSURE SENSOR SIGNAL OPEN OR HIGH RESISTANCE

Measure the resistance of the (G6) Oil Pressure Sensor Signal between
the Oil Pressure Sensor connector and the Engine Control Module
(ECM) connector.
Yes >> Go to 7
No >> Repair the (G6) Oil Pressure Sensor Signal for an open cir-
cuit or high resistance.
7. (K936) OIL PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K936) Oil Pressure Sensor Ground cir-
cuit between the Oil Pressure Sensor connector and the Engine Control
Yes >> Go to 8
No >> Repair the (K936) Oil Pressure Sensor Ground circuit for an

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Oil Pressure Sensor
P0524- ENGINE OIL PRESSURE IS TOO LOW

• When Monitored:
• Set Condition:
The Oil Pressure Sensor indicates low oil pressure for 5 seconds.
Possible Causes
MECHANICAL PROBLEM
OIL PRESSURE SENSOR FAILURE
OIL PRESSURE SENSOR CIRCUIT(S) OPEN OR HIGH RESISTANCE
Diagnostic Test
1. CHECKING FOR CURRENT DTC

NOTE: Perform Pre-diagnostic test before continuing
NOTE: Ensure the engine oil level is at the specified level and the engine oil filter is the specified filter for
this specific engine application.
NOTE: The engine must be at operating temperature for this test.
With the scan tool, erase ECM DTCs.
Start the engine several times, letting the engine run for at least 30 seconds at a time.
With the scan tool, read ECM DTCs.
Yes >> Go To 2
2. MECHANICAL PROBLEM
Refer to the Service Information and perform the Engine Oil Pressure Test.
Is the oil pressure within specification?
Yes >> Go To 3
No >> Repair as necessary.
3. CHECKING OP SENSOR CIRCUITS

Disconnect the Oil Pressure Sensor harness connector.
Measure the resistance of the each of the Oil Pressure Sensor circuits (3) between the Oil Pressure Sensor and the
ECM harness connectors.
Is the resistance below 10.0 ohms for each of the measurements?
Yes >> Replace the Oil Pressure Sensor.
No >> Repair the Oil Pressure Sensor circuit(s) that measured above 10.0 ohms for an open.
P053A-CRANKCASE VENT HEATER CONTROL CIRCUIT OPEN

• When Monitored:
With the ignition on and the Crankcase Vent Heater command off.
• Set Condition:
The ECM does not detect voltage on the (N116) Crankcase Vent Heater Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(N116) CRANKCASE VENT HEATER CONTROL CIRCUIT SHORTED TO GROUND
(N116) CRANKCASE VENT HEATER CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
CRANKCASE VENT HEATER
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the Crankcase Vent Heater.
Yes >> Go To 2
2. (N116) CRANKCASE VENT HEATER CONTROL CIRCUIT SHORTED TO GROUND

Disconnect the Crankcase Vent Heater connector.
Measure the resistance between ground and the (N116) Crankcase
Vent Heater Control circuit in the Crankcase Vent Heater connector.
Yes >> Go to 3
No >> Repair the (N116) Crankcase Vent Heater Control circuit for
a short to ground.
3. (N116) CRANKCASE VENT HEATER CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (N116) Crankcase Vent Heater Control
circuit between the Crankcase Vent Heater connector and the Engine
Yes >> Go to 4

ASD Relay Output 2 circuit in the Crankcase Vent Heater connector.
Yes >> Go to 5
5. CRANKCASE VENT HEATER

With the scan tool, actuate the Crankcase Vent Heater to On.
Using a 12 volt test light connected to 12 volts, check the (N116) Crankcase Vent Heater Control circuit in the
Crankcase Vent Heater harness connector.
Is the test light illuminated and bright while the actuator is active?
Yes >> Replace the Crankcase Vent Heater in accordance with the Service Information.
No >> Go to 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Crankcase Vent
Heater and the Engine Control Module (ECM).
P053B-CRANKCASE VENT HEATER CONTROL CIRCUIT LOW

• When Monitored:
With the ignition on and the Crankcase Vent Heater command off.
• Set Condition:
The ECM detects a short to ground on the (N116) Crankcase Vent Heater Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(N116) CRANKCASE VENT HEATER CONTROL CIRCUIT SHORTED TO GROUND
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (N116) CRANKCASE VENT HEATER CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (N116) Crankcase
Vent Heater Control circuit in the Crankcase Vent Heater connector.
Yes >> Repair the (N116) Crankcase Vent Heater Control circuit for
a short to ground.
No >> Go to 3

Yes >> Go to 4

With the scan tool, actuate the Crankcase Vent Heater to Off.
Is the test light illuminated and bright while the actuation is On and not illuminated when the actuation
is Off?
No >> Go to 5

P053C-CRANKCASE VENT HEATER CONTROL CIRCUIT HIGH

• When Monitored:
With the ignition on and the Crankcase Vent Heater command on.
• Set Condition:
The ECM detects excessive current on the (N116) Crankcase Vent Heater Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(N116) CRANKCASE VENT HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE
(N116) CRANKCASE VENT HEATER CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY
OUTPUT 2 CIRCUIT
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (N116) CRANKCASE VENT HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (N116) Crankcase Vent Heater Control cir-
cuit in the Crankcase Vent Heater connector.
Yes >> Repair the (N116) Crankcase Vent Heater Control circuit for
a short to voltage.
No >> Go to 3
3. (N116) CRANKCASE VENT HEATER CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY
OUTPUT 2 CIRCUIT
Measure the resistance between the (N116) Crankcase Vent Heater
Crankcase Vent Heater connector.
Yes >> Go to 4

Yes >> Go to 5

Is the test light illuminated and bright while the actuation is On?
No >> Go to 6

P0545-EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW - BANK 1 SENSOR 1

• When Monitored:
• Set Condition:
The ECM detects that the (K352) Pre-Catalyst Exhaust Temperature Sensor Signal circuit is shorted to ground.
Possible Causes
INTERMITTENT DTC
(K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K916)
PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND
(K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
PRE-CATALYST EXHAUST TEMPERATURE SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Disconnect the Pre-Catalyst Exhaust Temperature Sensor connector.
Measure the resistance between ground and the (K352) Pre-Catalyst
Exhaust Temperature Sensor Signal circuit in the Pre-Catalyst Exhaust
Temperature Sensor harness connector.
Yes >> Go to 3
No >> Repair the (K352) Pre-Catalyst Exhaust Temperature Sen-
3. (K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K916)

PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT
Measure the resistance between the (K352) Pre-Catalyst Exhaust Tem-
perature Sensor Signal circuit and the (K916) Pre-Catalyst Exhaust
Temperature Sensor Ground circuit in the Pre-Catalyst Exhaust Temper-
ature Sensor harness connector.
Yes >> Go to 4
sor Signal circuit for a short to the (K916) Pre-Catalyst
Exhaust Temperature Sensor Ground circuit.
4. (K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN CIRCUIT OR HIGH
RESISTANCE
Measure the resistance of the (K352) Pre-Catalyst Exhaust Temperature
Sensor Signal circuit between the Pre-Catalyst Exhaust Temperature
Sensor harness connector and the Engine Control Module (ECM) har-
ness connector.
Yes >> Go to 5
5. PRE-CATALYST EXHAUST TEMPERATURE SENSOR

NOTE: The scan tool should display a Pre-Catalyst Exhaust Temperature Sensor high voltage or open cir-
cuit DTC with the Pre-Catalyst Exhaust Temperature Sensor connector disconnected.
Does the scan tool display the DTC as described above?
Yes >> Replace the Pre-Catalyst Exhaust Temperature Sensor in accordance with the service information.
No >> Go to 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Pre-Catalyst Exhaust
Temperature Sensor and the Engine Control Module (ECM).
P0546-EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH - BANK 1 SENSOR

1
• When Monitored:
• Set Condition:
The ECM detects that the (K352) Pre-Catalyst Exhaust Temperature Sensor Signal circuit is open shorted to
voltage.
Possible Causes
INTERMITTENT DTC
(K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K916) PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K916) PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH
RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (K352) Pre-Catalyst Exhaust Temperature
Sensor Signal circuit in the Pre-Catalyst Exhaust Temperature Sensor
harness connector.
Yes >> Repair the (K352) Pre-Catalyst Exhaust Temperature Sen-
No >> Go to 3
3. (K916) PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Sensor Ground circuit in the Pre-Catalyst Exhaust Temperature Sensor
harness connector.
sor Ground circuit for a short to voltage.
No >> Go to 4
4. (K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL OPEN OR HIGH RESISTANCE

ness connector.
Yes >> Go to 5
5. (K916) PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH

RESISTANCE
Sensor Ground circuit between the Pre-Catalyst Exhaust Temperature
ness connector.
Yes >> Go to 6
sor Ground circuit for an open circuit or high resistance.

Remove the jumper wire from between cavity 30 and cavity 87 of the ASD Relay Connector.
Connect a jumper wire between the (K352) Pre-Catalyst Exhaust Temperature Sensor Signal circuit and the (K916)
Pre-Catalyst Exhaust Temperature Sensor Ground circuit in the Pre-Catalyst Exhaust Temperature Sensor harness
connector.
NOTE: The scan tool should display a Pre-Catalyst Exhaust Temperature Sensor low voltage or short to
ground DTC with the jumper wire in place.
Yes >> Replace the Pre-Catalyst Exhaust Temperature Sensor in accordance with the Service Information.
No >> Go to 7

P0562-ECM VOLTAGE TOO LOW

• When Monitored:
With the ignition on or the engine running.
• Set Condition:
The ECM detects battery voltage of 8.0 volts or less for 5.0 seconds.
Possible Causes
CHECKING ECM POWER AND GROUNDS

ECM
Diagnostic Test

NOTE: This DTC may be caused by a charging system problem. Refer to the Service Information and verify
proper charging system operation before continuing.
Yes >> Go To 2
No >> Go To 3
2. CHECK POWER AND GROUNDS

Refer to the symptom list and perform the Checking the ECM Power and Ground test.
Were any problem found with the ECM powers and grounds?
No >> Replace and program the Engine Control Module in accordance with the Service Information.
DTC was set.
P0563-ECM VOLTAGE TOO HIGH

• When Monitored:
With the ignition on or the engine running.
• Set Condition:
The ECM detects battery voltage of 16.0 volts or greater for 5.0 seconds
Possible Causes
CHECKING ECM POWER AND GROUNDS

ECM
Diagnostic Test

NOTE: This DTC may be caused by a charging system problem. Refer to the Service Information and verify
proper charging system operation before continuing.
Yes >> Go To 2
No >> Go To 3

DTC was set.
P0578-SPEED CONTROL SWITCH 1 STUCK

• When Monitored:
• Set Condition:
The Steering Control Module (SCM) has detected that the Speed Control Switch voltage is not within a cali-
brated range.
Possible Causes
INTERMITTENT SPEED CONTROL DTC

Diagnostic Test
1. DTC IS ACTIVE
With the Scan Tool, select View DTCs.
Yes >> Go to 2
No >> Go to 4

With the Scan Tool, Clear Stored DTCs.
Yes >> Go To 3

View repair.
Repair
4. INTERMITTENT SPEED CONTROL DTC

times.
P0579-SPEED CONTROL SWITCH 1 PERFORMANCE

• When Monitored:
• Set Condition:
The Steering Control Module (SCM) has detected that the Speed Control Switch #1 voltage is not within a
calibrated range.
Possible Causes

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Yes >> Go To 3

View repair.
Repair

times.
P0580-SPEED CONTROL SWITCH 1 CIRCUIT LOW

• When Monitored:
• Set Condition:
brated range.
Possible Causes

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Yes >> Go To 3

View repair.
Repair

times.
P0581-SPEED CONTROL SWITCH 1 CIRCUIT HIGH

• When Monitored:
• Set Condition:
brated range.
Possible Causes

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Yes >> Go To 3

View repair.
Repair

times.
P0585-SPEED CONTROL SWITCH 1/2 CORRELATION

• When Monitored:
• Set Condition:
brated range.
Possible Causes

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Yes >> Go To 3

View repair.
Repair

times.

• When Monitored:
• Set Condition:
brated range.
Possible Causes

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Yes >> Go To 3

View repair.
Repair

times.

• When Monitored:
• Set Condition:
brated range.
Possible Causes

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Yes >> Go To 3

View repair.
Repair

times.

• When Monitored:
• Set Condition:
brated range.
Possible Causes

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Yes >> Go To 3

View repair.
Repair

times.
P0593-SPEED CONTROL SWITCH 2 CIRCUIT HIGH

• When Monitored:
• Set Condition:
brated range.
Possible Causes

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Yes >> Go To 3

View repair.
Repair

times.
P0607-ECU INTERNAL PERFORMANCE

• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Perform several engine run cycles, turning the ignition off for at least 20 seconds between each engine run cycle.
Yes >> Go To 2

Check for proper ECM power supply from the ignition switch and the ASD relay. Check the ECM for proper ground
supply.
P0610-ECU VEHICLE OPTIONS MISMATCH

• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Perform several engine run cycles, turning the ignition off for at least 20 seconds between each engine run cycle.
Yes >> Go To 2

P0613-INTERNAL TRANSMISSION PROCESSOR

• When Monitored:
• Set Condition:
The ECM receives a CAN Bus message indicating the presence of a DTC in the TCM.
Possible Causes
VERIFY CURRENT DTC

Diagnostic Test
1. VERIFY CURRENT DTC

NOTE: Diagnose and repair all ECM DTCs prior diagnosing any DTCs set in the TCM.
NOTE: This code was set in the ECM by the Transmission Control Module to indicate a transmission fault.
Diagnosis of transmission faults should be done using the Transmission Diagnostic Information.
NOTE: When repairs have been completed, DTCs in the ECM and TCM must be cleared.
With the scan tool, erase ECM DTCs only.
Yes >> Refer to Transmission Diagnostic Information for the related symptom(s).
P0615-STARTER CONTROL CIRCUIT/OPEN

• When Monitored:
With the ignition on and the Starter Relay command off.
• Set Condition:
The ECM does not detect voltage on the (T752) Engine Starter Motor Relay Control circuit for 1.0 second.
Possible Causes
INTERMITTENT DTC
(T752) ENGINE STARTER MOTOR RELAY CONTROL CIRCUIT SHORTED TO GROUND
(T752) ENGINE STARTER MOTOR RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
(T751) FUSED IGNITION SWITCH OUTPUT (START) CIRCUIT OPEN OR HIGH RESISTANCE
STARTER RELAY
Diagnostic Test
1. DTC IS ACTIVE
Crank the engine for five seconds.
Yes >> Go To 2
2. (T752) ENGINE STARTER MOTOR RELAY CONTROL CIRCUIT SHORTED TO GROUND

Remove the Starter Relay.
Measure the resistance between ground and the (T752) Engine Starter
Motor Relay Control circuit in the Starter Relay connector.
Yes >> Go to 3
No >> Repair the (T752) Engine Starter Motor Relay Control circuit
3. (T752) ENGINE STARTER MOTOR RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (T752) Engine Starter Motor Relay Con-
trol circuit between the Starter Relay connector and the Engine Control
Yes >> Go to 4
4. (T751) FUSED IGNITION SWITCH OUTPUT (START) CIRCUIT OPEN OR HIGH RESISTANCE
Turn the Ignition Switch to the Start position.
Using a 12-volt test light connected to ground, check the Fused Ignition
Switch Output (START) circuit at the Starter Relay connector in the IPM.
Using a 12-volt test light connected to ground, check the Ignition Switch
Start Output circuit at the ECM harness connector.
Is the test light illuminated and bright for each circuit?
Yes >> Go to 5
No >> Repair the (T751) Fused Ignition Switch Output (START)
5. STARTER RELAY
Install a known good relay in place of the vehicle’s Starter Relay.
With the scan tool, actuate the Starter Relay.
Yes >> Go to 6
No >> Replace the Starter Relay in accordance with the Service Information.

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Starter Relay and
P0616-STARTER CONTROL CIRCUIT LOW

• When Monitored:
With the ignition on and the Starter Relay command off.
• Set Condition:
The ECM detects a short to ground on the (T752) Engine Starter Motor Relay Control circuit for 1.0 second.
Possible Causes
INTERMITTENT DTC
(T752) ENGINE STARTER MOTOR RELAY CONTROL CIRCUIT SHORTED TO GROUND
STARTER RELAY
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (T752) ENGINE STARTER MOTOR RELAY CONTROL CIRCUIT SHORTED TO GROUND

Disconnect the Starter Relay connector.
Measure the resistance between ground and the (T752) Engine Starter
Motor Relay Control circuit in the Starter Relay connector.
Yes >> Repair the (T752) Engine Starter Motor Relay Control circuit
No >> Go to 3
Yes >> Go to 4
4. STARTER RELAY
Yes >> Go to 5

P0617-STARTER CONTROL CIRCUIT HIGH

• When Monitored:
With the ignition on and the Starter Relay command on.
• Set Condition:
The ECM detects a short circuit on the (T752) Engine Starter Motor Relay Control circuit for at 1.0 second.
Possible Causes
INTERMITTENT DTC
(T752) ENGINE STARTER MOTOR RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
(T752) ENGINE STARTER MOTOR RELAY CONTROL CIRCUIT SHORTED TO THE (T751) FUSED IGNITION
SWITCH OUTPUT (START) CIRCUIT
STARTER RELAY
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (T752) ENGINE STARTER MOTOR RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE

Remove the Starter Relay.
Disconnect the Engine Control Module connector.
Relay Connector.
Measure the voltage of the (T752) Engine Starter Motor Relay Control
circuit in the Starter Relay connector.
Yes >> Repair the (T752) Engine Starter Motor Relay Control circuit
No >> Go to 3
3. (T752) ENGINE STARTER MOTOR RELAY CONTROL CIRCUIT SHORTED TO THE (T751) FUSED
IGNITION SWITCH OUTPUT (START) CIRCUIT
Measure the resistance between the (T752) Engine Starter Motor Relay
Control circuit and the (T751) Fused Ignition Switch Output (START) cir-
cuit in the Starter Relay connector.
Yes >> Go to 4
for a short to the (T751) Fused Ignition Switch Output
(START) circuit.
Yes >> Go to 5
5. STARTER RELAY
Yes >> Go to 6

P0627-FUEL PUMP CONTROL CIRCUIT OPEN

• When Monitored:
With the ignition on and the Fuel Pump Relay command off.
• Set Condition:
The ECM does not detect voltage on the (K31) Fuel Pump Relay Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K31) FUEL PUMP RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
FUEL PUMP RELAY
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the Fuel Pump Relay.
Yes >> Go To 2
2. (K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO GROUND

Relay Control circuit in the Fuel Pump Relay connector.
Yes >> Go to 3
No >> Repair the (K31) Fuel Pump Relay Control circuit for a short
to ground.
3. (K31) FUEL PUMP RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

between the Fuel Pump Relay connector and the Engine Control Mod-
ule (ECM) connector.
Yes >> Go to 4
No >> Repair the (K31) Fuel Pump Relay Control circuit for an

ASD Relay Output 2 circuit in the Fuel Pump Relay connector.
Yes >> Go to 5
5. FUEL PUMP RELAY

Install a known good relay in place of the vehicle’s Fuel Pump Relay.
Yes >> Go to 6
No >> Replace the Fuel Pump Relay in accordance with the Service Information.

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Pump Relay
P0628-FUEL PUMP CONTROL CIRCUIT LOW

• When Monitored:
With the ignition on and the Fuel Pump Relay command off.
• Set Condition:
The ECM detects a short to ground on the (K31) Fuel Pump Relay Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
FUEL PUMP RELAY
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO GROUND

Relay Control circuit in the Fuel Pump Relay connector.
Yes >> Repair the (K31) Fuel Pump Relay Control circuit for a short
to ground.
No >> Go to 3

Yes >> Go to 4
4. FUEL PUMP RELAY

Yes >> Go to 5

P0629-FUEL PUMP CONTROL CIRCUIT HIGH

• When Monitored:
With the ignition on and the Fuel Pump Relay command on.
• Set Condition:
The ECM detects a short circuit on the (K31) Fuel Pump Relay Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
(K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
FUEL PUMP RELAY
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE

Disconnect the MODID connector.
Relay Connector.
Measure the voltage of the (K31) Fuel Pump Relay Control circuit in the
Fuel Pump Relay connector.
Yes >> Repair the (K31) Fuel Pump Relay Control circuit for a short
to voltage.
No >> Go to 3
3. (K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
Measure the resistance between the (K31) Fuel Pump Relay Control
circuit and the (K343) Fused ASD Relay Output 2 circuit in the Fuel
Pump Relay connector.
Yes >> Go to 4
No >> Repair the (K31) Fuel Pump Relay Control circuit for a short
to the (K343) Fused ASD Relay Output 2 circuit.

Yes >> Go to 5
5. FUEL PUMP RELAY

Yes >> Go to 6


• When Monitored:
• Set Condition:
The ECM detects a low voltage on the Sensor Supply #1 circuit for 0.10 second
Possible Causes
INTERMITTENT DTC
5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
Theory of Operation
The ECM contains 3 internal 5–Volt Sensor Supply sources. Each 5–Volt Supply source is split into parallel circuits
to provide 5 volts to multiple sensors. Sensor Supply 2 provides 5 volts to the Crankshaft Position Sensor, the Fuel
Pressure Sensor, and the Boost Pressure Sensor.
Diagnostic Test

Turn the ignition off for 10 seconds.
With the scan tool, View DTCs.
Yes >> Go To 2
2. CRANKSHAFT POSITION SENSOR SHORTED TO GROUND

Measure the voltage of the (K853) Crankshaft Position Sensor 5 Volt
Supply circuit.
Yes >> Replace the Crankshaft Position Sensor.
Perform the ECM VERIFICATION TEST. (Refer to 9 -
No >> Go To 3
3. FUEL PRESSURE SENSOR SHORTED TO GROUND

Disconnect the Fuel Pressure Sensor harness connector.
circuit.
Yes >> Replace the Fuel Pressure Sensor.
No >> Go To 4
4. BOOST PRESSURE SENSOR SHORTED TO GROUND

Disconnect the Boost Pressure Sensor harness connector.
circuit.
Yes >> Replace the Boost Pressure Sensor.
No >> Go To 5
5. 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K853) Crankshaft Position Sensor 5 Volt Supply circuit.
Measure the resistance between ground and the (K350) Fuel Pressure Sensor 5 Volt Supply circuit.
Measure the resistance between ground and the (K356) Boost Pressure Sensor 5 Volt Supply circuit.
Yes >> Go To 6
No >> Repair the 5-Volt Supply circuit for a short to ground.

Inspect the (K853) Crankshaft Position Sensor 5 Volt Supply circuit between the Crankshaft Position Sensor and the
ECM.
Inspect the (K350) Fuel Pressure Sensor 5 Volt Supply circuit between the Fuel Pressure Sensor and the ECM.
Inspect the (K356) Boost Pressure Sensor 5 Volt Supply circuit between the Boost Pressure Sensor and the ECM.
P0643-SENSOR REFERENCE VOLTAGE 1 TOO HIGH

• When Monitored:
• Set Condition:
The ECM detects a short to voltage on the Sensor Supply #1 circuit for 0.10 second.
Possible Causes
INTERMITTENT DTC
(K350) FUEL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K356) BOOST PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K853) CRANKSHAFT POSITION SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
Theory of Operation
to provide 5 volts to multiple sensors. Sensor Supply 2 provides 5 volts to the Crankshaft Position Sensor, the Fuel
Pressure Sensor, and the Boost Pressure Sensor.
Diagnostic Test

Yes >> Go To 2
2. (K350) FUEL PRESSURE SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

Disconnect the Fuel Pressure Sensor harness connector.
Relay connector.
Measure the voltage on the (K350) Fuel Pressure Sensor 5-Volt Supply
circuit.
Yes >> Go To 3
3. (K356) BOOST PRESSURE SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

Disconnect the Boost Pressure Sensor harness connector.
Measure the voltage on the (K356) Boost Pressure Sensor 5 Volt Sup-
ply circuit.
Yes >> Go To 4
4. (K853) CRANKSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the (K853) Crankshaft Position Sensor 5 Volt
Supply circuit.
Yes >> Go To 5
No >> Repair the (K853) Crankshaft Position Sensor 5 Volt Supply

Inspect the (K853) Crankshaft Position Sensor 5 Volt Supply circuit between the Crankshaft Position Sensor and the
ECM.
Inspect the (K350) Fuel Pressure Sensor 5 Volt Supply circuit between the Fuel Pressure Sensor and the ECM.
Inspect the (K356) Boost Pressure Sensor 5 Volt Supply circuit between the Boost Pressure Sensor and the ECM.
P0645-A/C CLUTCH CONTROL CIRCUIT OPEN

• When Monitored:
With the ignition on and the A/C Clutch Relay command off.
• Set Condition:
The ECM does not detect voltage on the (C13) A/C Clutch Relay Control circuit for 1.0 second.
Possible Causes
INTERMITTENT DTC
(C13) A/C CLUTCH RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
A/C CLUTCH RELAY
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the A/C Clutch Relay.
Yes >> Go To 2

Remove the A/C Clutch Relay.
Measure the resistance between ground and the (C13) A/C Clutch
Relay Control circuit in the A/C Clutch Relay connector.
Yes >> Go to 3
No >> Repair the (C13) A/C Clutch Relay Control circuit for a short
to ground.
3. (C13) A/C CLUTCH RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (C13) A/C Clutch Relay Control circuit
between the A/C Clutch Relay connector and the Engine Control Mod-
Yes >> Go to 4
No >> Repair the (C13) A/C Clutch Relay Control circuit for an

ASD Relay Output 2 circuit in the Fuel Pump Relay connector.
Yes >> Go to 5
5. A/C CLUTCH RELAY

Install a known good relay in place of the vehicle’s A/C Clutch Relay.
Yes >> Go to 6
No >> Replace the A/C Clutch Relay in accordance with the Service Information.

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the A/C Clutch Relay
P0646-A/C CLUTCH CONTROL CIRCUIT LOW

• When Monitored:
With the ignition on and the A/C Clutch Relay command off.
• Set Condition:
The ECM detects a short to ground on the (C13) A/C Clutch Relay Control circuit for 1.0 second.
Possible Causes
INTERMITTENT DTC
A/C CLUTCH RELAY
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Disconnect the A/C Clutch Relay connector.
Measure the resistance between ground and the (C13) A/C Clutch
Relay Control circuit in the A/C Clutch Relay connector.
Yes >> Repair the (C13) A/C Clutch Relay Control circuit for a short
to ground.
No >> Go to 3

Yes >> Go to 4
4. A/C CLUTCH RELAY

Yes >> Go to 5

P0647-A/C CLUTCH CONTROL CIRCUIT HIGH

• When Monitored:
With the ignition on and the A/C Clutch Relay command on.
• Set Condition:
The ECM detects a short circuit on the (C13) A/C Clutch Relay Control circuit for 1.0 second.
Possible Causes
INTERMITTENT DTC
(C13) A/C CLUTCH RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
(C13) A/C CLUTCH RELAY CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
A/C CLUTCH RELAY
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (C13) A/C CLUTCH RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE

Disconnect the A/C Clutch Relay connector.
Relay Connector.
Measure the voltage of the (C13) A/C Clutch Relay Control circuit in the
A/C Clutch Relay connector.
Yes >> Repair the (C13) A/C Clutch Relay Control circuit for a short
to voltage.
No >> Go to 3
3. (C13) A/C CLUTCH RELAY CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
Measure the resistance between the (C13) A/C Clutch Relay Control cir-
cuit and the (K343) Fused ASD Relay Output 2 circuit in the A/C Clutch
Relay connector.
Yes >> Go to 4
No >> Repair the (C13) A/C Clutch Relay Control circuit for a short

Yes >> Go to 5
5. A/C CLUTCH RELAY

Yes >> Go to 6

P0652-SENSOR REFERENCE VOLTAGE 2 TOO LOW

• When Monitored:
• Set Condition:
The ECM detects low voltage on the Sensor Supply #2 circuit for 0.10 second
Possible Causes
INTERMITTENT DTC
ACCELERATOR PEDAL POSITION SENSOR
OIL PRESSURE SENSOR
EXHAUST DIFFERENTIAL PRESSURE SENSOR
Theory of Operation
to provide 5 volts to multiple sensors. Sensor Supply 3 provides 5 volts to the Inlet Pressure Sensor, Exhaust Gas
Pressure Sensor, Oil Pressure Sensor, EGR Airflow Control Servo Motor Position Sensor, and the Accelerator Pedal
Position Sensor #2.
Diagnostic Test

Yes >> Go To 2

Measure the voltage of the (F856) Accelerator Pedal Position Sensor
No. 2 5 Volt Supply circuit.
Yes >> Replace the Accelerator Pedal Position Sensor.
No >> Go To 3

Disconnect the Exhaust Gas Pressure Sensor harness connector.
Supply circuit.
Yes >> Replace the Exhaust Gas Pressure Sensor.
No >> Go To 4

Disconnect the Inlet Air Pressure Sensor harness connector.
ply circuit.
Yes >> Replace the Inlet Air Pressure Sensor.
No >> Go To 5

circuit.
Yes >> Replace the Oil Pressure Sensor.
No >> Go To 6

Disconnect the EGR Airflow Control Valve harness connector.
circuit.
Yes >> Replace the EGR Airflow Control Valve.
No >> Go To 7
7. EXHAUST DIFFERENTIAL PRESSURE SENSOR

Disconnect the Exhaust Differential Pressure Sensor harness connector.
Measure the voltage of the (K354) Exhaust Differential Pressure Sensor
5 Volt Supply circuit.
Yes >> Replace the Exhaust Differential Pressure Sensor.
No >> Go To 8
8. 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (F856) Accelerator Pedal Position Sensor No. 2 5 Volt Supply
circuit.
Measure the resistance between ground and the (F858) Exhaust Gas Pressure Sensor 5 Volt Supply circuit.
Measure the resistance between ground and the (K668) Inlet Air Pressure Sensor 5 Volt Supply circuit.
Measure the resistance between ground and the (F851) Oil Pressure Sensor 5 Volt Supply circuit.
Measure the resistance between ground and the (K313) EGR Airflow Control Valve Supply circuit.
Measure the resistance between ground and the (K354) Exhaust Differential Pressure Sensor 5 Volt Supply circuit.
Yes >> Go To 9
No >> Repair the 5-Volt Supply circuit for a short to ground.

Inspect the (F856) Accelerator Pedal Position Sensor No. 2 5 Volt Supply circuit between the Accelerator Pedal
Position Sensor and the ECM.
Inspect the (F858) Exhaust Gas Pressure Sensor 5 Volt Supply circuit between the Exhaust Gas Pressure Sensor
and the ECM.
Inspect the (K668) Inlet Air Pressure Sensor 5 Volt Supply circuit between the Inlet Air Pressure Sensor and the
ECM.
Inspect the (F851) Oil Pressure Sensor 5 Volt Supply circuit between the Oil Pressure Sensor and the ECM.
Inspect the (K313) EGR Airflow Control Valve Supply circuit between the EGR Airflow Control Valve and the ECM.
Inspect the (K354) Exhaust Differential Pressure Sensor 5 Volt Supply circuit between the Exhaust Differential Pres-
sure Sensor and the ECM.
P0653-SENSOR REFERENCE VOLTAGE 2 TOO HIGH

• When Monitored:
• Set Condition:
The ECM detects a short to voltage on the Sensor Supply #2 circuit for 0.10 second.
Possible Causes
(F856) ACCELERATOR PEDAL POSITION SENSOR NO. 2 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K668) INLET AIR PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(F851) OIL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT SHORTED TO THE (K314) EGR AIRFLOW
CONTROL VALVE MOTOR (+) CIRCUIT
(K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT SHORTED TO THE (K315) EGR AIRFLOW
Theory of Operation
to provide 5 volts to multiple sensors. Sensor Supply 3 provides 5 volts to the Inlet Pressure Sensor, Exhaust Gas
Pressure Sensor, Oil Pressure Sensor, EGR Airflow Control Servo Motor Position Sensor, and the Accelerator Pedal
Position Sensor #2.
Diagnostic Test

Yes >> Go To 2
2. (F856) ACCELERATOR PEDAL POSITION SENSOR NO. 2 5 VOLT SUPPLY CIRCUIT SHORTED TO
VOLTAGE
Disconnect the Accelerator Pedal Position Sensor harness connector.
Relay connector.
Yes >> Repair the (F856) Accelerator Pedal Position Sensor No. 2
5 Volt Supply circuit for a short to voltage.
No >> Go To 3
3. (F858) EXHAUST GAS PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
Disconnect the Exhaust Gas Pressure Sensor harness connector.
Supply circuit.
Yes >> Repair the (F858) Exhaust Gas Pressure Sensor 5 Volt
Supply circuit for a short to voltage.
No >> Go To 4
4. (K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO

VOLTAGE
5 Volt Supply circuit.
Yes >> Repair the (K354) Exhaust Differential Pressure Sensor 5
Volt Supply circuit for a short to voltage.
No >> Go To 5
5. (K668) INLET AIR PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
Disconnect the Inlet Air Pressure Sensor harness connector.
ply circuit.
Yes >> Repair the (K668) Inlet Air Pressure Sensor 5 Volt Supply
No >> Go To 6
6. (F851) OIL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

circuit.
Yes >> Repair the (F851) Oil Pressure Sensor 5 Volt Supply circuit
No >> Go To 7
7. (K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT SHORTED TO VOLTAGE

Disconnect the EGR Airflow Control Valve harness connector.
circuit.
Yes >> Replace the (K313) EGR Airflow Control Valve Supply cir-
No >> Go To 8
8. (K313) EGR AIRFLOW CONTROL VALVE SUPPLY CIRCUIT SHORTED TO THE EGR AIRFLOW CONTROL
VALVE MOTOR CIRCUIT(S)
Supply circuit and the (K314) EGR Airflow Control Valve Motor (+) cir-
cuit.
Supply circuit and the (K315) EGR Airflow Control Valve Motor (-) cir-
cuit.
Is the resistance above 1000 ohms between (K313) and both of
the Airflow Control Valve Motor circuits?
Yes >> Go To 9
for a short to the EGR Airflow Control Valve Motor circuit(s).

Inspect the (F856) Accelerator Pedal Position Sensor No. 2 5 Volt Supply circuit between the Accelerator Pedal
Position Sensor and the ECM.
Inspect the (F858) Exhaust Gas Pressure Sensor 5 Volt Supply circuit between the Exhaust Gas Pressure Sensor
and the ECM.
Inspect the (K668) Inlet Air Pressure Sensor 5 Volt Supply circuit between the Inlet Air Pressure Sensor and the
ECM.
Inspect the (F851) Oil Pressure Sensor 5 Volt Supply circuit between the Oil Pressure Sensor and the ECM.
Inspect the (K313) EGR Airflow Control Valve Supply circuit between the EGR Airflow Control Valve and the ECM.
Inspect the (K354) Exhaust Differential Pressure Sensor 5 Volt Supply circuit between the Exhaust Differential Pres-
sure Sensor and the ECM.
P0657–SOLENOID SUPPLY VOLTAGE CIRCUIT

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC

Diagnostic Test

P065A- GENERATOR PERFORMANCE

• When Monitored:
• Set Condition:
The ECM detects that the Generator output is not within specifications.
Possible Causes
GENERATOR BELT
GENERATOR BELT TENSIONER
GENERATOR B+ CIRCUIT OPEN
Diagnostic Test
1. CHECK FOR OTHER DTC’S

With the scan tool, check the ECM for LIN Bus or System Voltage related DTC’s.
Are there any LIN Bus or System Voltage related DTCs?
Yes >> Repair other DTCs before continuing.
No >> Go To 2
2. GENERATOR B+ CIRCUIT
Using a test light connected to ground, probe the B+ circuit at the generator.
Does the test tight illuminate brightly?
Continue
Go To 3
No >> Repair the Generator B+ circuit for an open.
3. CHECK GENERATOR DRIVE BELT

Visually inspect the generator drive belt for glazing, cracks and other problems.
Inspect the generator drive belt and tensioner for proper tension.
No >> Go To 4
4. TEST DRIVE THE VEHICLE

With the scan tool, erase DTC’s.
With the scan tool, read DTC’s.
P0671-CYLINDER 1 GLOW PLUG CIRCUIT

• When Monitored:
With the ignition on and the Glow Plug Module Glow Plug command on.
• Set Condition:
The Cylinder 1 Glow Plug circuit is open or shorted for 0.5 seconds.
Possible Causes
INTERMITTENT DTC
GLOW PLUG CONTROL CIRCUIT(S) OPEN
GLOW PLUG CONTROL CIRCUIT(S) SHORTED TO GROUND
GLOW PLUG CONTROL CIRCUIT(S) SHORTED TO VOLTAGE
GLOW PLUG
GLOW PLUG MODULE
Diagnostic Test

Perform several ignition cycles leaving the ignition on for at least 10 seconds then off for 10 seconds.
Yes >> Go To 2
2. GLOW PLUG CONTROL CIRCUIT OPEN

Disconnect each Glow Plug harness connector.
Disconnect the Glow Plug Module harness connector.
Measure the resistance of each Glow Plug Control circuit.
Yes >> Go To 3
No >> Repair the appropriate Glow Plug Control circuit for an open.
Perform ECM Verification Test Ver. 1. (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING)
3. GLOW PLUG CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and each Glow Plug Control circuit.
Is the resistance below 1000 ohms for any of the measurements?
Yes >> Repair the appropriate Glow Plug Control circuit for a short to ground.
No >> Go To 4
4. GLOW PLUG CONTROL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of each Glow Plug Control circuit.
Is there voltage present on any of the Glow Plug Control circuits?
Yes >> Repair the appropriate Glow Plug Control circuit for a short to voltage
No >> Go To 5
5. GLOW PLUG
Connect each Glow Plug connector.
Connect the Glow Plug Module connector.
Refer to the Service Information and perform the Glow Plug Test on each Glow plug.
Did each Glow Plug pass the test?
Yes >> Go to 6
No >> Replace the appropriate Glow Plug in accordance with the Service Information.
6. GLOW PLUG MODULE

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Glow Plugs and the
Glow Plug Module.
No >> Replace the Glow Plug Module in accordance with the Service Information.

• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
GLOW PLUG
GLOW PLUG MODULE
Diagnostic Test

Yes >> Go To 2

Yes >> Go To 3

No >> Go To 4

No >> Go To 5
5. GLOW PLUG
Yes >> Go to 6
6. GLOW PLUG MODULE

Glow Plug Module.

• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
GLOW PLUG
GLOW PLUG MODULE
Diagnostic Test

Yes >> Go To 2

Yes >> Go To 3

No >> Go To 4

Yes >> Repair the appropriate Glow Plug Control circuit for a short to voltage.
No >> Go To 5
5. GLOW PLUG
Yes >> Go to 6
6. GLOW PLUG MODULE

Glow Plug Module.

• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
GLOW PLUG
GLOW PLUG MODULE
Diagnostic Test

Yes >> Go To 2

Yes >> Go To 3

No >> Go To 4

No >> Go To 5
5. GLOW PLUG
Yes >> Go to 6
6. GLOW PLUG MODULE

Glow Plug Module.

• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
GLOW PLUG
GLOW PLUG MODULE
Diagnostic Test

Yes >> Go To 2

Yes >> Go To 3

No >> Go To 4

No >> Go To 5
5. GLOW PLUG
Yes >> Go to 6
6. GLOW PLUG MODULE

Glow Plug Module.

• When Monitored:
• Set Condition:
Possible Causes
INTERMITTENT DTC
GLOW PLUG
GLOW PLUG MODULE
Diagnostic Test

Yes >> Go To 2

Yes >> Go To 3

No >> Go To 4

No >> Go To 5
5. GLOW PLUG
Yes >> Go to 6
6. GLOW PLUG MODULE

Glow Plug Module.
P068A-ECM RELAY OFF TOO EARLY

• When Monitored:
When the ignition is turned off, during after-run mode of operation.
• Set Condition:
The internal ECM timer determines that the ASD Relay has shut off before the AFTER-RUN mode of operation
has been completed.
Possible Causes
CHECK FOR OTHER DTCS

SUBSTITUTE ASD RELAY
(K51) ASD RELAY CONTROL CIRCUIT OPEN INTERMITTENTLY
Diagnostic Test
1. CHECK FOR OTHER DTCS

With the scan tool, check for additional DTCs.
Are other DTCs present?
Yes >> Refer to the Symptom List for diagnosis of the other DTCs before continuing.
No >> Go To 2
2. CLEAR CODE AND CHECK IF THE DTC RESETS

Perform several ignition key cycles, pausing for at least 10 seconds between each cycle.
Yes >> Go To 3
3. ASD RELAY
Install a known good relay in place of the ASD Relay.
Yes >> Go To 4
4. (K51) ASD RELAY CONTROL CIRCUIT OPEN INTERMITTENTLY

Measure the resistance of the ASD Relay Control circuit while wiggling the wiring harness and connectors between
the ECM and the IPM.
Was the resistance above 10.0 ohms at any time while wiggling the wiring harness and connectors?
Yes >> Repair the ASD Relay Control circuit for an intermittent open.
P068B-ECM RELAY OFF TOO LATE

• When Monitored:
When the ignition is turned off, during AFTER-RUN mode of operation.
• Set Condition:
The internal ECM timer determines that the ASD Relay remained on for 2.0 seconds once AFTER-RUN mode
of operation has been completed.
Possible Causes
CHECK FOR OTHER DTCS

(K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND INTERMITTENTLY
ASD RELAY OUTPUT CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
1. CHECK FOR OTHER DTCS

With the scan tool, check for additional DTCs.
Are other DTCs present?
Yes >> Refer to the Symptom List for diagnosis of the other DTCs before continuing.
No >> Go To 2
2. CLEAR CODE AND CHECK IF THE DTC RESETS

Yes >> Go To 3
No >> Go To 6
3. ASD RELAY
Yes >> Go To 4
4. (K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND INTERMITTENTLY

Measure the resistance between ground and the (K51) ASD Relay Control circuit while wiggling the wiring harness
and connectors.
Was the resistance below 1000 ohms at any time while wiggling the wiring harness and connectors?
Yes >> Repair the (K51) ASD Relay Control circuit for an intermittent short to ground.
No >> Go To 5
5. ASD RELAY OUTPUT CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of the ASD Relay Output circuit.
Yes >> Replace and program the Engine Control Module in accordance with the Service Information.
No >> Repair the ASD Relay Output circuit for a short to voltage.
DTC was set.

• When Monitored:
• Set Condition:
The ECM detects low voltage on the Sensor Supply #3 circuit for 0.10 seconds.
Possible Causes
INTERMITTENT DTC
Theory of Operation
to provide 5 volts to multiple sensors. Sensor Supply 1 provides 5 volts to the Camshaft Position Sensor and the
Accelerator Pedal Position Sensor #1.
Diagnostic Test

Yes >> Go To 2

Measure the voltage of the (K844) Camshaft Position Sensor 5 Volt
Supply circuit.
Yes >> Replace the Camshaft Position Sensor.
No >> Go To 3

No >> Go To 4

Measure the resistance between ground and the (F855) Accelerator
Pedal Position Sensor No. 1 5 Volt Supply circuit.
Measure the resistance between ground and the (K844) Camshaft Posi-
tion Sensor 5 Volt Supply circuit.
Is the resistance above 1000 ohms for both circuits?
Yes >> Go To 5
No >> Repair the (F855) 5 Volt Supply circuit for a short to ground.

Inspect the (K844) Camshaft Position Sensor 5 Volt Supply circuit between the CMP harness connector and the
ECM harness connector.
Inspect the (F855) Accelerator Pedal Position Sensor No. 1 5 Volt Supply circuit between the APP Sensor harness
connector and the ECM harness connector
No >> Replace the ECM in accordance with the Service Information.
P0699-SENSOR REFERENCE VOLTAGE 3 CIRCUIT HIGH

• When Monitored:
• Set Condition:
The ECM detects a short to voltage on the Sensor Supply #3 circuit for 0.10 seconds.
Possible Causes
INTERMITTENT DTC
(F855) ACCELERATOR PEDAL POSITION SENSOR NO.1 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K844) CAMSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
Theory of Operation
to provide 5 volts to multiple sensors. Sensor Supply 1 provides 5 volts to the Camshaft Position Sensor and the
Accelerator Pedal Position Sensor #1.
Diagnostic Test

Yes >> Go To 2
2. (F855) ACCELERATOR PEDAL POSITION SENSOR NO.1 5-VOLT SUPPLY CIRCUIT SHORTED TO
VOLTAGE
Disconnect the Accelerator Pedal Position Sensor harness connector.
Relay connector.
Measure the voltage on the (F855) Accelerator Pedal Position Sensor
Yes >> Go To 3
No >> Repair the (F855) Accelerator Pedal Position Sensor No. 1
5 Volt Supply circuit for a short to voltage.
3. (K844) CAMSHAFT POSITION SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE

Measure the voltage on the (K844) Camshaft Position Sensor 5 Volt
Supply circuit.
Yes >> Go To 4
No >> Repair the (K844) Camshaft Position Sensor 5 Volt Supply

Inspect the (K844) Camshaft Position Sensor 5 Volt Supply circuit between the CMP harness connector and the
ECM harness connector.
Inspect the (F855) Accelerator Pedal Position Sensor No. 1 5 Volt Supply circuit between the APP Sensor harness
connector and the ECM harness connector
P0700-TRANSMISSION CONTROL SYSTEM (MIL REQUEST)

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC

Diagnostic Test

NOTE: Diagnose and repair all ECM DTCs prior to diagnosing any DTCs set in the TCM.
P0706-TRANSMISSION RANGE SENSOR RATIONALITY

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC
Diagnostic Test

P0730-INCORRECT GEAR RATIO

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC
Diagnostic Test

P0740–TCC OUT OF RANGE

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC
Diagnostic Test

P0743–TCC SOLENOID CIRCUIT

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC
Diagnostic Test

P0748–MODULATOR PRESSURE SOLENOID CIRCUIT

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC
Diagnostic Test

P0753 1–2 / 4–5 SOLENOID CIRCUIT

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC
Diagnostic Test

P0758 2–3 SOLENOID CIRCUIT

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC
Diagnostic Test

P0763 3–4 SOLENOID CIRCUIT

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC
Diagnostic Test

P0778–SHIFT PRESSURE SOLENOID CIRCUIT

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC
Diagnostic Test

P1451–DIESEL PARTICULATE FILTER SYSTEM PERFORMANCE

Theory of Operation
The Diesel particulate filter is an inline canister filter located in the exhaust system between the engine and the
muffler. This filter captures and stores ash particles created by the diesel combustion process. This filter is moni-
tored by the ECM with a Differential Pressure Sensor. This sensor measures the difference in exhaust system pres-
sure before and after the particulate filter through tube connections directly to the exhaust pipe. As ash accumulates
in the filter, the exhaust pressure at the inlet side of the filter increases as compared to the pressure at the outlet
side of the filter. The ECM monitors the sensor to determine when to perform a particulate filter regeneration pro-
cedure which is designed to clear “burn-off” the ash collected in the filter.
Possible Causes
DAMAGED EXHAUST SYSTEM

LEAKING EXHAUST SYSTEM
HIGH RESISTANCE IN EXHAUST DIFFERENTIAL PRESSURE SENSOR CIRCUITS
HOSE/TUBE CONNECTIONS TO THE EXHAUST DIFFERENTIAL PRESSURE SENSOR
DIESEL PARTICULATE FILTER
Diagnostic Test
Visually inspect the Exhaust Differential Pressure Sensor for physical damage, proper electrical connection and
proper mechanical connection. Ensure any tubes and/or hoses connected to the sensor are in good working con-
dition and properly connected at all ends.
Visually inspect the entire exhaust system for bent, crushed or otherwise damaged tubes which may cause an
exhaust system restriction.
Inspect the exhaust system for exhaust leaks.
No >> Go To 2
2. PARTICULATE FILTER REGENERATION

Start and idle the engine.
With the scan tool, perform the Diesel Particulate Filter Regeneration procedure.
After this procedure is complete, turn the ignition off for 60 seconds.
With the scan tool, Read DTCs in the Engine Control Module (ECM).
Yes >> Go To 3
3. EXHAUST DIFFERENTIAL SENSOR CIRCUIT HIGH RESISTANCE

Measure the resistance of each Exhaust Differential Pressure Sensor
circuit between the Exhaust Differential Pressure Sensor harness con-
nector and the ECM harness connector.
Yes >> Go To 4
No >> Repair the circuit(s) that measured above 10.0 ohms for
high resistance. (Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING)

Replace the Exhaust Differential Pressure Sensor.
Test drive the vehicle
Yes >> Replace the Diesel Particulate Filter.
P1452–DIFFERENTIAL PRESSURE SENSOR HOSE PERFORMANCE

Theory of Operation
cedure which is designed to clear or “burn-off” the ash collected in the filter.
• When Monitored:
• Set Condition:
Differential Pressure Sensor signal indicates (–)10 hpa for 15.0 seconds.
Possible Causes

Diagnostic Test
No >> Go To 2

Yes >> Go To 3

Yes >> Go To 4
TESTING)

P1453–DIFFERENTIAL PRESSURE SENSOR HOSE BLOCKED

Theory of Operation
• When Monitored:
• Set Condition:
The ECM detects differential pressure that are lower than expected for certain engine operating conditions for
2.0 seconds.
Possible Causes

Diagnostic Test
No >> Go To 2

Yes >> Go To 3

Yes >> Go To 4
TESTING)

P1454–DIFFERENTIAL PRESSURE SENSOR FLOW TOO HIGH

Theory of Operation
• When Monitored:
• Set Condition:
The ECM detects incorrect exhaust flow through the particulate filter during certain engine operating condi-
tions.
Possible Causes

Diagnostic Test
No >> Go To 2

Yes >> Go To 3

Yes >> Go To 4
TESTING)

P1648-GLOW PLUG MODULE INTERNAL

• When Monitored:
• Set Condition:
The Glow Plug Control Module reports an internal fault to the ECM.
Possible Causes
INTERMITTENT DTC
GLOW PLUG MODULE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. GLOW PLUG MODULE

Using the wiring diagram/schematic as a guide, inspect the Glow Plug Module wiring and connectors.
P1649-GLOW PLUG MODULE POWER SUPPLY CIRCUIT

• When Monitored:
With the ignition on and the Glow Plugs commanded on.
• Set Condition:
The Glow Plug Control Module reports a power supply circuit fault to the ECM.
Possible Causes
INTERMITTENT DTC
GLOW PLUG MODULE
Diagnostic Test
1. DTC IS ACTIVE
NOTE: Diagnose and repair any system voltage or ASD Relay DTCs before continuing with this test.
With the scan tool, actuate the Glow Plugs.
Yes >> Go To 2

Disconnect the Glow Plug Module connector.
ASD Relay Output 2 circuit in the Glow Plug Module connector.
Yes >> Go to 3

Using a 12 volt test light connected to B+, check the (Z921) Ground
circuit in the Glow Plug Module connector.
Yes >> Go to 4
resistance.
4. GLOW PLUG MODULE

Replace the Glow Plug Module in accordance with the Service Information.
With the scan tool, actuate the Glow Plugs.
Yes >> Go to 5

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Glow Plug Module
P1685-SKIM SYSTEM
• When Monitored:
• Set Condition:
A communication error occurs between the ECM and SKREEM.
Possible Causes
INTERMITTENT DTC
SKREEM
Diagnostic Test
1. CHECK FOR SKREEM COMMUNICATION AND DTCS

With the scan tool, check for proper communication and active DTCs in the SKREEM.
Are any SKREEM communication problems or DTCs present?
Yes >> Refer to the symptom list for problems related to SKREEM Communication and DTCs before continuing.
No >> Go To 2

Yes >> Go to 3
No >> Refer to *CHECKING FOR INTERMITTENT DTC in the symptom list. (Refer to 9 - ENGINE - DIAG-
NOSIS AND TESTING)
3. REPLACE THE SKREEM AND RETEST

Replace and program the SKREEM in accordance with the Service Information.
Yes >> Replace and program the Engine Control Module in accordance the Service Information.
P2002–DIESEL PARTICULATE FILTER EFFICIENCY BELOW THRESHOLD

Theory of Operation
• When Monitored:
• Set Condition:
The ECM detects incorrect exhaust flow through the particulate filter during certain engine operating condi-
tions.
Possible Causes

Diagnostic Test
No >> Go To 2

Yes >> Go To 3
3. EXHAUST DIFFERENTIAL PRESSURE SENSOR CIRCUIT HIGH RESISTANCE

Yes >> Go To 4
TESTING)

P2008-INTAKE MANIFOLD RUNNER (SWIRL) CONTROL CIRCUIT OPEN

• When Monitored:
With the ignition on and the Intake Swirl Servo Motor command off.
• Set Condition:
The ECM does not detect voltage on the (N117) Intake Swirl Servo Motor Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(N117) INTAKE SWIRL SERVO MOTOR CONTROL CIRCUIT SHORTED TO GROUND
(N117) INTAKE SWIRL SERVO MOTOR CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
INTAKE SWIRL SERVO MOTOR
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the Intake Swirl Servo Motor.
Yes >> Go To 2
2. (N117) INTAKE SWIRL SERVO MOTOR CONTROL CIRCUIT SHORTED TO GROUND

Disconnect the Intake Swirl Servo Motor connector.
Measure the resistance between ground and the (N117) Intake Swirl
Servo Motor Control circuit in the Intake Swirl Servo Motor connector.
Yes >> Go to 3
No >> Repair the (N117) Intake Swirl Servo Motor Control circuit
3. (N117) INTAKE SWIRL SERVO MOTOR CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (N117) Intake Swirl Servo Motor Control
circuit between the Intake Swirl Servo Motor connector and the Engine
Yes >> Go to 4

ASD Relay Output 2 circuit in the Intake Swirl Servo Motor connector.
Yes >> Go to 5
5. INTAKE SWIRL SERVO MOTOR

With the scan tool, actuate the Intake Swirl Servo Motor (Swirl Actuator)
to 100%.
Using a 12 volt test light connected to 12 volts, check the (N117) Intake
Swirl Servo Motor Control circuit in the Swirl Solenoid harness connec-
tor.
to 0%.
tor.
at 0%?
Yes >> Replace the Intake Swirl Servo Motor in accordance with the Service Information.
No >> Go to 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Intake Swirl Servo
Motor and the Engine Control Module (ECM).
P2009-INTAKE MANIFOLD RUNNER (SWIRL) CONTROL CIRCUIT LOW

• When Monitored:
With the ignition on and the Intake Swirl Servo Motor command off.
• Set Condition:
The ECM detects a short to ground on the (N117) Intake Swirl Servo Motor Control circuit for 2.3 seconds.
Possible Causes
INTERMITTENT DTC
(N117) INTAKE SWIRL SERVO MOTOR CONTROL CIRCUIT SHORTED TO GROUND
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (N117) INTAKE SWIRL SERVO MOTOR CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (N117) Intake Swirl
Servo Motor Control circuit in the Intake Swirl Servo Motor connector.
Yes >> Repair the (N117) Intake Swirl Servo Motor Control circuit
No >> Go to 3
Yes >> Go to 4

to 100%.
tor.
to 0%.
tor.
at 0%?
Yes >> Replace the Intake Swirl Servo Motor in accordance with the Service Information.
No >> Go to 5

P2010-INTAKE MANIFOLD RUNNER (SWIRL) CONTROL CIRCUIT HIGH

• When Monitored:
With the ignition on and the Intake Swirl Servo Motor command on.
• Set Condition:
The ECM detects excessive current on the (N117) Intake Swirl Servo Motor Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(N117) INTAKE SWIRL SERVO MOTOR CONTROL CIRCUIT SHORTED TO VOLTAGE
(N117) INTAKE SWIRL SERVO MOTOR CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY
OUTPUT 2 CIRCUIT
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (N117) INTAKE SWIRL SERVO MOTOR CONTROL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (N117) Intake Swirl Servo Motor Control cir-
cuit in the Intake Swirl Servo Motor connector.
Yes >> Repair the (N117) Intake Swirl Servo Motor Control circuit
No >> Go to 3
3. (N117) INTAKE SWIRL SERVO MOTOR CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD
RELAY OUTPUT 2 CIRCUIT
Measure the resistance between the (N117) Intake Swirl Servo Motor
Intake Swirl Servo Motor connector.
Yes >> Go to 4
for a short to the (K343) Fused ASD Relay Output 2 circuit.
Yes >> Go to 5

to 100%.
tor.
Is the test light illuminated and bright with the actuation at
100%?
Yes >> Replace the Intake Swirl Servo Motor in accordance with
the Service Information.
No >> Go to 6

P2032-EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW - BANK 1 SENSOR 2

• When Monitored:
• Set Condition:
The ECM detects that the (K353) Post-Catalyst Exhaust Temperature Sensor Signal circuit is shorted to
ground.
Possible Causes
INTERMITTENT DTC
(K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K915)
POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND
(K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
POST-CATALYST EXHAUST TEMPERATURE SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Disconnect the Post-Catalyst Exhaust Temperature Sensor connector.
Measure the resistance between ground and the (K353) Post-Catalyst
Exhaust Temperature Sensor Signal circuit in the Post-Catalyst Exhaust
Yes >> Go to 3
No >> Repair the (K353) Post-Catalyst Exhaust Temperature Sen-
3. (K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K915)

POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT
Measure the resistance between the (K353) Post-Catalyst Exhaust Tem-
perature Sensor Signal circuit and the (K915) Post-Catalyst Exhaust
Temperature Sensor Ground circuit in the Post-Catalyst Exhaust Tem-
perature Sensor harness connector.
Yes >> Go to 4
sor Signal circuit for a short to the (K915) Post-Catalyst
4. (K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN CIRCUIT OR HIGH
RESISTANCE
Measure the resistance of the (K353) Post-Catalyst Exhaust Tempera-
ture Sensor Signal circuit between the Post-Catalyst Exhaust Tempera-
ture Sensor harness connector and the Engine Control Module (ECM)
harness connector.
Yes >> Go to 5
5. POST-CATALYST EXHAUST TEMPERATURE SENSOR

NOTE: The scan tool should display a Post-Catalyst Exhaust Temperature Sensor high voltage or open cir-
cuit DTC with the Post-Catalyst Exhaust Temperature Sensor connector disconnected.
Yes >> Replace the Post-Catalyst Exhaust Temperature Sensor in accordance with the service information.
No >> Go to 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Post-Catalyst
Exhaust Temperature Sensor and the Engine Control Module (ECM).
P2033-EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH - BANK 1 SENSOR

2
• When Monitored:
• Set Condition:
The ECM detects that the (K353) Post-Catalyst Exhaust Temperature Sensor Signal circuit is shorted to volt-
age.
Possible Causes
INTERMITTENT DTC
(K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K915) POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K915) POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH
RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (K353) Post-Catalyst Exhaust Temperature
Sensor Signal circuit in the Post-Catalyst Exhaust Temperature Sensor
harness connector.
Yes >> Repair the (K353) Post-Catalyst Exhaust Temperature Sen-
No >> Go to 3
3. (K915) POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Sensor Ground circuit in the Post-Catalyst Exhaust Temperature Sensor
harness connector.
No >> Go to 4
4. (K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL OPEN OR HIGH RESISTANCE

harness connector.
Yes >> Go to 5
5. (K915) POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH

RESISTANCE
ture Sensor Ground circuit between the Post-Catalyst Exhaust Temper-
ature Sensor harness connector and the Engine Control Module (ECM)
harness connector.
Yes >> Go to 6

Connect a jumper wire between the (K353) Post-Catalyst Exhaust Temperature Sensor Signal circuit and the (K915)
Post-Catalyst Exhaust Temperature Sensor Ground circuit in the Post-Catalyst Exhaust Temperature Sensor harness
connector.
NOTE: The scan tool should display a Post-Catalyst Exhaust Temperature Sensor low voltage or short to
Yes >> Replace the Post-Catalyst Exhaust Temperature Sensor in accordance with the Service Information.
No >> Go to 7

P2080-EXHAUST GAS TEMPERATURE SENSOR CIRCUIT PERFORMANCE - BANK

1 SENSOR 1
• When Monitored:
At ignition on before engine crank. With no Intake Air Temp sensor DTC’s
• Set Condition:
The Engine Control Module (ECM) detects that the (K352) Pre-Catalyst Exhaust Temperature Sensor Signal
circuit voltage is implausible.
Possible Causes
INTERMITTENT DTC
(K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K916) PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K916)
PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND
(K916) PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH
RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Sensor Signal circuit in the Pre-Catalyst Exhaust Temperature Sensor
harness connector.
No >> Go to 3
3. (K916) PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Sensor Ground circuit in the Pre-Catalyst Exhaust Temperature Sensor
harness connector.
No >> Go to 4
4. (K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K352) Pre-Catalyst
Exhaust Temperature Sensor Signal circuit in the Pre-Catalyst Exhaust
Yes >> Go to 5
5. (K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K916)

PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT
Measure the resistance between the (K352) Pre-Catalyst Exhaust Tem-
perature Sensor Signal circuit and the (K916) Pre-Catalyst Exhaust
Temperature Sensor Ground circuit in the Pre-Catalyst Exhaust Temper-
ature Sensor harness connector.
Yes >> Go to 6
sor Signal circuit for a short to the (K916) Pre-Catalyst
6. (K352) PRE-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH

RESISTANCE
ness connector.
Yes >> Go to 7
7. (K916) PRE-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH

RESISTANCE
Sensor Ground circuit between the Pre-Catalyst Exhaust Temperature
ness connector.
Yes >> Go to 8

Remove the jumper wire from between cavity 30 and cavity 87 of the ASD Relay Connector and install the relay.
Connect a jumper wire between the (K916) Pre-Catalyst Exhaust Temperature Sensor Ground circuit and the (K352)
Pre-Catalyst Exhaust Temperature Sensor Signal circuit in the Pre-Catalyst Exhaust Temperature Sensor harness
connector.
NOTE: The scan tool should display a Pre-Catalyst Exhaust Temperature Sensor low voltage or short to
Yes >> Replace the Pre-Catalyst Exhaust Temperature Sensor in accordance with the Service Information.
No >> Go to 9

P2084-EXHAUST GAS TEMPERATURE SENSOR CIRCUIT PERFORMANCE - BANK

1 SENSOR 2
• When Monitored:
• Set Condition:
The Engine Control Module (ECM) detects that the (K353) Post-Catalyst Exhaust Temperature Sensor Signal
circuit voltage is implausible.
Possible Causes
INTERMITTENT DTC
(K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K915) POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K915)
POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND
(K915) POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH
RESISTANCE
Always perform the Post-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE -
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Sensor Signal circuit in the Post-Catalyst Exhaust Temperature Sensor
harness connector.
No >> Go to 3
3. (K915) POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Sensor Ground circuit in the Post-Catalyst Exhaust Temperature Sensor
harness connector.
No >> Go to 4
4. (K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K353) Post-Catalyst
Exhaust Temperature Sensor Signal circuit in the Post-Catalyst Exhaust
Yes >> Go to 5
5. (K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (K915)

POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT
Measure the resistance between the (K353) Post-Catalyst Exhaust Tem-
perature Sensor Signal circuit and the (K915) Post-Catalyst Exhaust
Temperature Sensor Ground circuit in the Post-Catalyst Exhaust Tem-
perature Sensor harness connector.
Yes >> Go to 6
sor Signal circuit for a short to the (K915) Post-Catalyst
6. (K353) POST-CATALYST EXHAUST TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH

RESISTANCE
harness connector.
Yes >> Go to 7
7. (K915) POST-CATALYST EXHAUST TEMPERATURE SENSOR GROUND CIRCUIT OPEN OR HIGH

RESISTANCE
ture Sensor Ground circuit between the Post-Catalyst Exhaust Temper-
ature Sensor harness connector and the Engine Control Module (ECM)
harness connector.
Yes >> Go to 8

Remove the jumper wire from between cavity 30 and cavity 87 of the ASD Relay Connector and install the relay.
Connect a jumper wire between the (K915) Post-Catalyst Exhaust Temperature Sensor Ground circuit and the
(K353) Post-Catalyst Exhaust Temperature Sensor Signal circuit in the Post-Catalyst Exhaust Temperature Sensor
harness connector.
NOTE: The scan tool should display a Post-Catalyst Exhaust Temperature Sensor low voltage or short to
Yes >> Replace the Post-Catalyst Exhaust Temperature Sensor in accordance with the Service Information.
No >> Go to 9

P2121-ACCELERATOR PEDAL POSITION SENSOR 1 PERFORMANCE

• When Monitored:
• Set Condition:
APP Sensor #1 and APP Sensor #2 signals do not agree.
Possible Causes
INTERMITTENT DTC
(K23) ACCELERATOR PEDAL POSITION SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K167) ACCELERATOR PEDAL POSITION SENSOR NO. 1 SENSOR GROUND CIRCUIT SHORTED TO
VOLTAGE
(K23) ACCELERATOR PEDAL POSITION SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO THE (F855)
ACCELERATOR PEDAL POSITION SENSOR NO. 1 5 VOLT SUPPLY CIRCUIT
ACCELERATOR PEDAL POSITION SENSOR NO. 2 5 VOLT SUPPLY CIRCUIT
(K23) ACCELERATOR PEDAL POSITION SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO THE (K167)
ACCELERATOR PEDAL POSITION SENSOR NO. 1 SENSOR GROUND CIRCUIT
(F855) ACCELERATOR PEDAL POSITION SENSOR NO. 1 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH
RESISTANCE
(K23) ACCELERATOR PEDAL POSITION SENSOR NO. 1 SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K167) ACCELERATOR PEDAL POSITION SENSOR NO. 1 SENSOR GROUND CIRCUIT OPEN OR HIGH
RESISTANCE
(F855) ACCELERATOR PEDAL POSITION SENSOR NO. 1 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K23) ACCELERATOR PEDAL POSITION SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO GROUND
Diagnostic Test
1. DTC IS ACTIVE
NOTE: If any Sensor reference or supply voltage DTCs are present, perform the applicable diagnostic pro-
cedure before continuing with this test.
NOTE: The APP Sensor is a device that contains two separate potentiometer type sensors. Each sensor has
its own 5-volt supply circuit, sensor ground circuit and signal circuit. The APP Sensor no longer incorpo-
rates a low-idle switch.
NOTE: The APP Sensor 2 signal should always be approximately 1/2 the voltage of the APP Sensor 1 signal.
Fully depress and release the Accelerator Pedal several times.
Yes >> Go To 2
2. ACCELERATOR PEDAL POSITION SENSOR CIRCUITS SHORTED TO VOLTAGE

Disconnect the Accelerator Pedal Position Sensor connector.
Relay Connector.
No. 1 5 Volt Supply circuit in the Accelerator Pedal Position Sensor con-
nector.
Measure the voltage of the (K23) Accelerator Pedal Position Sensor No.
1 Signal circuit in the Accelerator Pedal Position Sensor connector.
Measure the voltage of the (K167) Accelerator Pedal Position Sensor
No. 1 Sensor Ground circuit in the Accelerator Pedal Position Sensor connector.
Yes >> Repair the appropriate circuit that has voltage present.
No >> Go to 3
3. (K23) ACCELERATOR PEDAL POSITION SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO THE 5 VOLT
SUPPLY CIRCUIT
Measure the resistance between the (K23) Accelerator Pedal Position
Sensor No. 1 Signal circuit and the (F855) Accelerator Pedal Position
Sensor No. 1 5 Volt Supply circuit in the Accelerator Pedal Position
Sensor connector.
Sensor connector.
Is the resistance above 1000.0 ohms for both of the circuits?
Yes >> Go to 4
No >> Repair the shorted (K23) Accelerator Pedal Position Sensor
No. 1 Signal circuit.
4. ACCELERATOR PEDAL POSITION SENSOR CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (F855) Accelerator Pedal Position Sensor
No. 1 5 Volt Supply circuit between the Accelerator Pedal Position Sen-
sor connector and the Engine Control Module (ECM) connector.
Measure the resistance of the (K23) Accelerator Pedal Position Sensor
No. 1 Signal circuit between the Accelerator Pedal Position Sensor con-
No. 1 Sensor Ground circuit between the Accelerator Pedal Position
Sensor connector and the Engine Control Module (ECM) connector.
Yes >> Go to 5
No >> Repair the appropriate circuit that has a resistance greater
than 10.0 ohms.
5. ACCELERATOR PEDAL POSITION SENSOR CIRCUIT SHORTED TO GROUND

Pedal Position Sensor No. 1 5 Volt Supply circuit in the Accelerator
Pedal Position Sensor connector.
Measure the resistance between ground and the (K23) Accelerator
Pedal Position Sensor No. 1 Signal circuit in the Accelerator Pedal Posi-
tion Sensor connector.
Is the resistance between ground and both of the circuits
above 1000.0 ohms?
Yes >> Go to 6
No >> Repair the appropriate circuit for a short to ground.
6. (K23) ACCELERATOR PEDAL POSITION SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO THE SENSOR
GROUND CIRCUIT
Sensor No. 1 Signal circuit and the (K167) Accelerator Pedal Position
Sensor No. 1 Sensor Ground circuit in the Accelerator Pedal Position
Sensor connector.
Sensor connector.
above 1000.0 ohms?
Yes >> Go to 7

Connect a jumper wire between the (K167) Accelerator Pedal Position
Sensor No. 1 Sensor Ground circuit and the (K23) Accelerator Pedal
Position Sensor No. 1 Signal circuit in the Accelerator Pedal Position
Sensor connector.
NOTE: The scan tool should display an Accelerator Pedal Position
Sensor No. 1 low voltage or short to ground DTC with the jumper
wire in place.
Connect a jumper wire between the (F855) Accelerator Pedal Position Sensor No. 1 5 Volt Supply circuit and the
(K23) Accelerator Pedal Position Sensor No. 1 Signal circuit in the Accelerator Pedal Position Sensor connector.
NOTE: The scan tool should display an Accelerator Pedal Position Sensor No. 1 high voltage or open DTC
with the Accelerator Pedal Position Sensor connector disconnected.
Does the scan tool display the DTCs as described in BOTH cases listed above?
Yes >> Replace the Accelerator Pedal Position Sensor in accordance with the Service Information.
No >> Go to 8

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Accelerator Pedal
Position Sensor and the Engine Control Module (ECM).

• When Monitored:
• Set Condition:
The APP Sensor #1 Signal circuit is below 0.2 volts for 0.32 seconds.
Possible Causes
INTERMITTENT DTC
RESISTANCE
RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
NOTE: If a Sensor reference or supply voltage DTC is also present, perform the applicable diagnostic pro-
Yes >> Go To 2

Yes >> Go to 3
No >> Repair the appropriate circuit for an open circuit or high
resistance.

above 1000.0 ohms?
Yes >> Go to 4
GROUND CIRCUIT
Sensor connector.
Sensor connector.
above 1000.0 ohms?
Yes >> Go to 5

Connect a jumper wire between the (F855) Accelerator Pedal Position
Sensor No. 1 5 Volt Supply circuit and the (K23) Accelerator Pedal
Sensor connector.
Sensor No. 1 high voltage or open DTC with the Accelerator Pedal
Position Sensor connector disconnected.
No >> Go to 6


• When Monitored:
• Set Condition:
The APP Sensor #1 signal circuit is above 4.8 volts for 0.32 seconds.
Possible Causes
INTERMITTENT DTC
VOLTAGE
ACCELERATOR PEDAL POSITION SENSOR NO. 1 5 VOLT SUPPLY CIRCUIT OR (F856) ACCELERATOR
PEDAL POSITION SENSOR NO. 2 5 VOLT SUPPLY CIRCUIT
RESISTANCE
RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. ACCELERATOR PEDAL POSITION SENSOR CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
nector.
No >> Go to 3
SUPPLY CIRCUIT
Sensor connector.
Sensor connector.
Yes >> Go to 4

Yes >> Go to 5
resistance.

Sensor connector.
wire in place.
No >> Go to 6


• When Monitored:
• Set Condition:
The APP Sensor #2 Signal circuit is below 0.097 volts for 0.32 seconds.
Possible Causes
INTERMITTENT DTC
RESISTANCE
RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
NOTE: If a Sensor reference or supply voltage DTC is also present, perform the applicable diagnostic pro-
Yes >> Go To 2

Yes >> Go to 3
resistance.

above 1000.0 ohms?
Yes >> Go to 4
GROUND CIRCUIT
Sensor connector.
Sensor connector.
above 1000.0 ohms?
Yes >> Go to 5

Connect a jumper wire between the (F856) Accelerator Pedal Position
Sensor No. 2 5 Volt Supply circuit and the (K29) Accelerator Pedal
Sensor connector.
Sensor No. 2 high voltage or open DTC with the Accelerator Pedal
Position Sensor connector disconnected and the jumper wire in place.
No >> Go to 6


• When Monitored:
• Set Condition:
The APP Sensor #2 signal circuit is above 2.5 volts for 0.32 seconds.
Possible Causes
INTERMITTENT DTC
VOLTAGE
ACCELERATOR PEDAL POSITION SENSOR NO. 2 5 VOLT SUPPLY CIRCUIT OR (F855) ACCELERATOR
PEDAL POSITION SENSOR NO. 1 5 VOLT SUPPLY CIRCUIT
RESISTANCE
RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. ACCELERATOR PEDAL POSITION SENSOR CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
nector.
No >> Go to 3
SUPPLY CIRCUIT
Sensor connector.
Sensor connector.
Yes >> Go to 4

Yes >> Go to 5
resistance.

Sensor connector.
wire in place.
No >> Go to 6

P2138-ACCELERATOR PEDAL POSITION SENSOR 1 / 2 CORRELATION

Theory of Operation
The Accelerator Pedal Position Sensor contains two independent three wire sensors. Each sensor provides inde-
pendent pedal position signals to the ECM. The raw voltage signal from APP #1 sensor is 2 times the raw voltage
signal from APP #2. Although the raw voltage signals differ, the scan tool converts and displays these voltages as
matching percentages of pedal travel.
• When Monitored:
With the ignition on. No other APP DTC’s set. No Sensor Reference Voltage DTC’s set.
• Set Condition:
APP Sensor #1 and APP Sensor #2 signals do not agree for 0.36 seconds.
Possible Causes
INTERMITTENT DTC
RESISTANCE
RESISTANCE
RESISTANCE
RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Measure the resistance of the (F855) Accelerator Pedal Position Sensor No. 1 5 Volt Supply circuit between the
Accelerator Pedal Position Sensor connector and the Engine Control Module (ECM) connector.
Measure the resistance of the (K23) Accelerator Pedal Position Sensor No. 1 Signal circuit between the Accelerator
Pedal Position Sensor connector and the Engine Control Module (ECM) connector.
Measure the resistance of the (K167) Accelerator Pedal Position Sensor No. 1 Sensor Ground circuit between the
Measure the resistance of the (F856) Accelerator Pedal Position Sensor No. 2 5 Volt Supply circuit between the
Measure the resistance of the (K29) Accelerator Pedal Position Sensor No. 2 Signal circuit between the Accelerator
Pedal Position Sensor connector and the Engine Control Module (ECM) connector.
Measure the resistance of the (K400) Accelerator Pedal Position Sensor No. 2 Sensor Ground circuit between the
P213A-EGR AIRFLOW THROTTLE CONTROL CIRCUIT B OPEN

• When Monitored:
• Set Condition:
The ECM does not detect voltage on the (K315) EGR Airflow Control Valve Motor (-) circuit for 0.5 second.
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
Yes >> Go to 3
Yes >> Go to 4

Yes >> Go to 5

P213C-EGR AIRFLOW THROTTLE CONTROL CIRCUIT B LOW

• When Monitored:
• Set Condition:
The (K315) EGR Airflow Control Valve Motor (-) circuit is shorted to ground for 0.2 second.
Possible Causes
INTERMITTENT DTC
(K315) EGR AIRFLOW CONTROL VALVE MOTOR (-) CIRCUIT SHORTED TO GROUND
(K315) EGR AIRFLOW CONTROL VALVE MOTOR (-) CIRCUIT SHORTED TO (K314) EGR AIRFLOW CONTROL
VALVE MOTOR (+)
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (K315) EGR AIRFLOW CONTROL VALVE MOTOR (-) CIRCUIT SHORTED TO GROUND
Control Valve Motor (-) circuit in the EGR Airflow Control Valve connec-
tor.
Yes >> Go to 3
3. (K315) EGR AIRFLOW CONTROL VALVE MOTOR (-) CIRCUIT SHORTED TO (K314) EGR AIRFLOW
CONTROL VALVE MOTOR (+) CIRCUIT
Motor (-) circuit and the (K314) EGR Airflow Control Valve Motor (+) cir-
Yes >> Go to 4
Motor (+) circuit.
4. (K315) EGR AIRFLOW CONTROL VALVE MOTOR (-) CIRCUIT OPEN CIRCUIT OR HIGH RESISTANCE
Yes >> Go to 5

Yes >> Go to 6

P213D-EGR AIRFLOW THROTTLE CONTROL CIRCUIT B HIGH

• When Monitored:
• Set Condition:
The (K315) EGR Airflow Control Valve Motor (-) circuit is shorted to voltage for 0.2 seconds.
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
Relay Connector.
No >> Go to 3
No >> Go to 4
4. (K315) EGR AIRFLOW CONTROL VALVE MOTOR (-) OPEN OR HIGH RESISTANCE
Yes >> Go to 5
Yes >> Go to 6

Yes >> Go to 7

P2141-EGR AIRFLOW THROTTLE CONTROL CIRCUIT A LOW

• When Monitored:
• Set Condition:
The (K314) EGR Airflow Control Valve Motor (+) circuit is shorted to ground for 0.2 second.
Possible Causes
INTERMITTENT DTC
(K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT SHORTED TO GROUND
(K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT SHORTED TO (K315) EGR AIRFLOW
CONTROL VALVE MOTOR (-)
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. (K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT SHORTED TO GROUND
Control Valve Motor (+) circuit in the EGR Airflow Control Valve connec-
tor.
Yes >> Go to 3
3. (K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT SHORTED TO (K315) EGR AIRFLOW
Motor (+) circuit and the (K315) EGR Airflow Control Valve Motor (-) cir-
Yes >> Go to 4
Motor (-) circuit.
4. (K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) CIRCUIT OPEN CIRCUIT OR HIGH RESISTANCE
Yes >> Go to 5

Replace the EGR Airflow Control Valve in accordance with the service information.
Yes >> Go to 6

P2142-EGR AIRFLOW THROTTLE CONTROL CIRCUIT A HIGH

• When Monitored:
• Set Condition:
The (K314) EGR Airflow Control Valve Motor (+) circuit is shorted to voltage for 0.2 second.
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
Relay Connector.
No >> Go to 3
No >> Go to 4
4. (K314) EGR AIRFLOW CONTROL VALVE MOTOR (+) OPEN OR HIGH RESISTANCE
Yes >> Go to 5
Yes >> Go to 6

Yes >> Go to 7

P2146-FUEL INJECTOR GROUP 1 SUPPLY VOLTAGE CIRCUIT OPEN

• When Monitored:
• Set Condition:
The ECM detects an open circuit error on a fuel injector high-side control circuit.
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
FUEL INJECTOR LOW-SIDE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
FUEL INJECTOR
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Disconnect each Fuel Injector connector.
Measure the resistance of each Fuel Injector High-Side Control circuit between the Fuel Injector connector and the
Yes >> Go to 3
No >> Repair the Fuel Injector High-Side Control circuit for an open circuit or high resistance.
3. FUEL INJECTOR LOW-SIDE CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of each Fuel Injector Low-Side Control circuit between the Fuel Injector connector and the
Yes >> Go to 4
No >> Repair the Fuel Injector Low-Side Control circuit for an open circuit or high resistance.
4. FUEL INJECTOR
Measure the resistance between the terminals of each Fuel Injector.
Is the resistance approximately 185k ohms (+/- 10%) for each injector?
Yes >> Go to 5

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Injector and the
P2147-FUEL INJECTOR GROUP 1 SUPPLY VOLTAGE CIRCUIT LOW

• When Monitored:
• Set Condition:
The ECM detects a short to ground error on the injector high-side control circuit.
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO GROUND
FUEL INJECTOR LOW-SIDE CONTROL CIRCUIT SHORTED TO GROUND
FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO FUEL INJECTOR LOW-SIDE CONTROL
CIRCUIT
FUEL INJECTOR
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the Fuel Injector High-Side Control circuit in each Fuel Injector con-
nector.
Is the resistance above 1000.0 ohms for each circuit?
Yes >> Go to 3
No >> Repair the Fuel Injector High-Side Control circuit for a short to ground.
3. FUEL INJECTOR LOW-SIDE CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the Fuel Injector Low-Side Control circuit in each Fuel Injector con-
nector.
Yes >> Go to 4
No >> Repair the Fuel Injector Low-Side Control circuit for a short to ground.
4. FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO FUEL INJECTOR LOW-SIDE CONTROL
CIRCUIT
Measure the resistance between the Fuel Injector High-Side Control circuit and the Fuel Injector Low-Side Control
circuit in each Fuel Injector connector.
Is the resistance above 1000.0 ohms between the circuits in each connector?
Yes >> Go to 5
No >> Repair the Fuel Injector High-Side Control circuit for a short to the Fuel Injector Low-Side Control circuit.

Yes >> Go to 6

Yes >> Go to 7
7. FUEL INJECTOR
Yes >> Go to 8
No >> Replace Fuel Injector in accordance with the Service Information.

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between each Fuel Injector and
P2148-FUEL INJECTOR GROUP 1 SUPPLY VOLTAGE CIRCUIT HIGH

• When Monitored:
• Set Condition:
The ECM detects a short to voltage error on one of the injector high-side control circuits.
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE
FUEL INJECTOR LOW-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE
FUEL INJECTOR
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE

Connect a jumper wire between cavity 30 and cavity 87 of the ASD Relay Connector.
Measure the voltage of each Fuel Injector High-Side Control circuit in the Fuel Injector connector.
Yes >> Repair the Fuel Injector High-Side Control circuit for a short to voltage.
No >> Go to 3
3. FUEL INJECTOR LOW-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of each Fuel Injector Low-Side Control circuit.
Yes >> Repair the Fuel Injector Low-Side Control circuit for a short to voltage.
No >> Go to 4

Is the resistance below 10.0 ohms for all circuits?
Yes >> Go to 5

Yes >> Go to 6
6. FUEL INJECTOR
Is the resistance approximately 185k ohms (+/- 10%) for all injectors?
Yes >> Go to 7

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Injectors and
P2149-FUEL INJECTOR GROUP 2 SUPPLY VOLTAGE CIRCUIT OPEN

• When Monitored:
• Set Condition:
The ECM detects an open circuit error on a fuel injector high-side control circuit.
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Yes >> Go to 3

Yes >> Go to 4
4. FUEL INJECTOR
Yes >> Go to 5

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Injector and the
P2150-FUEL INJECTOR GROUP 2 SUPPLY VOLTAGE CIRCUIT LOW

• When Monitored:
• Set Condition:
The ECM detects a short to ground error on the injector high-side control circuit.
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO GROUND
FUEL INJECTOR LOW-SIDE CONTROL CIRCUIT SHORTED TO GROUND
FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO FUEL INJECTOR LOW-SIDE CONTROL
CIRCUIT
FUEL INJECTOR
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the Fuel Injector High-Side Control circuit in each Fuel Injector con-
nector.
Yes >> Go to 3
No >> Repair the Fuel Injector High-Side Control circuit for a short to ground.
3. FUEL INJECTOR LOW-SIDE CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the Fuel Injector Low-Side Control circuit in each Fuel Injector con-
nector.
Yes >> Go to 4
No >> Repair the Fuel Injector Low-Side Control circuit for a short to ground.
4. FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO FUEL INJECTOR LOW-SIDE CONTROL
CIRCUIT
Measure the resistance between the Fuel Injector High-Side Control circuit and the Fuel Injector Low-Side Control
circuit in each Fuel Injector connector.
Is the resistance above 1000.0 ohms between the circuits in each connector?
Yes >> Go to 5
No >> Repair the Fuel Injector High-Side Control circuit for a short to the Fuel Injector Low-Side Control circuit.

Yes >> Go to 6

Yes >> Go to 7
7. FUEL INJECTOR
Yes >> Go to 8

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between each Fuel Injector and
P2151-FUEL INJECTOR GROUP 2 SUPPLY VOLTAGE CIRCUIT HIGH

• When Monitored:
• Set Condition:
The ECM detects a short to voltage error on one of the injector high-side control circuits.
Possible Causes
INTERMITTENT DTC
FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE
FUEL INJECTOR LOW-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE
FUEL INJECTOR
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. FUEL INJECTOR HIGH-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE

Connect a jumper wire between cavity 30 and cavity 87 of the ASD Relay Connector.
Measure the voltage of each Fuel Injector High-Side Control circuit in the Fuel Injector connector.
Yes >> Repair the Fuel Injector High-Side Control circuit for a short to voltage.
No >> Go to 3
3. FUEL INJECTOR LOW-SIDE CONTROL CIRCUIT SHORTED TO VOLTAGE

Measure the voltage of each Fuel Injector Low-Side Control circuit.
Yes >> Repair the Fuel Injector Low-Side Control circuit for a short to voltage.
No >> Go to 4

Yes >> Go to 5

Yes >> Go to 6
6. FUEL INJECTOR
Is the resistance approximately 185k ohms (+/- 10%) for all injectors?
Yes >> Go to 7

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel Injectors and
P2231-O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO HEATER CIRCUIT

• When Monitored:
• Set Condition:
The ECM detects a short between the (Z43) O2 1/1 Negative Current Control circuit and the (K99) O2 1/1
Possible Causes
INTERMITTENT DTC
OUTPUT CIRCUIT
2 CIRCUIT
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2

Relay Connector.
a short to voltage.
No >> Go to 3

Yes >> Go to 4
a short to ground.
OUTPUT 2 CIRCUIT
Yes >> Go to 5
CONTROL CIRCUIT
Yes >> Go to 6

Yes >> Go to 7
No >> Repair the (Z43) 02 1/1 Negative Current Control circuit for
7. OXYGEN SENSOR
Start the engine.
Yes >> Go to 8

P2237-O2 SENSOR 1/1 PUMP CELL CURRENT CIRCUIT OPEN

• When Monitored:
• Set Condition:
The ECM detects an open on the (K43) O2 1/1 Positive Current Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO VOLTAGE
(K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO GROUND
(K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY
OUTPUT 2 CIRCUIT
(K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K99) O2 1/1 HEATER CONTROL
CIRCUIT
(K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (K43) O2 1/1 Positive Current Control circuit
in the Oxygen Sensor connector.
Yes >> Repair the (K43) O2 1/1 Positive Current Control circuit for
a short to voltage.
No >> Go to 3
3. (K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K43) O2 1/1 Positive
Yes >> Go to 4
No >> Repair the (K43) O2 1/1 Positive Current Control circuit for
a short to ground.
4. (K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY
OUTPUT 2 CIRCUIT
Measure the resistance between the (K43) O2 1/1 Positive Current
Yes >> Go to 5
5. (K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K99) O2 1/1 HEATER
CONTROL CIRCUIT
Yes >> Go to 6
6. (K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K43) O2 1/1 Positive Current Control cir-
cuit between the Oxygen Sensor connector and the Engine Control
Yes >> Go to 7
No >> Repair the (K43) 02 1/1 Positive Current Control circuit for
7. OXYGEN SENSOR
Start the engine.
Yes >> Go to 8

P2238-O2 SENSOR 1/1 PUMP CELL CURRENT CIRCUIT LOW

• When Monitored:
• Set Condition:
The ECM detects a short to ground on the (K43) O2 1/1 Positive Current Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO GROUND
(K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K99) O2 1/1 HEATER CONTROL
CIRCUIT
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K43) O2 1/1 Positive
Yes >> Go to 3
a short to ground.
3. (K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K99) O2 1/1 HEATER
CONTROL CIRCUIT
Yes >> Go to 4

Yes >> Go to 5
5. OXYGEN SENSOR
Start the engine.
Yes >> Go to 6

P2239-O2 SENSOR 1/1 PUMP CELL CURRENT CIRCUIT HIGH

• When Monitored:
• Set Condition:
The ECM detects a short to voltage on the (K43) O2 1/1 Positive Current Control circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO VOLTAGE
(K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY
OUTPUT 2 CIRCUIT
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (K43) O2 1/1 Positive Current Control circuit
in the Oxygen Sensor connector.
Yes >> Repair the (K43) O2 1/1 Positive Current Control circuit for
a short to voltage.
No >> Go to 3
3. (K43) O2 1/1 POSITIVE CURRENT CONTROL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY
OUTPUT 2 CIRCUIT
Yes >> Go to 4

Yes >> Go to 5
No >> Repair the (K43) 02 1/1 Positive Current Control circuit for
5. OXYGEN SENSOR
Start the engine.
Yes >> Go to 6

P2243-O2 SENSOR 1/1 REFERENCE VOLTAGE CIRCUIT OPEN

• When Monitored:
• Set Condition:
The ECM detects an open on the (K41) O2 1/1 Reference Signal circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO GROUND
(K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
(K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO THE (K99) O2 1/1 HEATER CONTROL CIRCUIT
(K41) O2 1/1 REFERENCE SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (K41) O2 1/1 Reference Signal circuit in the
Yes >> Repair the (K41) O2 1/1 Reference Signal circuit for a short
to voltage.
No >> Go to 3
3. (K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K41) O2 1/1 Refer-
ence Signal circuit in the Oxygen Sensor connector.
Yes >> Go to 4
No >> Repair the (K41) O2 1/1 Reference Signal circuit for a short
to ground.
4. (K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
Measure the resistance between the (K41) O2 1/1 Reference Signal cir-
cuit and the (K343) Fused ASD Relay Output 2 circuit in the Oxygen
Sensor connector.
Yes >> Go to 5
5. (K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO THE (K99) O2 1/1 HEATER CONTROL
CIRCUIT
cuit and the (K99) O2 1/1 Heater Control circuit in the Oxygen Sensor
connector.
Yes >> Go to 6
to the (K99) O2 1/1 Heater Control circuit.
6. (K41) O2 1/1 REFERENCE SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K41) O2 1/1 Reference Signal circuit
(ECM) connector.
Yes >> Go to 7
No >> Repair the (K41) 02 1/1 Reference Signal circuit for an
7. OXYGEN SENSOR
Start the engine.
Yes >> Go to 8

P2244-O2 SENSOR 1/1 REFERENCE VOLTAGE PERFORMANCE

• When Monitored:
• Set Condition:
The ECM detects an implausible voltage on the (K41) O2 1/1 Reference Signal.
Possible Causes
INTERMITTENT DTC
(K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2

Relay Connector.
to voltage.
No >> Go to 3

Yes >> Go to 4
to ground.
4. (K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT 2
CIRCUIT
cuit and the (K343) Fused ASD Relay Output 2 circuit in the Oxygen
Sensor connector.
Yes >> Go to 5
CIRCUIT
connector.
Yes >> Go to 6

(ECM) connector.
Yes >> Go to 7
7. OXYGEN SENSOR
Start the engine.
Yes >> Go to 8

P2245-O2 SENSOR 1/1 REFERENCE VOLTAGE CIRCUIT LOW

• When Monitored:
• Set Condition:
The ECM detects a short to ground on the (K41) O2 1/1 Reference Signal circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2

Yes >> Go to 3
to ground.
CIRCUIT
connector.
Yes >> Go to 4

(ECM) connector.
Yes >> Go to 5
No >> Repair the (K41) O2 1/1 Reference Signal circuit for an
5. OXYGEN SENSOR
Start the engine.
Yes >> Go to 6

P2246-O2 SENSOR 1/1 REFERENCE VOLTAGE CIRCUIT HIGH

• When Monitored:
• Set Condition:
The ECM detects a short to voltage on the (K41) O2 1/1 Reference Signal circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO THE (A15) FUSED ASD RELAY OUTPUT CIRCUIT
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2

Relay Connector.
to voltage.
No >> Go to 3
3. (K41) O2 1/1 REFERENCE SIGNAL CIRCUIT SHORTED TO THE (A15) FUSED ASD RELAY OUTPUT
CIRCUIT
cuit and the (A15) Fused ASD Relay Output circuit in the Oxygen Sen-
sor connector.
Yes >> Go to 4
to the (A15) Fused ASD Relay Output circuit.

(ECM) connector.
Yes >> Go to 5
5. OXYGEN SENSOR
Start the engine.
Yes >> Go to 6

P2280 - AIR FILTER RESTRICTION

• When Monitored:
With the engine running. The ECM compares mass airflow volume/engine rpm to atmospheric pressure.
• Set Condition:
The ECM detects a 50% or more drop in airflow through the air filter for 5 minutes.
Possible Causes
INTERMITTENT DTC
CLOGGED AIR FILTER
INTAKE AIR LEAK
Diagnostic Test

No >> Go to 2

to set.
Inspect all air intake and turbocharger related hoses/tubes and connections for leaks, restrictions and damage.
No >> Go to 3

the intake system.
P2299- BRAKE PEDAL POSITION/ACCELERATOR PEDAL POSITION

INCOMPATIBLE
• When Monitored:
With the engine running (engine speed above 570 rpm). No other APP or Brake Signal DTC’s. Vehicle speed
above 3 km/h.
• Set Condition:
The ECM detects a brake signal input (brakes applied) and Accelerator Pedal Position above 3% at the same
time for 15.0 seconds.
Possible Causes

ACCELERATOR PEDAL OBSTRUCTION
BRAKE SWITCH ADJUSTMENT
BRAKE SWITCH
INTERMITTENT WIRING/CONNECTOR PROBLEM
Diagnostic Test

NOTE: This DTC may be set if the vehicle operator is “riding” the brake pedal (driving with both feet).
Test drive the vehicle performing several stop-and-go operations.
With the scan tool, view active ECM DTCs.
Yes >> Go To 2
2. CHECK BRAKE SWITCH OPERATION

NOTE: This DTC may be set if the Brake Switch is not properly adjusted. Check Brake Switch adjustment
before continuing.
With the scan tool, read the Primary and Secondary Brake Switch Input.
Are the Primary and Secondary Brake Switch inputs operating properly?
Yes >> Go To 3
No >> Refer to the Service Information Wiring to diagnose Brake Switch and/or Brake Switch wiring problem.
3. CHECK ACCELERATOR PEDAL MOVEMENT

Check the Accelerator Pedal for obstructions or other problem that could restrict pedal travel, cause binding or pro-
hibit the pedal from traveling to the complete rest position.
No >> Go To 4
4. CHECK ACCELERATOR PEDAL POSITION SENSOR INPUT

NOTE: The Accelerator Pedal must be at the complete rest position for this test. Ensure the pedal is at rest
and free from any obstruction.
With the scan tool, read the APP #1 and APP #2 percentages.
Does the scan tool display below 2% for APP #1 and APP #2 percentages?
Yes >> Go To 5
No >> Replace the Accelerator Pedal Position Sensor.
5. INTERMITTENT APP SENSOR/BRAKE SWITCH

With the scan tool, read the APP #1 and APP #2 percentages
With the scan tool, read the Primary and Secondary Brake Switch inputs.
Fully depress and release the Brake Pedal several times.
Were any problems found with the inputs during pedal actuation for the Brakes or Accelerator?
No >> Using the wiring diagrams check the connectors and wiring associated with the Accelerator Pedal Sen-
sor and Brake Switch for damage, corrosion or other problems that could cause an intermittent DTC.
P242F–DIESEL PARTICULATE FILTER RESTRICTION — ASH ACCUMULATION

Theory of Operation
• When Monitored:
• Set Condition:
The Differential Pressure Sensor signal indicates partial clogging of the particulate filter due to the accumula-
tion of ash or other debris.
Possible Causes

Diagnostic Test
No >> Go To 2

Yes >> Go To 3

Yes >> Go To 4
TESTING)

P244B–DIESEL PARTICULATE FILTER DIFFERENTIAL PRESSURE TOO HIGH

Theory of Operation
• When Monitored:
• Set Condition:
The ECM detects excessive pressure at the particulate filter.
Possible Causes

Diagnostic Test
No >> Go To 2

Yes >> Go To 3

Yes >> Go To 4
TESTING)

P2453-DIESEL PARTICULATE FILTER DIFFERENTIAL PRESSURE SENSOR CIRCUIT

PERFORMANCE
Theory of Operation
• When Monitored:
At the beginning of engine crank.
• Set Condition:
The Differential Pressure Sensor Signal is below negative 40 hpa or above positive 40 hpa.
Possible Causes
INTERMITTENT DTC
(K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K951)
EXHAUST DIFFERENTIAL PRESSURE SENSOR GROUND
(K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH
RESISTANCE
(K355) EXHAUST DIFFERENTIAL PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
(K951) EXHAUST DIFFERENTIAL PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT VOLTAGE

Disconnect the Exhaust Differential Pressure Sensor connector.
5 Volt Supply circuit in the Exhaust Differential Pressure Sensor con-
nector.
Yes >> Go to 3
No >> Go to 6
3. (K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K354) Exhaust Differ-
ential Pressure Sensor 5 Volt Supply circuit in the Exhaust Differential
Pressure Sensor harness connector.
Yes >> Go to 4
No >> Repair the (K354) Exhaust Differential Pressure Sensor 5
Volt Supply circuit for a short to ground.
4. (K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K951)
EXHAUST DIFFERENTIAL PRESSURE SENSOR GROUND CIRCUIT
Measure the resistance between the (K354) Exhaust Differential Pres-
sure Sensor 5 Volt Supply circuit and the (K951) Exhaust Differential
Pressure Sensor Ground circuit in the Exhaust Differential Pressure
Yes >> Go to 5
Volt Supply circuit for a short to the (K951) Exhaust Differ-
ential Pressure Sensor Ground circuit.
5. (K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH
RESISTANCE
Measure the resistance of the (K354) Exhaust Differential Pressure
Sensor 5 Volt Supply circuit between the Exhaust Differential Pressure
ness connector.
Yes >> Go to 9
Volt Supply circuit for an open circuit or high resistance.
6. (K355) EXHAUST DIFFERENTIAL PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Sensor Signal circuit between the Exhaust Differential Pressure Sensor
harness connector and the Engine Control Module (ECM) harness con-
nector.
Yes >> Go to 7
No >> Repair the (K355) Exhaust Differential Pressure Sensor Sig-
nal circuit for an open circuit or high resistance.
7. (K951) EXHAUST DIFFERENTIAL PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Sensor Ground circuit between the Exhaust Differential Pressure Sen-
sor harness connector and the Engine Control Module (ECM) harness
connector.
Yes >> Go to 8
No >> Repair the (K951) Exhaust Differential Pressure Sensor

Connect a jumper between the (K355) Exhaust Differential Pressure Sensor Signal circuit and the (K951) Exhaust
Differential Pressure Sensor Ground circuit in the Exhaust Differential Pressure Sensor harness connector.
NOTE: The scan tool should display an Exhaust Differential Pressure Sensor low voltage or short to ground
Yes >> Replace the Exhaust Differential Pressure Sensor.
No >> Go to 9

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Exhaust Differential
Pressure Sensor and the Engine Control Module (ECM).

LOW
Theory of Operation
• When Monitored:
• Set Condition:
The (K355) Exhaust Differential Pressure Sensor signal is below 0.24 volts for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K355) EXHAUST DIFFERENTIAL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K951)
(K355) EXHAUST DIFFERENTIAL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K951) EXHAUST
DIFFERENTIAL PRESSURE SENSOR GROUND CIRCUIT
(K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH
RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT VOLTAGE

5 Volt Supply circuit in the Exhaust Differential Pressure Sensor har-
ness connector.
Yes >> Go to 6
No >> Go to 3
3. (K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND

ential Pressure Sensor 5 Volt Supply circuit in the Exhaust Differential
Pressure Sensor harness connector.
Yes >> Go to 4
Volt Supply circuit for a short to ground.
4. (K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO (K951)
sure Sensor 5 Volt Supply circuit and the (K951) Exhaust Differential
Pressure Sensor Ground circuit in the Exhaust Differential Pressure
Yes >> Go to 5
Volt Supply circuit for a short to the (K951) Exhaust Differ-
ential Pressure Sensor Ground circuit.
5. (K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT OPEN OR HIGH
RESISTANCE
Sensor 5 Volt Supply circuit between the Exhaust Differential Pressure
ness connector.
Yes >> Go to 10
Volt Supply circuit for an open circuit or high resistance.
6. (K355) EXHAUST DIFFERENTIAL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

ential Pressure Sensor Signal circuit in the Exhaust Differential Pres-
sure Sensor harness connector.
Yes >> Go to 7
nal circuit for a short to ground.
7. (K355) EXHAUST DIFFERENTIAL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO (K951) EXHAUST
DIFFERENTIAL PRESSURE SENSOR GROUND CIRCUIT
sure Sensor Signal circuit and the (K951) Exhaust Differential Pressure
Sensor Ground circuit in the Exhaust Differential Pressure Sensor har-
ness connector.
Yes >> Go to 8
nal circuit for a short to the (K951) Exhaust Differential
Pressure Sensor Ground circuit.
nector.
Yes >> Go to 9

Connect a jumper wire between the (K354) Exhaust Differential Pressure Sensor 5 Volt Supply circuit and the
(K355) Exhaust Differential Pressure Sensor Signal circuit in the Exhaust Differential Pressure Sensor harness con-
nector.
NOTE: The scan tool should display an Exhaust Differential Pressure Sensor high voltage or open DTC with
the Exhaust Differential Pressure Sensor connector disconnected and the jumper wire in place.
Yes >> Replace the Exhaust Differential Pressure Sensor in accordance with the Service Information.
No >> Go to 10


HIGH
Theory of Operation
• When Monitored:
• Set Condition:
The (K355) Exhaust Differential Pressure Sensor signal is above 4.96 volts for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K355) EXHAUST DIFFERENTIAL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K951) EXHAUST DIFFERENTIAL PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
(K951) EXHAUST DIFFERENTIAL PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K354) EXHAUST DIFFERENTIAL PRESSURE SENSOR 5 VOLT SUPPLY CIRCUIT SHORTED TO

VOLTAGE
Relay Connector.
5 Volt Supply circuit in the Exhaust Differential Pressure Sensor har-
ness connector.
Yes >> Repair the (K354) Exhaust Differential Pressure Sensor 5
Volt Supply circuit for a short to voltage.
No >> Go to 3
3. (K355) EXHAUST DIFFERENTIAL PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

Signal circuit in the Exhaust Differential Pressure Sensor harness con-
nector.
Yes >> Repair the (K355) Exhaust Differential Pressure Sensor Sig-
nal circuit for a short to voltage.
No >> Go to 4
4. (K951) EXHAUST DIFFERENTIAL PRESSURE SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE

Ground circuit in the Exhaust Differential Pressure Sensor harness con-
nector.
Yes >> Repair the (K951) Exhaust Differential Pressure Sensor
No >> Go to 5
nector.
Yes >> Go to 6
6. (K951) EXHAUST DIFFERENTIAL PRESSURE SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Sensor Ground circuit between the Exhaust Differential Pressure Sen-
sor harness connector and the Engine Control Module (ECM) harness
connector.
Yes >> Go to 7
No >> Repair the (K951) Exhaust Differential Pressure Sensor

Connect a jumper wire between the (K951) Exhaust Differential Pressure Sensor Ground circuit and the (K355)
Exhaust Differential Pressure Sensor Signal circuit in the Exhaust Differential Pressure Sensor harness connector.
NOTE: The scan tool should display an Exhaust Differential Pressure Sensor low voltage or short to ground
Yes >> Replace the Exhaust Differential Pressure Sensor in accordance with the Service Information.
No >> Go to 8

P2627-O2 SENSOR 1/1 PUMP CELL CURRENT TRIM CIRCUIT LOW

• When Monitored:
• Set Condition:
The ECM detects a short to ground on the (K902) O2 1/1 Pump Cell Current Trim circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT SHORTED TO GROUND
(K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT SHORTED TO THE (K99) O2 1/1 HEATER CONTROL
CIRCUIT
(K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT OPEN OR HIGH RESISTANCE
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K902) O2 1/1 Pump
Cell Current Trim circuit in the Oxygen Sensor connector.
Yes >> Go to 3
No >> Repair the (K902) O2 1/1 Pump Cell Current Trim circuit for
a short to ground.
3. (K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT SHORTED TO THE (K99) O2 1/1 HEATER CONTROL
CIRCUIT
Measure the resistance between the (K902) O2 1/1 Pump Cell Current
Trim circuit and the (K99) O2 1/1 Heater Control circuit in the Oxygen
Sensor connector.
Yes >> Go to 4
4. (K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K902) O2 1/1 Pump Cell Current Trim
Yes >> Go to 5
5. OXYGEN SENSOR
Start the engine.
Yes >> Go to 6

P2628-O2 SENSOR 1/1 PUMP CELL CURRENT TRIM CIRCUIT HIGH

• When Monitored:
• Set Condition:
The ECM detects a short to voltage on the (K902) O2 1/1 Pump Cell Current Trim circuit for 2.0 seconds.
Possible Causes
INTERMITTENT DTC
(K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT SHORTED TO VOLTAGE
(K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY OUTPUT
2 CIRCUIT
(K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT OPEN OR HIGH RESISTANCE
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2
2. (K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (K902) O2 1/1 Pump Cell Current Trim cir-
Yes >> Repair the (K902) O2 1/1 Pump Cell Current Trim circuit for
a short to voltage.
No >> Go to 3
3. (K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT SHORTED TO THE (K343) FUSED ASD RELAY
OUTPUT 2 CIRCUIT
Measure the resistance between the (K902) O2 1/1 Pump Cell Current
Trim circuit and the (K343) Fused ASD Relay Output 2 circuit in the
Yes >> Go to 4
4. (K902) O2 1/1 PUMP CELL CURRENT TRIM CIRCUIT OPEN OR HIGH RESISTANCE
Measure the resistance of the (K902) O2 1/1 Pump Cell Current Trim
Yes >> Go to 5
No >> Repair the (K902) 02 1/1 Pump Cell Current Trim circuit for
5. OXYGEN SENSOR
Start the engine.
Yes >> Go to 6

P0706-INPUT SPEED SENSOR 1/2 CORRELATION

• When Monitored:
• Set Condition:
Possible Causes
VERIFY CURRENT DTC
Diagnostic Test

P2A00-O2 SENSOR 1/1 CIRCUIT PERFORMANCE

• When Monitored:
• Set Condition:
The ECM detects an open or implausible voltage on the (Z43) O2 1/1 Negative Current Control for 2.0 sec-
onds.
Possible Causes
INTERMITTENT DTC
OUTPUT 2 CIRCUIT
CIRCUIT
OXYGEN SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
Yes >> Go To 2

Relay Connector.
a short to voltage.
No >> Go to 3

Yes >> Go to 4
a short to ground.
OUTPUT 2 CIRCUIT
Yes >> Go to 5
CONTROL CIRCUIT
Yes >> Go to 6

Yes >> Go to 7
No >> Repair the (Z43) 02 1/1 Negative Current Control circuit for
7. OXYGEN SENSOR
Start the engine.
Yes >> Go to 8

B10B3 - CABIN HEATER 1 CONTROL CIRCUIT

• When Monitored:
• Set Condition:
A Cabin Heater (PTC) #1 error message has been received over the CAN bus from the Front Control Module.
Possible Causes
INTERMITTENT DTC
DTC SET IN FRONT CONTROL MODULE (FCM)
Diagnostic Test
1. DTC IS ACTIVE
NOTE: This DTC will set if the Engine Control Module (ECM) receives a message from the Front Control
Module indicating that a PTC Heater Relay DTC is present.
With the scan tool, actuate the PTC Heater Relay 1.
Yes >> Go To 2

With the scan tool, select View DTCs in the Front Control Module.
Is there a stored or active PTC Heater Relay DTC present in the Front Control Module?
Yes >> Refer to 24 - HVAC — ELECTRICAL DIAGNOSTICS for diagnostic procedures and for further possible
causes.
B10B7 - CABIN HEATER 2 CONTROL CIRCUIT

• When Monitored:
• Set Condition:
A Cabin Heater (PTC) #2 error message has been received over the CAN bus from the Front Control Module.
Possible Causes
INTERMITTENT DTC
DTC SET IN FRONT CONTROL MODULE (FCM)
Diagnostic Test
1. DTC IS ACTIVE
NOTE: This DTC will set if the Engine Control Module (ECM) receives a message from the Front Control
Module indicating that a PTC Heater Relay DTC is present.
With the scan tool, actuate the PTC Heater Relay 2.
Yes >> Go To 2

With the scan tool, select View DTCs in the Front Control Module.
Is there a stored or active PTC Heater Relay DTC present in the Front Control Module?
Yes >> Refer to 24 - HVAC — ELECTRICAL DIAGNOSTICS for diagnostic procedures and for further possible
causes.
B1138 - CABIN HEATER 3 CONTROL CIRCUIT LOW

• When Monitored:
With the ignition on and the PTC No. 3 Relay command off.
• Set Condition:
The ECM detects a short to ground on the (K363) PTC No. 3 Relay Control circuit for 1.0 second.
Possible Causes
INTERMITTENT DTC
(K363) PTC NO. 3 RELAY CONTROL CIRCUIT SHORTED TO GROUND
(K363) PTC NO. 3 RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
PTC NO. 3 RELAY
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, actuate the PTC No. 3 Relay.
Yes >> Go To 2

Remove the PTC No. 3 Relay.
ASD Relay Output 1 circuit in the PTC No. 3 Relay connector.
Yes >> Go to 3
3. (K363) PTC NO. 3 RELAY CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K363) PTC No. 3
Relay Control circuit in the PTC No. 3 Relay connector.
Yes >> Go to 4
No >> Repair the (K363) PTC No. 3 Relay Control circuit for a
short to ground.
4. (K363) PTC NO. 3 RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (K363) PTC No. 3 Relay Control circuit
between the PTC No. 3 Relay connector and the Engine Control Mod-
ule (ECM) harness connector.
Yes >> Go to 5
No >> Repair the (K363) PTC No. 3 Relay Control circuit for an
5. PTC NO. 3 RELAY

Install a substitute PTC No. 3 Relay in place of the vehicle’s PTC No. 3 Relay.
Yes >> Go to 6
No >> Replace the PTC No. 3 Relay.

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the PTC No. 3 Relay
B1139 - CABIN HEATER 3 CONTROL CIRCUIT HIGH

• When Monitored:
With the ignition on and the PTC No. 3 Relay command on.
• Set Condition:
The ECM detects a short circuit on the (K363) PTC No. 3 Relay Control circuit voltage for 1.0 second.
Possible Causes
INTERMITTENT DTC
(K363) PTC NO. 3 RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
PTC NO. 3 RELAY
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
2. PTC NO. 3 RELAY

Yes >> Go to 3
No >> Replace the PTC No. 3 Relay in accordance with the Service Information.
3. (K363) PTC NO. 3 RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (K363) PTC No. 3 Relay Control circuit in
the PTC No. 3 Relay connector.
Yes >> Repair the (K363) PTC No. 3 Relay Control circuit for a
short to voltage.
No >> Go to 4
4. (K363) PTC NO. 3 RELAY CONTROL OPEN OR HIGH RESISTANCE

Yes >> Go to 5

B113A - CABIN HEATER 3 CONTROL CIRCUIT OPEN

• When Monitored:
With the ignition on and the PTC No. 3 Relay command off.
• Set Condition:
The ECM does not detect voltage on the (K363) PTC No. 3 Relay Control circuit for 1.0 second.
Possible Causes
INTERMITTENT DTC
(K363) PTC NO. 3 RELAY CONTROL CIRCUIT SHORTED TO GROUND
PTC NO. 3 RELAY
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2

Remove the PTC No. 3 Relay.
ASD Relay Output 1 circuit in the PTC No. 3 Relay connector.
Yes >> Go to 3
3. (K363) PTC NO. 3 RELAY CONTROL CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (K363) PTC No. 3
Relay Control circuit in the PTC No. 3 Relay connector.
Yes >> Go to 4
No >> Repair the (K363) PTC No. 3 Relay Control circuit for a
short to ground.
4. (K363) PTC NO. 3 RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

Yes >> Go to 5
5. PTC NO. 3 RELAY

Yes >> Go to 6
No >> Replace the PTC No. 3 Relay.

B1C32- AIRBAG DEPLOYMENT DETECTED

• When Monitored:
• Set Condition:
The ACM sends a CAN Bus message to the ECM indicating that the airbags have been deployed.
Diagnostic Test
1. DTC EXPLANATION
NOTE: This DTC indicates that the vehicle has been in an accident and the airbag module has deployed the
airbags.
View Repair.
U0101-LOST COMMUNICATION WITH TRANSMISSION CONTROL MODULE

• When Monitored:
• Set Condition:
The ECM doesn’t receive a Bus Message from the Transmission Control Module.
Possible Causes
INTERMITTENT DTC
CAN BUS OPEN OR SHORTED CONDITION
TRANSMISSION CONTROL MODULE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE

• When Monitored:
Continuously while the system is active.
• Set Condition:
The ECM doesn’t receive a Bus Message from the Electric Gear Shift Module.
Possible Causes
INTERMITTENT DTC
ELECTRIC GEAR SHIFT MODULE
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
U1132-GENERATOR COMMUNICATION

• When Monitored:
• Set Condition:
The ECM isn’t receiving a LIN bus message from the Generator.
Possible Causes
INTERMITTENT DTC
(D509) LIN BUS CIRCUIT OPEN OR HIGH RESISTANCE
GENERATOR
Diagnostic Test
1. DTC IS ACTIVE
With a scan tool, View DTCs.
Record all DTC information.
NOTE: If DTC U1008 LIN 1 BUS is active in addition to this DTC, perform the diagnostic procedure for that
DTC before continuing with this test.
NOTE: If DTC U0106 LOST COMMUNICATION WITH GLOW PLUG MODULE is active or stored in addition to
this DTC, proceed with this diagnostic procedure.
With a scan tool, Clear DTCs.
Monitor the scan tool for at least 2 minutes.
Yes >> Go To 2
No >> Refer to the INTERMITTENT CONDITION Diagnostic Procedure. (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)
2. U0106 LOST COMMUNICATION WITH GLOW PLUG MODULE DTC IS PRESENT

Is DTC U0106 LOST COMMUNICATION WITH GLOW PLUG MODULE Active in addition to this DTC?
Yes >> Go To 3
No >> Go To 4
3. (D509) LIN BUS CIRCUIT OPEN OR HIGH RESISTANCE

Disconnect the Generator connector.
Measure the resistance of the (D509) LIN Bus circuit between the Gen-
erator connector and the Engine Control Module (ECM) connector.
Measure the resistance of the (D509) LIN Bus circuit between the Glow
Plug Module connector and the Engine Control Module (ECM) connec-
tor.
Is the resistance below 10 ohms for both measurements?
Yes >> Go To 6
No >> Repair the (D509) LIN Bus for an open circuit or high resis-
tance.

Yes >> Go To 5
No >> Repair the (D509) LIN Bus for an open circuit or high resis-
tance.
5. GENERATOR
Ignition off, engine not running.
Replace the Generator in accordance with the Service Information.
Yes >> Go to 6

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Generator and the
U0114-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE

• When Monitored:
• Set Condition:
The ECM doesn’t receive a Bus Message from the Final Drive Control Module (FDCM).
Possible Causes
INTERMITTENT DTC
FINAL DRIVE CONTROL MODULE (FDCM)
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE

• When Monitored:
• Set Condition:
The ECM doesn’t receive a Bus Message from the Anti-lock Brake Module.
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE

• When Monitored:
• Set Condition:
The ECM doesn’t receive a Bus Message from the Front Control Module.
Possible Causes
INTERMITTENT DTC
FRONT CONTROL MODULE (FCM)
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
U0402-IMPLAUSIBLE DATA RECEIVED FROM TCM

• When Monitored:
• Set Condition:
An error message has been received over the bus from the Transmission Control Module (TCM).
Possible Causes
INTERMITTENT DTC
TRANSMISSION CONTROL MODULE (TCM)
Diagnostic Test
1. ACTIVE DTC
NOTE: Diagnose all CAN B and C communication DTCs before continuing.
With a scan tool, view DTCs.
Yes >> Go To 2
AND TESTING)
2. COMMUNICATION DTCS PRESENT IN THE TRANSMISSION CONTROL MODULE (TCM)

With a scan tool check for DTCs in the Transmission Control Module (TCM).
Are there any CAN bus DTCs active in the Transmission Control Module (TCM) at this time?
Yes >> Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for addi-
tional vehicle communication diagnostic procedures.
No >> Replace and program the Engine Control Module (ECM) in accordance with the Service Information.
U0415-IMPLAUSIBLE DATA RECEIVED FROM ABS

• When Monitored:
• Set Condition:
An error message has been received over the bus from the Anti-lock Brake Module.
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
AND TESTING)
2. COMMUNICATION DTCS PRESENT IN THE ANTI-LOCK BRAKE MODULE

With a scan tool check for DTCs in the Anti-lock Brake Module.
Are there any CAN bus DTCs active in the Anti-lock Brake Module at this time?
U0429-IMPLAUSIBLE DATA RECEIVED FROM SCM

• When Monitored:
• Set Condition:
An error message has been received over the bus from the Steering Control Module (SCM).
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
AND TESTING)
2. COMMUNICATION DTCS PRESENT IN THE STEERING CONTROL MODULE (SCM)

With a scan tool check for DTCs in the Steering Control Module (SCM).
Are there any CAN bus DTCs active in the Steering Control Module (SCM) at this time?
U1004-CAN C BUS TRANSMIT PERFORMANCE

• When Monitored:
Continuously while the system is active and there are no ECM system voltage DTCs present.
• Set Condition:
The ECM is reporting an error condition when attempting to transmit a CAN bus message.
Possible Causes
INTERMITTENT DTC
CAN BUS ERROR CONDITION
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
AND TESTING)
2. COMMUNICATION DTCS PRESENT

With a scan tool check for any other communication DTCs present in other modules on the CAN C bus.
Are there any CAN C bus DTCs active at this time?
U1008-LIN 1 BUS

• When Monitored:
• Set Condition:
The ECM is receiving a LIN bus error message.
Possible Causes
INTERMITTENT DTC
(D509) LIN BUS CIRCUIT SHORTED TO GROUND
(D509) LIN BUS CIRCUIT SHORTED TO VOLTAGE
GLOW PLUG MODULE
GENERATOR
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go To 2
AND TESTING)
2. GLOW PLUG MODULE

NOTE: If the Glow Plug Module LIN bus circuit is shorted internally, the LIN Bus DTC will not set with the
module disconnected. If the LIN bus is shorted to voltage or ground, or the Generator is internally shorted,
this DTC will remain Active.
Yes >> Go To 3
3. GENERATOR
NOTE: If the Generator LIN bus circuit is shorted internally, the LIN Bus DTC will not set with the Generator
disconnected. If the LIN bus is shorted to voltage or ground, this DTC will remain Active.
Yes >> Go To 4
No >> Replace the Generator in accordance with the Service Information.
4. (D509) LIN BUS CIRCUIT SHORTED TO GROUND

Measure the resistance between ground and the (D509) LIN Bus circuit
in the Generator connector.
Yes >> Go To 5
No >> Repair the (D509) LIN Bus for a short to ground.
5. (D509) LIN BUS CIRCUIT SHORTED TO VOLTAGE

Relay Connector.
Measure the voltage of the (D509) LIN Bus circuit in the Generator con-
nector.
Yes >> Repair the (D509) LIN Bus circuit for a short to voltage.
No >> Go To 6

U110A-LOST COMMUNICATION WITH SCM - CAN-C

• When Monitored:
• Set Condition:
The ECM doesn’t receive a Bus Message from the Steering Control Module (SCM).
Possible Causes
INTERMITTENT DTC
Diagnostic Test
1. DTC IS ACTIVE
Start the engine.
U1113-LOST AC PRESSURE MESSAGE

• When Monitored:
• Set Condition:
An invalid message has been received over the bus from the Front Control Module (FCM).
Possible Causes
INTERMITTENT DTC
FRONT CONTROL MODULE (FCM)
Diagnostic Test
1. ACTIVE DTC
Yes >> Go To 2
AND TESTING)
2. COMMUNICATION DTCS PRESENT IN THE FRONT CONTROL MODULE (FCM)

With a scan tool check for DTCs in the Front Control Module (FCM).
Are there any CAN bus DTCs active in the Front Control Module (FCM) at this time?
U1132-GENERATOR COMMUNICATION

• When Monitored:
• Set Condition:
The ECM isn’t receiving a LIN bus message from the Generator.
Possible Causes
INTERMITTENT DTC
(D509) LIN BUS CIRCUIT OPEN OR HIGH RESISTANCE
GLOW PLUG MODULE
Diagnostic Test
1. DTC IS ACTIVE
NOTE: If DTC U1008 LIN 1 BUS is active in addition to this DTC, perform the diagnostic procedure for that
DTC before continuing with this test.
NOTE: If DTC U0106 LOST COMMUNICATION WITH GLOW PLUG MODULE is active or stored in addition to
this DTC, proceed with this diagnostic procedure.
Yes >> Go To 2
AND TESTING)
2. U0106 LOST COMMUNICATION WITH GLOW PLUG MODULE DTC IS PRESENT

Is DTC U0106 LOST COMMUNICATION WITH GLOW PLUG MODULE Active in addition to this DTC?
Yes >> Go To 3
No >> Go To 4

tor.
Is the resistance below 10 ohms for both measurements?
Yes >> Go To 6
No >> Repair the (D509) LIN Bus circuit for an open circuit or high
resistance.

tor.
Yes >> Go To 5
No >> Repair the (D509) LIN Bus circuit for an open circuit or high
resistance.
5. GENERATOR
Ignition off, engine not running.
Replace the Generator in accordance with the Service Information.
Yes >> Go to 6

*ENGINE CRANKS BUT WILL NOT START

Possible Causes
INTAKE SYSTEM RESTRICTION

ECM CODES PRESENT
ECT SENSOR
ENGINE DRIVE CHAIN
FUEL SUPPLY CONTAMINATION
SUPPLY SIDE FUEL SYSTEM PRESSURE
FUEL SYSTEM RESTRICTION
GLOW PLUGS
SKREEM CODES PRESENT
Diagnostic Test
1. ECM CODES PRESENT

NOTE: The ECM must have proper power and ground connections for the following tests to be valid. Refer
to Checking the ECM Power and Grounds in the symptom list.
Does the scan tool display any ECM DTCs?
Yes >> Refer to symptom list for problems related to ECM DTC.
No >> Go To 2
2. SKREEM CODES PRESENT

With the scan tool, read the SKREEM DTCs.
Does the scan tool display any SKREEM DTCs?
Yes >> Refer to symptom list for problems related to SKREEM DTC.
No >> Go To 3

Ensure vehicle has adequate fuel supply in fuel tank.
Inspect all air intake and turbocharger related hoses/tubes and connections.
Inspect the air filter for excessive dirt, soiling or other problems that may cause restricted air flow.
No >> Go to 4
4. ECT SENSOR
Using a temperature probe, check the vehicle temperature near the ECT Sensor.
With the scan tool in Sensors, read the ECT Sensor temperature.
Compare the temperature probe reading with the scan tool reading.
Are the two readings within 10°C of each other?
Yes >> Go To 5
5. GLOW PLUGS
NOTE: Prior to performing this test, be sure to check the Glow Plug Relay operation. Refer to CHECKING
GLOW PLUG OPERATION for the related symptom(s).
Refer to the Service Information and check the Glow Plugs for proper operation.
Are the Glow Plugs operating properly?
Yes >> Go To 6
6. FUEL SYSTEM RESTRICTION

Inspect the fuel system lines for restrictions, leaks or other problems.
NOTE: Refer to the Service Information to ensure that the fuel system is properly primed. An unprimed sys-
tem or excessive air in the supply system will cause a no-start condition.
Is there any evidence of problems?
No >> Go To 7
7. FUEL CONTAMINATION
Inspect the fuel supply for contamination.
Yes >> Refer to the Service Information to remove and replace fuel throughout the fuel system.
No >> Go To 8
8. SUPPLY SIDE FUEL SYSTEM PRESSURE

Refer to the Service Information and perform the Supply Side Fuel System Pressure Test.
Yes >> Go To 9

Turn the ignition on, engine off.
Is the Fuel Pressure Sensor voltage 0.45 and 0.60 volt?
Yes >> Go To 10
No >> Refer to the Service Information Wiring to check Fuel Pressure Sensor circuits. If Fuel Pressure Sensor
circuitry is o.k., replace the Fuel Pressure Sensor.
10. CHECK FUEL PRESSURE AT ENGINE CRANKING

With the scan tool, read the Fuel Pressure Sensor signal while cranking the engine.
Does the Fuel Pressure Sensor signal increase to above 3500 psi (240 bar) within a few seconds after
engine cranking begins?
Yes >> Go To 11
No >> Go To 12
11. ENGINE DRIVE CHAINS

Refer to the Service Information to ensure the Engine Drive Chains are installed correctly and the camshaft and
crankshaft gears are timed correctly.

Refer to the Service Information and replace the Fuel Pressure Solenoid.
With the scan tool, erase the ECM DTC’s.
Attempt to start the vehicle.
Does the vehicle start and run?
No >> Refer to the Service Information and replace the Fuel Injection Pump assembly.
*ENGINE WILL NOT CRANK

Possible Causes
BATTERY CABLE HIGH RESISTANCE

BATTERY CABLES
ECM
MECHANICAL PROBLEM
OPEN FUSED BATTERY (+) CIRCUIT
(T751) OPEN IGNITION SWITCH (RUN/START) OUTPUT
SKREEM CODES PRESENT
STARTER MOTOR
STARTER RELAY
(T752) STARTER RELAY CONTROL CIRCUIT OPEN
(T752) STARTER RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
(T750) STARTER RELAY OUTPUT CIRCUIT OPEN
Diagnostic Test
1. BATTERY CABLES
NOTE: The battery must be fully charged before diagnosing a no crank condition.
Inspect the battery cables for corrosion, looseness or other problems.
Is there evidence of problems?
No >> Go To 2
2. BATTERY CABLE HIGH RESISTANCE

Using the Service Information, check the battery cables for high resistance.
Did either battery cable have a voltage drop greater than 0.2 volts?
Yes >> Replace the battery cable(s).
No >> Go To 3
3. SKREEM CODES PRESENT

With the scan tool, read the SKREEM DTCs.
Does the scan tool display any SKREEM DTCs?
Yes >> Refer to symptom list for problems related to SKREEM.
No >> Go To 4
4. CHECKING STARTER OPERATION

Remove the Starter Relay from the IPM.
WARNING: THE TRANSMISSION MUST BE IN NEUTRAL AND THE
PARK BRAKE MUST BE SET FOR THIS TEST.
WARNING: THE ENGINE MAY CRANK IN THE NEXT STEP. WHEN
THE ENGINE IS CRANKING, DO NOT STAND IN A DIRECT LINE
WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE PULLEYS,
BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.
Momentarily jumper Starter Relay connector cavities 30 and 87 in the
IPM connector.
Did the engine crank?
Yes >> Go To 5
No >> Go To 10
5. STARTER RELAY
Install a known good relay in place of the Starter Relay.
Does the engine crank?
Yes >> Replace the Starter Relay.
No >> Go To 6

No >> Go To 7
7. (T751) IGNITION SWITCH START/RUN OUTPUT CIRCUIT OPEN

Remove the Starter Relay from the IPM.
Using a 12-volt test light connected to ground, check the (T751) Ignition
Switch Start/Run Output circuit while turning the ignition switch to the
START position.
Does the test light illuminate with the ignition switch in the
START position?
Yes >> Go To 8
No >> Repair the (T751) Ignition Switch Start/Run Output circuit
for an open.
8. (T752) STARTER RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE

Using a jumper wire, connect ASD Relay connector cavities 30 and 87
in the IPM.
Measure the voltage of the (T752) Starter Relay Control circuit.
Yes >> Repair the (T752) Starter Relay Control circuit for a short to
voltage.
No >> Go To 9
9. (T752) STARTER RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (T752) Starter Relay Control circuit
between the ECM harness connector and the Starter Relay connector in
the IPM.
Yes >> Replace the Engine Control Module in accordance with the
No >> Repair the (T752) Starter Relay Control circuit for an open.
10. FUSED B(+) CIRCUIT OPEN

Using a 12-volt test light connected to ground, check the Fused B(+)cir-
cuit in the Starter Relay connector in the IPM.
Is the test light on?
Yes >> Go To 11
No >> Repair the Fused B(+) circuit for an open.
11. (T750) STARTER RELAY OUTPUT CIRCUIT OPEN

Disconnect the (T750) Starter Relay Output wire from the Starter Sole-
noid.
Connect the (T750) Starter Relay Output wire (at the Starter) to ground.
Using a 12-volt test light connected to 12-volts, check the (T750) Starter
Relay Output circuit at the Starter Relay connector in the IPM.
Yes >> Go To 12
No >> Repair the (T750) Starter Relay Output circuit for an open.
12. MECHANICAL PROBLEM

Attempt to manually rotate the crankshaft 360°.
Is the crankshaft able to rotate 360°?
Yes >> Replace the Starter Motor.
No >> Repair the engine mechanical problem.
*LACK OF ENGINE POWER

Possible Causes
AIR IN FUEL SYSTEM

FUEL INJECTOR CLASSIFICATION
INTAKE/EXHAUST SYSTEM RESTRICTION
EGR SYSTEM PROBLEM
LOW ENGINE COMPRESSION
INTAKE AIR SYSTEM LEAK
FUEL DELIVERY SYSTEM RESTRICTION
ENGINE DRIVE BELT/CHAIN
FUEL INJECTOR(S)
FUEL INJECTION PUMP
FUEL SYSTEM LEAK
TURBOCHARGER
Diagnostic Test
1. CHECKING FOR ECM DTCS

Are there any DTCs present?
Yes >> Refer to symptom list for problems related to this DTC.
No >> Go To 2
2. FUEL SYSTEM LEAK

No >> Go To 3

NOTE: Mixing any other fuels such as gasoline or kerosine can cause this symptom to occur.
No >> Go To 4
4. CHECKING BOOST PRESSURE

NOTE: This test requires two people. One person to test drive the vehicle while a technician observes the
scan tool readings.
With the scan tool in Sensors, read and compare the Boost Pressure (PSI) with the Boost Pressure Desired/Set-
point (PSI) while test driving the vehicle under various load conditions such as idle, hard acceleration, and cruise.
NOTE: The Boost Pressure reading should directionally follow (trail) the Boost Pressure Desired/Setpoint
reading.
Does the Boost Pressure reading follow the Boost Pressure Desired/Setpoint reading?
Yes >> Go To 5
No >> Go To 13

scan tool readings.
With the scan tool in Sensors, read and compare the Fuel Pressure (PSI) with the Fuel Pressure Desired/Setpoint
(PSI) while test driving the vehicle under various load conditions such as idle, hard acceleration, cruise and decel-
eration.
NOTE: The Fuel Pressure reading should directionally follow (trail) the Fuel Pressure Desired/Setpoint read-
ing.
Does the Fuel Pressure reading directionally follow the Fuel Pressure Desired/Setpoint reading?
Yes >> Go To 6
No >> Go To 10
6. FUEL INJECTOR CLASSIFICATION

NOTE: Each Fuel Injector is labeled with a code. This code determines the injector classification. Each
Injector classification must be programmed into the ECM using the scan tool.
Refer to the Service Information to locate each fuel injector label and check for the correct classification for each
fuel injector in the ECM.
Are all of the injectors classified correctly?
Yes >> Go To 7
No >> Using the scan tool, program the correct Fuel Injector classifications into the ECM.
7. ENGINE COMPRESSION
With the scan tool, perform the Cylinder Compression Test.
Does the Cylinder Compression Test indicate low compression in any of the cylinders?
Yes >> Using the Service Information, repair the engine as necessary to regain proper cylinder compression.
No >> Go To 8
8. FUEL INJECTOR
NOTE: An injector that sticks open can cause this symptom. A sticking injector will cause the engine to
misfire and emit excessive black smoke from the exhaust system.
With the scan tool, perform the Cylinder Fuel Quantity Correction Test.
NOTE: A problem injector will be indicated by a significant change in correction quantity as compared to
the rest of the injectors.
Are any of the injectors displaying a significant amount of injection quantity correction?
No >> Go To 9
9. ENGINE DRIVE BELT/CHAIN

Refer to the Service Information to ensure the Engine Drive Belt/Chain is installed correctly and the camshaft and
crankshaft gears are timed correctly.
10. CHECKING THE SUPPLY SIDE FUEL DELIVERY SYSTEM

Refer to the appropriate Service Information and test for proper Fuel pressure and volume from the fuel tank to the
high pressure Fuel Injection Pump.
restricted fuel filter or fuel lines, air in fuel system, failed fuel sending unit, contaminated fuel.
No >> Go To 11

Start the engine.
NOTE: If there is air in the fuel system, the Actual Fuel Pressure will oscillate more than 100 psi (7.0 bar)
above and/or below the Fuel Pressure Setpoint.
Does Actual Fuel Pressure oscillate more than 100 psi (7.0 bar) above and/or below the Fuel Pressure
Setpoint?
No >> Go To 12

Yes >> Refer to the Service Information and replace the Fuel Injection Pump assembly.
13. CHECK FOR INTAKE AND EXHAUST SYSTEM RESTRICTIONS

Inspect the exhaust system for damaged components that could cause exhaust flow blockage.
Inspect all air intake, crankcase vent and turbocharger related hoses/tubes and connections for damage, air leaks or
blockage.
No >> Go to 14
14. CHECKING FOR AIR LEAKS

NOTE: Inspect all air intake and turbocharger related tubes for damage, restriction or poor connection. Any
of these conditions can cause a poor performance/lack of power symptom.
the intake system.
No >> Go To 15
15. EGR SYSTEM

Refer to the symptom list and perform the CHECKING THE EGR SYSTEM test.
Were any problems found during the EGR System test?
No >> Check for proper linkage connection between the Boost Pressure Servo Motor and the Turbocharge
assembly. Repair or replace as necessary. If o.k., refer to the Service Information and replace the Tur-
bocharger assembly.
*CHECKING THE ACCELERATOR PEDAL POSITION SENSOR CALIBRATION

Possible Causes
APP SENSOR 1
APP SENSOR 2
Diagnostic Test
1. APP SENSOR IDLE VOLTAGE

NOTE: If there are any Accelerator Pedal Position Sensor DTC’s active in the ECM, diagnose DTC’s before
continuing this test.
NOTE: The APP Sensor 1 signal should always be double the voltage of the APP Sensor 2 signal.
NOTE: Ensure the accelerator pedal is free from any restriction or binding before continuing.
With the scan tool, read the APP Sensor 1 and APP Sensor 2 Volts with the accelerator pedal in the at rest position.
Does the scan tool display between 0.38 and 0.53 volt for sensor 1 and 0.19 and 0.27 volt for sensor
2?
Yes >> Go To 2
No >> Check the APP Sensor circuits for proper resistance. If o.k., replace the APP Sensor in accordance with
2. APP SENSOR 1
While back probing, measure the voltage of the APP Sensor 1 Signal circuit at the ECM.
Monitor the voltmeter while slowly pressing the accelerator pedal completely down.
NOTE: APP signals are displayed in voltage and percentage on the scan tool. Although APP 1 voltage is
double APP 2 voltage, the percentage display of APP 1 and APP 2 should be within 2.5% of each other
during all phases of accelerator pedal travel.
Did the voltage increase smoothly with pedal travel?
Yes >> Go To 3
No >> Replace the Accelerator Pedal Position Sensor in accordance with the Service Information.
3. APP SENSOR 2
While back probing, measure the voltage of the APP Sensor 2 Signal circuit at the ECM.
Monitor the voltmeter while slowly pressing the accelerator pedal completely down.
NOTE: APP signals are displayed in voltage and percentage on the scan tool. Although APP 1 voltage is
double APP 2 voltage, the percentage display of APP 1 and APP 2 should be equal during all phases of
accelerator pedal travel.
Did the voltage increase smoothly with pedal travel?
Yes >> Go To 4
No >> Replace the Accelerator Pedal Position Sensor in accordance with the Service Information.
4. APP SENSOR WIDE OPEN THROTTLE VOLTAGE

Fully depress the accelerator pedal.
With the scan tool, read the voltage for APP Sensor 1 and APP Sensor 2.
Does the scan tool display between 4.40 and 4.70 volts for sensor 1 and 2.20 and 2.35 volts for sensor
2?
No >> Check the APP Sensor circuits for proper resistance. If o.k., replace the APP Sensor in accordance with
*CHECKING THE BOOST PRESSURE SENSOR CALIBRATION

Possible Causes
TURBOCHARGER BOOST PRESSURE SENSOR CALIBRATION
Diagnostic Test
1. BOOST PRESSURE SENSOR CALIBRATION

With the scan tool, read the Boost Pressure Voltage and Boost Pressure hpa.
NOTE: The Boost Pressure hpa and Intake/Inlet Air Pressure hpa readings should both match closely to the
Atmoshperic Pressure hpa reading. These readings will change depending on altitude.
Is the Boost Pressure Voltage between 1.12 and 1.36 volt?
No >> Replace the Turbocharger Boost Pressure Sensor.
*CHECKING THE BOOST PRESSURE SERVO MOTOR

Possible Causes
(A15) ASD RELAY OUTPUT CIRCUIT OPEN

(Z42) BOOST PRESSURE SERVO MOTOR GROUND CIRCUIT OPEN
1. CHECKING THE BOOST PRESSURE SERVO MOTOR OPERATION

NOTE: The engine temperature must be above 160°F for this test to be valid.
NOTE: Engine must be idling in park at approximately 670 rpm.
Wait 30 seconds.
While standing in front of the vehicle, observe the position of the Boost Pressure Servo Motor armature.
NOTE: The armature should be in the 3 o’clock position with the ignition off (armature in rest position).
Turn the ignition on, engine off.
With the scan tool, actuate the Boost Pressure Servo Motor to 0%, then to 100% while monitoring the movement of
the Boost Pressure Servo Motor armature.
NOTE: The Boost Pressure Servo Motor actuation will only occur for a short period of time then actuation
will stop automatically. Any readings, observations or measurements must be taken within shortly after the
beginning of actuation.
NOTE: The armature should move 90°from the 2 o’clock position to the 5 o’clock position.
Repeat this actuation several times to ensure smooth consistent armature travel.
Is the Boost Pressure Servo Motor operating from the 2 o’clock (0%) to the 5 o’clock (100%) position
during actuation as described?
Yes >> Boost Pressure Servo Motor is operating correctly. Test Complete.
No >> Go To 2
2. CHECK FOR BOOST PRESSURE SERVO MOTOR LINKAGE PROBLEM

Disconnect the linkage from the Boost Pressure Servo Motor and inspect the linkage for foreign debris, binding or
damage that could cause restricted movement.
No >> Go to 3

blockage.
No >> Go to 4
4. (A15) FUSED ASD RELAY OUTPUT CIRCUIT OPEN

Using a 12-volt test light connected to ground, check the (A15) Fused ASD Relay Output circuit at the Boost Pres-
sure Servo Motor harness connector.
Yes >> Go To 5
No >> Repair the (A15) Fused ASD Relay Output circuit for an open.
5. (Z42) BOOST PRESSURE SERVO MOTOR GROUND CIRCUIT OPEN

Using a 12-volt test light connected to 12-volts, check the (Z42) Boost Pressure Servo Motor Ground circuit at the
Boost Pressure Servo Motor harness connector.
Yes >> Replace the Boost Pressure Servo Motor.
No >> Repair the (Z42) Boost Pressure Servo Motor Ground circuit for an open.
*CHECKING THE ENGINE COOLANT TEMPERATURE SENSOR CALIBRATION

Possible Causes
ECT SENSOR - COLD

ECT SENSOR - HOT
Diagnostic Test
1. ECT SENSOR - COLD

NOTE: The thermostat must be operating correctly for this test to be valid.
With the scan tool in Sensors, read and note the engine coolant temperature.
Using a temperature probe, measure the engine block temperature near the ECT Sensor.
NOTE: The engine temperature should be below 50°C (120°F).
Are the readings within 7°C (13°F) of each other?
Yes >> Go To 2
No >> Check the wiring and connectors associated with the ECT Sensor for corrosion, damage or other prob-
lems. Repair as necessary. If wiring and connectors are o.k., replace the Engine Coolant Temperature
Sensor.
2. ECT SENSOR - HOT

NOTE: The thermostat must be operating correctly for this test to be valid.
Start the engine and bring the engine to operating temperature (thermostat open).
Turn the engine off and wait 10 minutes to allow the engine temperature to stabilize.
Using a temperature probe, measure the engine block temperature near the ECT Sensor.
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?
No >> Check the wiring and connectors associated with the ECT Sensor for corrosion, damage or other prob-
lems. Repair as necessary. If wiring and connectors are o.k., replace the Engine Coolant Temperature
Sensor.
*CHECKING THE EGR SYSTEM

Possible Causes
(A15) FUSED ASD RELAY OUTPUT CIRCUIT OPEN

EGR SOLENOID/VALVE
1. EGR VALVE
PERCENTAGE EGR ACTUATION MAF PER CYLINDER MG/HU

(%)
0% 420 — 485
40% 280 — 340
60% 210 — 270
100% 170 — 230
NOTE: The engine temperature must be above 160°F for this test to be valid.
NOTE: Engine must be idling in park at approximately 670 rpm.
Select Data Display and read and note the MAF Per Cyl mg/hu reading.
NOTE: The EGR actuation will only occur for 30 seconds then actuation will stop automatically. Any read-
ings or measurements must be taken within 30 seconds of beginning of actuation.
Repeat the above steps actuating the EGR Valve at 0%, 40%, 60%, and 100% noting the MAF readings during
each actuation.
Refer to the chart and compare each of the EGR actuations and the expected MAF readings for each actuation.
Are the MAF Per Cyl mg/hu within the chart specifications for each percentage of EGR actuation?
Yes >> EGR system operating correctly. Test Complete.
No >> Go To 2

blockage.
No >> Go to 3
3. (A15) FUSED ASD RELAY OUTPUT CIRCUIT OPEN

Using a 12-volt test light connected to ground, check the (A15) Fused ASD Relay Output circuit at the EGR Sole-
Yes >> Go To 4
No >> Repair the (A15) Fused ASD Relay Output circuit for an open.

Using a 12-volt test light connected to 12-volts, check the (Z42) EGR Solenoid Ground circuit at the EGR Solenoid
harness connector.
Yes >> Replace the EGR Solenoid/Valve.
No >> Repair the (Z42) EGR Solenoid Ground circuit for an open.
*CHECKING THE EGR THROTTLE VALVE

Possible Causes
EGR THROTTLE VALVE

WIRING AND/OR CONNECTORS
1. EGR THROTTLE VALVE

Disconnect the hose/tube on the inlet side of the EGR Throttle Valve.
Use a mirror to observe the throttle plate position inside the EGR Throttle Valve for the following steps
With the scan tool, actuate the EGR Throttle Valve at 0%, 40% and 100% while observing the throttle plate position.
NOTE: The EGR Throttle Valve actuation will only occur for a short period of time then actuation will stop
automatically. Any readings, observations or measurements must be completed within shortly after the
beginning of actuation.
NOTE: With the ignition on, engine off the throttle plate position should be wide open. The throttle plate
position should be wide open at 0% actuation, midway between open and closed at 40% actuation and com-
pletely closed at 100% actuation.
Does the throttle plate move smoothly, without binding, to the correct position based on actuation per-
centage described in the note above?
Yes >> EGR system operating correctly. Test Complete.
No >> Check the wiring and connectors between the EGR Throttle Valve and the ECM for proper connection
and resistance. Repair as necessary. If wiring and connections are o.k., replace the EGR Throttle Valve.
*CHECKING THE ENGINE MECHANICAL SYSTEMS

Possible Causes
CHECKING ENGINE MECHANICAL SYSTEMS
Diagnostic Test
1. CHECKING ENGINE MECHANICAL

NOTE: The following items should be checked as a possible cause of a Driveability or No-Start problem.
WARNING: Do not attempt to remove or separate high pressure fuel line. Attempting to do so could result
in severe bodily injury or death.
Engine Valve Timing - must be within specification
Engine Compression - must be within specifications
Camshaft Lobes - check for abnormal wear
Camshaft Position Sensor - check the camshaft position sensor tooth for debris and deterioration
Crankshaft Position Sensor - check the crankshaft tone wheel for debris and deterioration
Engine Exhaust System - must be free of any restriction
Engine Drive Chains and Sprockets - must be properly positioned
Vacuum System - must operate properly and be free of any vacuum leaks
Fuel - must have adequate supply and must be free of contamination (ie. debris, water and gasoline)
Fuel Injectors - must not be plugged or restricted
Fuel Lift Pump - must operate properly (where applicable)
Fuel Injection Pump - must be producing the correct output volume and pressure
Inspect the Fuel Lines, Fuel Filter and Fuel Pressure Relief Valve for signs of restriction and leaks
NOTE: Check for any Technical Service Bulletins that may relate to the problem.
Are there any problems evident?
CHECKING THE HIGH-SIDE FUEL SYSTEM

Possible Causes
AIR IN FUEL SYSTEM

FUEL PRESSURE SOLENOID RETURN VOLUME TEST
LOW/SUPPLY SIDE FUEL SYSTEM PROBLEM
FUEL INJECTION PUMP
FUEL SYSTEM LEAK
INJECTOR RETURN VOLUME TEST
Diagnostic Test

NOTE: The Low/Supply Side Fuel System must be working properly for this test to be valid. Refer to the
Service Information and Perform the Low/Supply Side Fuel System Test before continuing.
scan tool readings
eration.
ing.
No >> Go To 2

Yes >> Go To 3
Sensor.
3. FUEL SYSTEM LEAK

No >> Go To 4

Start the engine.
No >> Go To 5

eration.
ing.
No >> Refer to the Service Information and replace the Fuel Injection Pump assembly.
*CHECKING THE ECM POWER AND GROUND CIRCUITS

Possible Causes
ASD RELAY CONTROL CIRCUIT OPEN

ASD RELAY OUTPUT CIRCUIT(S) OPEN
CHECKING THE ASD RELAY SYSTEM
ECM GROUND CIRCUIT(S) OPEN
FUSED ASD RELAY BATTERY SUPPLY CIRCUIT OPEN
FUSED IGNITION SWITCH (START) OUTPUT CIRCUIT OPEN
FUSED IGNITION SWITCH (START/RUN) OUTPUT CIRCUIT OPEN
ASD RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
1. ECM GROUND CIRCUIT(S) OPEN

Using a 12-volt test light connected to 12-volts, check each of the ECM ground circuits in ECM harness connector
C2 cavities 2, 4 and 6.
Did the test light illuminate for each cavity?
Yes >> Go To 2
No >> Repair the ECM Ground circuit(s) for an open.
2. FUSED IGNITION SWITCH START OUTPUT CIRCUIT OPEN

Turn the ignition to the Start position.
Using a 12-volt test light connected to ground, check the Fused Ignition Switch Start Output circuit in ECM harness
connector C2 cavity 48.
Yes >> Go To 3
No >> Repair the Fused Ignition Switch Start Output circuit for an open.
3. FUSED IGNITION SWITCH START/RUN OUTPUT CIRCUIT OPEN

Turn the ignition to the Start position.
Using a 12-volt test light connected to ground, check the Fused Ignition Switch Start/Run Output circuit in ECM
harness connector C2 cavity 41.
Turn the ignition to the Run position.
Using a 12-volt test light connected to ground, check the Fused Ignition Switch Start/Run Output circuit in ECM
harness connector C2 cavity 41.
Is the test light on for both ignition switch positions?
Yes >> Go To 4
No >> Repair the Fused Ignition Switch Start/Run Output circuit for an open.
4. CHECKING THE ASD RELAY SYSTEM

Connect a jumper wire between ground and the ASD Relay Control circuit in ECM C2 harness connector cavity 42.
Using a 12-volt test light connected to ground, check the Fused ASD Relay Output circuits at the ECM C2 harness
connector cavities 1, 3 and 5.
Does the test light illuminate brightly for each circuit?
No >> Go To 5
5. FUSED ASD RELAY BATTERY SUPPLY CIRCUIT OPEN

Using a 12-volt test light connected to ground, check both Fused ASD Relay Battery Supply circuits in ASD Relay
connector.
Yes >> Go To 6
No >> Repair the Fused ASD Relay Battery Supply circuit(s) for an open.

Connect a jumper wire between cavity 30 and cavity 87 in the ASD Relay connector.
Using a 12-volt test light connected to ground, check the ASD Relay Output circuit in ECM harness connector C2
cavities 1, 3 and 5.
Yes >> Go To 7
7. ASD RELAY
Connect a jumper wire between ground and the ASD Relay Control circuit in ECM C2 harness connector cavity 42.
Using a 12-volt test light connected to ground, check the Fused ASD Relay Output circuits at the ECM C2 harness
connector cavities 1, 3 and 5.
Did the test light illuminate brightly for each circuit?
Yes >> Replace the ASD Relay.
No >> Go To 8
8. ASD RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the ASD Relay Control circuit between the IPM connector and the ECM harness con-
nector.
Yes >> Go To 9
No >> Repair the ASD Relay Control circuit for an open.
9. ASD RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE

Connect a jumper wire between cavity 30 and cavity 87 of the ASD Relay connector in the IPM.
Measure the voltage on the ASD Relay Control circuit.
Yes >> Repair the ASD Relay Control circuit for a short to voltage.
*INTERMITTENT DTC
Diagnostic Test
1. INTERMITTENT DTC
Review the scan tool environmental data. If possible, try to duplicate the conditions under which the DTC set.
If applicable, actuate the component with the scan tool.
Look for the data to change, the actuation to be interrupted, or for the DTC to reset during the wiggle test.
Visually inspect the related wire harness. Disconnect all the related harness connectors. Look for any chafed,
pierced, pinched, partially broken wires and broken, bent, pushed out, or corroded terminals.
Perform a voltage drop test on the related circuits between the suspected component and the ECM.
Inspect and clean all ECM, engine, and chassis grounds that are related to the most current DTC.
If numerous trouble codes were set, use a schematic and inspect any common ground or supply circuits.
For intermittent Misfire DTCs check for restrictions in the Intake and Exhaust system, proper installation of Sensors,
vacuum leaks, and binding components that are run by the accessory drive belt.
Use the scan tool to perform a System Test if one applies to the component.
A co-pilot, data recorder, and/or lab scope should be used to help diagnose intermittent conditions.
Yes >> Perform the necessary repairs.
PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE

Diagnostic Test
1. NO RESPONSE
NOTE: For vehicle communication problems, use the scan tool to refer to the Network Review Screen. The
screen depicts a high level view of the vehicle network. Fault and problem areas appear in red.
Does the scan tool display a Vehicle Network problem or NO RESPONSE condition?
Yes >> Refer to the appropriate BUS Communication test in Section 8 ELECTRONIC CONTROL MODULES -
ELECTRICAL DIAGNOSTICS.
No >> Go To 2
2. NO START
Does the vehicle have a NO START condition?

Yes >> Check the vehicle for any DTC(s), including Vehicle Theft Security related DTC(s), that may cause a
no-start condition.
If no DTC(s) are present that relate to a no-start condition, refer to the Non DTC Diagnostic Procedures
that relate to Fuel and Starting.
No >> Go To 3
3. VEHICLE REPAIR HISTORY AND TSB(s)

Check the vehicle repair history for repairs that may relate to the current condition.
Inspect the vehicle for aftermarket accessories that may have been installed incorrectly.
Check for any TSB(s) related to the condition or DTC(s).
If a TSB applies, follow the procedure outlined in the TSB.
Select the appropriate response for the condition that applies:
Performing a TSB procedure repaired the condition.
Test Complete.
Perform the ECM Verification Test Ver. 1.
A DTC is present, no TSB applies, or the TSB didn’t repair the condition.
Go To 4
No DTC(s) or conditions are present.
Refer to the INTERMITTENT CONDITION Diagnostic Procedure.
4. VEHICLE INSPECTION
Based on the diagnostic condition that applies, review the following list and perform any tests that relate to the
condition:
If multiple DTCs are set in the ECM, review the wiring schematics for problems in any shared supply or ground
circuits. Refer to the diagnostic procedure for Checking the ECM Power and Ground Circuits.
Inspect the air intake system and turbocharger related tubes for damage, restriction, or poor connection.
Inspect the exhaust system and related tubes for damage, restriction, or poor connection.
Remove and inspect the Air Filter for soiling or excessive dirt and debris which may cause an air flow restriction.
If the ECM detects and stores a DTC, the ECM also stores the environmental conditions under which the DTC was
set.
Before erasing stored DTCs, record these conditions. Attempting to duplicate these conditions may assist when
checking for an active DTC.
With the scan tool, Clear the stored DTC(s).
Attempt to duplicate the environmental conditions under which the DTC was set.
Review the DTC When Monitored and Set Conditions. If possible, try to duplicate the vehicle conditions under which
the DTC conditions will be monitored. Operate the vehicle under those conditions.
Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the component and the
module.
If the DTC(s) are fuel or air related, check the fuel level and quality.
Were any repairs made that corrected the DTC or condition?
Perform the ECM Verification Test Ver. 1.
No >> Refer to the diagnostic test procedure related to the DTC.
STANDARD PROCEDURE
VERIFICATION TEST
Diagnostic Test
1. SELECT THE PROPER VERIFICATION TEST
Select the verification test for the repair that has been completed:
Speed Control repair
Go To 2
Charging System repair
Go To 3
No Start repair
Go To 4
All other repairs
Go To 5
2. SPEED CONTROL VERIFICATION TEST

1. Inspect the vehicle to ensure that all engine components are properly installed and connected. Reassemble and
reconnect components as necessary.
2. With the scan tool, erase all diagnostic trouble codes (DTCs).
3. Road test the vehicle at a speed above 60 km/h (35 MPH).
4. Turn the speed control ON/OFF switch on.
5. Depress and release the SET switch. If the speed control does not engage, the repair is not complete, continue
with step 12.
6. Quickly depress and release the RESUME/ACCEL switch. If the vehicle speed does not increase by 3 km/h (2
MPH), the repair is not complete, continue with step 12.
7. Using caution, depress and release the brake pedal. If the speed control does not disengage, the repair is not
complete, continue with step 12.
8. With the vehicle speed at least 60 km/h (35 MPH), depress the RESUME/ACCEL switch. If the speed control
does not resume at the previously set speed, the repair is not complete, continue with step 12.
9. Hold down the COAST switch. If the vehicle does not decelerate, the repair is not complete, continue with step
12.
10. While still holding down the COAST switch, ensure the vehicle speed is at least 60 km/h (35 MPH) and release
the COAST switch. If the vehicle does not adjust and set a new vehicle speed, the repair is not complete, continue
with step 12.
11. With the speed control engaged, depress the ON/OFF switch. If the speed control does not disengage, the
repair is not complete, continue with step 12.
12. If the vehicle did not successfully perform all of the previous steps, check for Technical Service Bulletins (TSBs)
that pertain to this speed control problem and then, if necessary, return to the Symptom List.
13. If the vehicle successfully performed all of the previous steps, the speed control system is now functioning as
designed. The repair is now complete.
Yes >> Repair is not complete, refer to the appropriate diagnostic procedure.
3. CHARGING SYSTEM VERIFICATION TEST

3. Start the engine.
4. Raise the engine speed to 2000 RPM for at least 30 seconds.
5. Allow the engine to idle.
6. Turn the ignition off for 20 seconds.
7. Turn the ignition on.
8. With the scan tool, read ECM DTCs.
9. If this DTC has set again, or another DTC has set, look for any Technical Service Bulletins (TSBs) that may relate
to this condition. Return to the Symptom List if necessary.
10. If the charging system is functioning correctly and there are no DTCs, the repair is now complete.
4. NO START VERIFICATION TEST

NOTE: 1. IMPORTANT! If the Engine Control Module or Sentry Key Immobilizer Module has been replaced,
ensure the programming procedure for the module has been performed in accordance with the Service
Information.
3. Inspect the engine oil for contamination. If it is contaminated, change the oil and filter.
5. Turn the ignition off for at least 10 seconds.
6. Attempt to start the engine.
7. If the engine is unable to start, look for any Technical Service Bulletins (TSBs) that may relate to this condition.
Return to the Symptom List if necessary.
8. If the engine starts and continues to run, the repair is now complete.
5. ROAD TEST VERIFICATION TEST

2. If this verification procedure is being performed after a non-DTC test, perform steps 3 and 4. If not, proceed to
step 5.
3. Check to see if the initial symptom still exists. If there are no trouble codes and the symptom no longer exists, the
repair was successful and testing is now complete.
4. If the initial or another symptom exists, the repair is not complete. Check all pertinent Technical Service Bulletins
(TSBs) and return to the Symptom List if necessary.
5. For previously read DTCs that have not been dealt with, return to the Symptom List and follow the diagnostic
path for that DTC; otherwise, continue.
6. If the Engine Control Module (ECM) has been replaced, continue with step 9.
7. With the scan tool, erase all diagnostic trouble codes (DTCs), then disconnect the scan tool.
8. Turn the ignition off for at least 10 seconds.
9. If equipped with a Transfer Case Position Switch, perform step 10, otherwise, continue with step 11.
10. With the ignition switch on, place the Transfer Case Shift Lever in each gear position, stopping for 15 seconds
in each position.
11. Road test the vehicle. For some of the road test, go at least 64 km/h (40 MPH). If this test is for an A/C Relay
Control Circuit, drive the vehicle for at least 5 minutes with the A/C on.
12. At some point, stop the vehicle and turn the engine off for at least 10 seconds, then restart the engine and
continue.
13. Upon completion of the road test, turn the engine off and check for DTCs with the scan tool.
14. If the repaired DTC has set again, the repair is not complete. Check for any pertinent Technical Service Bulletins
(TSBs) and return to the Symptom List. If there are no DTCs, the repair was successful and is now complete.
LX ENGINE - 2.7L DOHC - SERVICE INFORMATION 9 - 1899
ENGINE - 2.7L DOHC - SERVICE INFORMATION
TABLE OF CONTENTS
page page
ENGINE - 2.7L DOHC - SERVICE INFORMATION VALVES & SEATS-INTAKE/EXHAUST

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1901 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1961
DIAGNOSIS AND TESTING STANDARD PROCEDURE - VALVE AND
ENGINE DIAGNOSIS - INTRODUCTION . . . . 1902 VALVE SEAT REFACING . . . . . . . . . . . . . . . . . 1961
ENGINE DIAGNOSIS - PERFORMANCE . . . . 1903 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1965
ENGINE DIAGNOSIS - MECHANICAL . . . . . . . 1904 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1966
CYLINDER COMPRESSION PRESSURE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1967
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1906 SPRINGS-VALVE
CYLINDER COMBUSTION PRESSURE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1968
LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . . 1906 REMOVAL
ENGINE OIL LEAK INSPECTION . . . . . . . . . . . 1907 IN VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1969
STANDARD PROCEDURE OFF VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1971
REPAIR OF DAMAGED OR WORN INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1971
THREADS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1908 INSTALLATION
HYDROSTATIC LOCKED ENGINE . . . . . . . . . . 1908 IN VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1972
FORM-IN-PLACE GASKETS AND SEALERS . 1909 OFF VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1974
ENGINE GASKET SURFACE PREPARATION . . 1910 SEALS-VALVE STEM
ENGINE CORE AND OIL GALLERY PLUGS . 1910 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1976
REMOVAL - ENGINE ASSEMBLY . . . . . . . . . . . . . 1911 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1976
INSTALLATION - ENGINE ASSEMBLY . . . . . . . . 1918 ADJUSTERS-HYDRAULIC LASH
SPECIFICATIONS DIAGNOSIS AND TESTING
2.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1924 HYDRAULIC LASH ADJUSTER NOISE
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1928 DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1977
SPECIAL TOOLS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1978
2.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1930 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1978
HOUSING-AIR CLEANER ARMS-ROCKER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1934 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1979
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1934 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1979
CYLINDER HEAD INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1979
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1935 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1980
DIAGNOSIS AND TESTING ENGINE BLOCK
CYLINDER HEAD GASKET . . . . . . . . . . . . . . . . 1935 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1981
STANDARD PROCEDURE - Cylinder Head Oil STANDARD PROCEDURE - CYLINDER BORE
Gallery Cup Plug Service . . . . . . . . . . . . . . . . . 1936 HONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1981
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1937 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1982
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1942 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1982
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1942 BEARINGS-CONNECTING ROD
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1942 STANDARD PROCEDURE
CAMSHAFT(S) CONNECTING ROD AND BEARING FITTING . . 1984
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1947 CRANKSHAFT
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1947 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1986
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1948 STANDARD PROCEDURE - CRANKSHAFT
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1949 END PLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1986
COVER(S)-CYLINDER HEAD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1989
REMOVAL BEARINGS-CRANKSHAFT MAIN
LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1952 STANDARD PROCEDURE
RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1954 CRANKSHAFT MAIN BEARING FITTING . . . . 1993
INSTALLATION SEAL- CRANKSHAFT FRONT OIL
LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1956 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1995
RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1958 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1995
9 - 1900 ENGINE - 2.7L DOHC - SERVICE INFORMATION LX
SEAL-CRANKSHAFT REAR OIL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2047

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1996 SWITCH-OIL PRESSURE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1998 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2052
PLATE-FLEX REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2052
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2001 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2053
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2001 PUMP-OIL
ROD-PISTON & CONNECTING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2054
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2002 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2055
STANDARD PROCEDURE - FITTING PISTONS . . 2002 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2055
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2003 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2055
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2003 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2058
RINGS-PISTON INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2058
STANDARD PROCEDURE - PISTON RING MANIFOLD-INTAKE
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2007 DIAGNOSIS AND TESTING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2007 INTAKE MANIFOLD LEAKS . . . . . . . . . . . . . . . . 2060
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2008 STANDARD PROCEDURE - INTAKE
DAMPER-CRANKSHAFT MANIFOLD VACUUM PORT REPAIR . . . . . . 2060
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2010 REMOVAL
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2011 INTAKE MANIFOLD UPPER . . . . . . . . . . . . . . . 2061
WINDAGE TRAY REMOVAL - INTAKE MANIFOLD LOWER . . . 2063
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2013 INSPECTION
COLLAR-STRUCTURAL INSPECTION - INTAKE MANIFOLD LOWER . 2064
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2017 INSTALLATION
MOUNT-LEFT INTAKE MANIFOLD LOWER . . . . . . . . . . . . . . . 2066
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2021 MANIFOLD-EXHAUST
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2023 REMOVAL
MOUNT-RIGHT LEFT EXHAUST MANIFOLD . . . . . . . . . . . . . . . 2068
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2026 RIGHT EXHAUST MANIFOLD . . . . . . . . . . . . . . 2069
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2028 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2070
MOUNT-REAR INSTALLATION
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2030 LEFT EXHAUST MANIFOLD . . . . . . . . . . . . . . . 2070
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2031 RIGHT EXHAUST MANIFOLD . . . . . . . . . . . . . . 2072
LUBRICATION VALVE TIMING
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2032 STANDARD PROCEDURE
DIAGNOSIS AND TESTING ENGINE TIMING - VERIFICATION . . . . . . . . . . 2075
CHECKING ENGINE OIL PRESSURE . . . . . . . 2035 COVER-TIMING CHAIN
OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2077
STANDARD PROCEDURE CHAIN AND SPROCKETS-TIMING
ENGINE OIL AND FILTER CHANGE . . . . . . . . 2036 REMOVAL
ENGINE OIL LEVEL CHECK . . . . . . . . . . . . . . . 2037 TIMING CHAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . 2080
COOLER & LINES-OIL CRANKSHAFT SPROCKET . . . . . . . . . . . . . . . . 2082
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2038 INSTALLATION
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2038 TIMING CHAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . 2083
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2039 CRANKSHAFT SPROCKET . . . . . . . . . . . . . . . . 2088
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2039 TENSIONER-TIMING CHAIN
FILTER-OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2089
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2041 RESETTING TENSIONER . . . . . . . . . . . . . . . . . 2091
PAN-OIL TENSIONER-TIMING CHAIN . . . . . . . . . . . . . . . 2093
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2043
ENGINE - 2.7L DOHC - SERVICE INFORMATION

DESCRIPTION
The 2.7 Liter (167 Cubic Inches) 60 degree V-6
engine is a double overhead camshaft design with
hydraulic lifters and four valves per cylinder. The
engine does not have provisions for a free wheeling
valve train.
The cylinders are numbered from front to rear, with

the right bank odd numbered, and the left bank even
numbered. The firing order is 1–2–3–4–5–6.
The engine identification number is located on the rear

of the cylinder block just below the left cylinder head

ENGINE DIAGNOSIS - INTRODUCTION
Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine main-
tenance.
These malfunctions may be classified as either mechanical (e.g., a strange noise), or performance (e.g., engine
idles rough and stalls).
Refer to Service Diagnosis—Mechanical Chart and Service Diagnosis—Performance Chart, for possible causes and
corrections of malfunctions. Refer to FUEL SYSTEM for the fuel system diagnosis.
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that cannot be iso-
lated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided within the
following:
• Cylinder Compression Pressure Test
• Cylinder Combustion Pressure Leakage Test
• Cylinder Head Gasket Failure Diagnosis
• Intake Manifold Leakage Diagnosis
• Lash Adjuster (Tappet) Noise Diagnosis
• Engine Oil Leak Inspection
ENGINE DIAGNOSIS - PERFORMANCE
CONDITION POSSIBLE CAUSE CORRECTION
ENGINE WILL NOT START 1. Weak battery. 1. Test battery. Charge or replace as
necessary. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/
BATTERY - DESCRIPTION)
2. Corroded or loose battery 2. Clean and tighten battery
connections. connections. Apply a coat of light
mineral grease to terminals.
3. Faulty starter. 3. Test starting system. (Refer to 8 -
ELECTRICAL/STARTING -
4. Faulty coil(s) or control unit. 4. Test and replace as needed.
(Refer to Appropriate Diagnostic
Information)
5. Incorrect spark plug gap. 5. Check and adjust gap as needed.
6. Contamination in fuel system. 6. Clean system and replace fuel
filter.
7. Faulty fuel pump. 7. Test fuel pump and replace as
needed. (Refer to Appropriate
Diagnostic Information)
8. Incorrect engine timing. 8. Check for a skipped timing chain.
ENGINE STALLS OR IDLES 1. Idle speed too low. 1. Test minimum air flow. (Refer to
ROUGH Appropriate Diagnostic Information)
2. Incorrect fuel mixture. 2. (Refer to Appropriate Diagnostic

Information)
3. Intake manifold leakage. 3. Inspect intake manifold gasket,
manifold, and vacuum hoses.
4. Faulty coil(s). 4. Test and replace as necessary.
Information)
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped plugs. 1. Set gap as needed or replace
plug(s).
filter.
3. Faulty fuel pump. 3. Test and replace as necessary.
Information)
4. Incorrect valve timing. 4. Correct valve timing as needed.
5. Leaking cylinder head gasket. 5. Replace cylinder head gasket.
6. Low compression. 6. Test compression of each
cylinder.
7. Burned, warped, or pitted valves. 7. Replace valves.
8. Plugged or restricted exhaust 8. Check exhaust system restriction.
system. Replace parts, as necessary.
Information)
ENGINE MISSES ON 1. Dirty or incorrectly gapped spark 1. Set gap as needed or replace
ACCELERATION plugs. plug(s).
2. Contamination in Fuel System. 2. Clean fuel system and replace

fuel filter.
Information)
ENGINE MISSES AT HIGH SPEED 1. Dirty or incorrect spark plug gap. 1. Set gap as needed or replace
plug(s).
Information)
3. Dirty fuel injector(s). Test and replace as necessary.
Information)
filter.
ENGINE DIAGNOSIS - MECHANICAL
CONDITION POSSIBLE CAUSES CORRECTION
NOISY VALVES 1. High or low oil level in 1. Check and correct engine oil
crankcase. level.
2. Thin or diluted oil. 2. Change oil to correct viscosity.
3. Thick oil 3. (a.) Change oil and filter.
(b.) Run engine to operating
temperature.
(c.) Change oil and filter again.
4. Low oil pressure. 4. Check and correct engine oil
level.
5. Dirt in tappets/lash adjusters. 5. Replace rocker arm/hydraulic
lash adjuster assembly.
6. Worn rocker arms. 6. Inspect oil supply to rocker arms.
7. Worn tappets/lash adjusters. 7. Install new rocker arm/hydraulic
8. Worn valve guides. 8. Ream guides and install new
valves with oversize stems.
9. Excessive runout of valve seats 9. Grind valve seats and valves.
on valve faces.
10. Missing adjuster pivot. 10. Replace rocker arm/hydraulic
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Check engine oil level.
2. Low oil pressure. 2. Check engine oil level. Inspect oil

pump relief valve and spring.
temperature.
5. Excessive bearing clearance. 5. Measure bearings for correct
clearance. Repair as necessary.
6. Connecting rod journal 6. Replace crankshaft or grind
out-of-round. surface.
7. Misaligned connecting rods. 7. Replace bent connecting rods.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Check engine oil level.

4. Thick oil. 4. (a.) Change oil and filter.
temperature.
6. Excessive end play. 6. Check thrust bearing for wear on
flanges.
7. Crankshaft journal out-of-round 7. Replace crankshaft or grind
or worn. journals.
8. Loose flywheel or torque 8. Tighten to correct torque.
converter.
OIL PRESSURE DROP 1. Low oil level. 1. Check engine oil level.
2. Faulty oil pressure sending unit. 2. Install new sending unit.
3. Low oil pressure. 3. Check sending unit and main
bearing oil clearance.
4. Clogged oil filter. 4. Install new oil filter.
5. Worn parts in oil pump. 5. Replace worn parts or pump.
7. Oil pump relief valve stuck. 7. Remove valve and inspect, clean,
or replace.
8. Oil pump suction tube loose. 8. Remove oil pan and install new
tube or clean, if necessary.
9. Oil pump cover warped or 9. Install new oil pump.
cracked.
clearance.
OIL LEAKS 1. Misaligned or deteriorated 1. Replace gasket(s).

gaskets.
2. Loose fastener, broken or porous 2. Tighten, repair or replace the

metal part. part.
3. Misaligned or deteriorated cup or 3. Replace as necessary.
threaded plug.
OIL CONSUMPTION OR SPARK 1. PCV system malfunction. 1. Check system and repair as
PLUGS FOULED necessary. (Refer to Appropriate
Diagnostic Manual)
2. Worn, scuffed or broken rings. 2. Hone cylinder bores. Install new
rings.
3. Carbon in oil ring slots. 3. Clean pistons and install new
rings.
4. Rings fitted too tightly in grooves. 4. Remove rings and check
grooves. If groove is not proper
width, replace piston.
5. Worn valve guide(s). 5. Replace cylinder head(s).
6. Valve stem seal(s) worn or 6. Replace seal(s).
damaged.
CYLINDER COMPRESSION PRESSURE TEST

The results of a cylinder compression pressure test can be utilized to diagnose several engine malfunctions.
Ensure the battery is completely charged and the engine starter motor is in good operating condition. Otherwise the
indicated compression pressures may not be valid for diagnosis purposes.
1. Check engine oil level and add oil if necessary.
2. Drive the vehicle until engine reaches normal operating temperature. Select a route free from traffic and other
forms of congestion, observe all traffic laws, and accelerate through the gears several times briskly.
3. 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.
4. Remove the Auto Shutdown (ASD) relay from the PDC.
5. Be sure throttle blade is fully open during the compression check.
6. Insert compression gauge adaptor Special Tool 8116 or the equivalent, into the #1 spark plug hole in cylinder
head. Connect the 0–500 psi (Blue) pressure transducer (Special Tool CH7059) with cable adaptors to the
DRBIIIT. For Special Tool identification, (Refer to 9 - ENGINE - SPECIAL TOOLS).
7. Crank engine until maximum pressure is reached on gauge. Record this pressure as #1 cylinder pressure.
8. Repeat the previous step for all remaining cylinders.
9. Compression should not be less than 689 kPa (100 psi) and not vary more than 25 percent from cylinder to
cylinder.
10. If one or more cylinders have abnormally low compression pressures, repeat the compression test.
11. If the same cylinder or cylinders repeat an abnormally low reading on the second compression test, it could
indicate the existence of a problem in the cylinder in question. The recommended compression pressures
are to be used only as a guide to diagnosing engine problems. An engine should not be disassembled
to determine the cause of low compression unless some malfunction is present.
CYLINDER COMBUSTION PRESSURE LEAKAGE TEST

The combustion pressure leakage test provides an accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
• Exhaust and intake valve leaks (improper seating).
• Leaks between adjacent cylinders or into water jacket.
• Any causes for combustion/compression pressure loss.
WARNING: Do not remove the pressure cap with the system hot and under pressure because serious burns
from coolant can occur.
Check the coolant level and fill as required. DO NOT install the pressure cap.
Start and operate the engine until it attains normal operating temperature, then turn the engine OFF.
Clean spark plug recesses with compressed air.
Remove the spark plugs.
Remove the oil filler cap.
Remove the air cleaner.
Calibrate the tester according to the manufacturer’s instructions. The shop air source for testing should maintain 483
kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum, with 552 kPa (80 psi) recommended.
Perform the test procedures on each cylinder according to the tester manufacturer’s instructions. While testing, lis-
ten for pressurized air escaping through the throttle body, tailpipe and oil filler cap opening. Check for bubbles in the
coolant.
All gauge pressure indications should be equal, with no more than 25% leakage per cylinder.
FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the
cylinder.
ENGINE OIL LEAK INSPECTION

Begin with a thorough visual inspection of the engine, particularly at the area of the suspected leak. If an oil leak
source is not readily identifiable, the following steps should be followed:
1. Do not clean or degrease the engine at this time because some solvents may cause rubber to swell, temporarily
stopping the leak.
2. Add an oil soluble dye (use as recommended by manufacturer). Start the engine and let idle for approximately 15
minutes. Check the oil level indicator to make sure the dye is thoroughly mixed as indicated with a bright yellow
color under a black light.
3. Using a black light, inspect the entire engine for fluorescent dye, particularly at the suspected area of oil leak. If
the oil leak is found and identified, repair as necessary.
4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat inspec-
tion.
5. If the oil leak source is not positively identified at this time, proceed with the air leak detection test method
as follows:
• Disconnect the fresh air hose (make-up air) at the cylinder head cover and plug or cap the nipple on the cover.
• Remove the PCV valve hose from the cylinder head cover. Cap or plug the PCV valve nipple on the cover.
• Attach an air hose with pressure gauge and regulator to the oil level indicator tube.
CAUTION: Do not subject the engine assembly to more than 20.6 kpa (3 PSI) of test pressure.
• Gradually apply air pressure from 1 psi to 2.5 psi maximum while applying soapy water at the suspected
source. Adjust the regulator to the suitable test pressure that provides the best bubbles which will pinpoint the
leak source. If the oil leak is detected and identified, repair per service manual procedures.
• If the leakage occurs at the crankshaft rear oil seal area, refer to the section, Inspection for Rear Seal Area
Leak.
6. If no leaks are detected, turn off the air supply. Remove the air hose, all plugs, and caps. Install the PCV valve
and fresh air hose (make-up air). Proceed to next step.
7. Clean the oil off the suspect oil leak area using a suitable solvent. Drive the vehicle at various speeds approx-
imately 24 km (15 miles). Inspect the engine for signs of an oil leak by using a black light.
NOTE: If oil leakage is observed at the oil level indicator tube to block location; remove the tube, clean and
reseal using MoparT Stud & Bearing Mount (press fit tube applications only), and for O-ring style tubes,
remove tube and replace the O-ring seal.
INSPECTION FOR REAR SEAL AREA LEAKS

Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more
involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak.
If the leakage occurs at the crankshaft rear oil seal area:
1. Disconnect the battery.
2. Raise the vehicle.
3. Remove torque converter or clutch housing cover and inspect rear of block for evidence of oil. Use a black light
to check for the oil leak. If a leak is present in this area, remove transmission for further inspection.
a. Circular spray pattern generally indicates seal leakage or crankshaft damage.
b. Where leakage tends to run straight down, possible causes are a porous block, oil gallery cup plug, bedplate
to cylinder block mating surfaces and seal bore. See proper repair procedures for these items.
4. If no leaks are detected, pressurize the crankcase as previously described.
CAUTION: Do not exceed 20.6 kPa (3 psi).
5. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected between
the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal surface is damaged.
The seal area on the crankshaft could have minor nicks or scratches that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is specially machined to complement the function of the rear oil seal.
6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled.
7. After the oil leak root cause and appropriate corrective action have been identified, replace component(s) as
necessary.
STANDARD PROCEDURE
REPAIR OF DAMAGED OR WORN THREADS
Damaged or worn threads (excluding spark plug and camshaft bearing cap attaching threads) can be repaired.
Essentially, this repair consists of drilling out worn or damaged threads, tapping the hole with a special Heli-Coil Tap,
(or equivalent) and installing an insert into the tapped hole. This brings the hole back to its original thread size.
CAUTION: Be sure that the tapped holes maintain the original center line.
Heli-Coil tools and inserts are readily available from automotive parts jobbers.
HYDROSTATIC LOCKED ENGINE

When an engine is suspected to be hydrostatically locked, regardless of what caused the problem, the following
steps should be used.
CAUTION: DO NOT use starter motor to rotate the engine, severe damage may occur.
1. Inspect air cleaner, induction system and intake manifold to insure system is dry and clear of foreign material.
2. Remove negative battery cable.
3. Place a shop towel around the spark plugs when removing them from the engine. This will catch any fluid that
may possibly be in the cylinder under pressure.
4. With all spark plugs removed, rotate engine crankshaft using a breaker bar and socket.
5. Identify the fluid in the cylinder(s) (i.e., coolant, fuel, oil or other).
6. Make sure all fluid has been removed from the cylinders. Inspect engine for damage (i.e., connecting rods, pis-
tons, valves, etc.)
7. Repair engine or components as necessary to prevent this problem from re-occurring.
CAUTION: Squirt approximately one teaspoon of oil into the cylinders, rotate engine to lubricate the cylin-
der walls to prevent damage on restart.
8. Install new spark plugs.

9. Drain engine oil and remove oil filter.
10. Install a new oil filter.
11. Fill engine with specified amount of approved oil.
12. Connect negative battery cable.
13. Start engine and check for any leaks.
FORM-IN-PLACE GASKETS AND SEALERS

There are numerous places where form-in-place gaskets are used on the engine. Care must be taken when apply-
ing form-in-place gaskets to assure obtaining the desired results. Do not use form-in-place gasket material
unless specified. Bead size, continuity, and location are of great importance. Too thin a bead can result in leakage
while too much can result in spill-over which can break off and obstruct fluid feed lines. A continuous bead of the
proper width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket materials that are used in the engine area. MoparT Engine RTV
GEN II, MoparT ATF-RTV, and MoparT Gasket Maker gasket materials, each have different properties and can not
be used in place of the other.
MOPART ENGINE RTV GEN II is used to seal components exposed to engine oil. This material is a specially
designed black silicone rubber RTV that retains adhesion and sealing properties when exposed to engine oil. Mois-
ture in the air causes the material to cure. This material is available in three ounce tubes and has a shelf life of one
year. After one year this material will not properly cure. Always inspect the package for the expiration date before
use.
MOPART ATF RTV is a specifically designed black silicone rubber RTV that retains adhesion and sealing properties
to seal components exposed to automatic transmission fluid, engine coolants, and moisture. This material is avail-
able in three ounce tubes and has a shelf life of one year. After one year this material will not properly cure. Always
inspect the package for the expiration date before use.
MOPART GASKET MAKER is an anaerobic type gasket material. The material cures in the absence of air when
squeezed between two metallic surfaces. It will not cure if left in the uncovered tube. The anaerobic material is for
use between two machined surfaces. Do not use on flexible metal flanges.
MOPART BED PLATE SEALANT is a unique (green-in-color) anaerobic type gasket material that is specially made
to seal the area between the bed plate and cylinder block without disturbing the bearing clearance or alignment of
these components. The material cures slowly in the absence of air when torqued between two metallic surfaces,
and will rapidly cure when heat is applied.
MOPART GASKET SEALANT is a slow drying, permanently soft sealer. This material is recommended for sealing
threaded fittings and gaskets against leakage of oil and coolant. Can be used on threaded and machined parts
under all temperatures. This material is used on engines with multi-layer steel (MLS) cylinder head gaskets. This
material also will prevent corrosion. MoparT Gasket Sealant is available in a 13 oz. aerosol can or 4oz./16 oz. can
w/applicator.
SEALER APPLICATION
MoparT Gasket Maker material should be applied sparingly 1 mm (0.040 in.) diameter or less of sealant to one
gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off.
Components should be torqued in place within 15 minutes. The use of a locating dowel is recommended during
assembly to prevent smearing material off the location.
MoparT Engine RTV GEN II or ATF RTV gasket material should be applied in a continuous bead approximately 3
mm (0.120 in.) in diameter. All mounting holes must be circled. For corner sealing, a 3.17 or 6.35 mm (1/8 or 1/4 in.)
drop is placed in the center of the gasket contact area. Uncured sealant may be removed with a shop towel. Com-
ponents should be torqued in place while the sealant is still wet to the touch (within 10 minutes). The usage of a
locating dowel is recommended during assembly to prevent smearing material off the location.
MoparT Gasket Sealant in an aerosol can should be applied using a thin, even coat sprayed completely over both
surfaces to be joined, and both sides of a gasket. Then proceed with assembly. Material in a can w/applicator can
be brushed on evenly over the sealing surfaces. Material in an aerosol can should be used on engines with multi-
layer steel gaskets.
ENGINE GASKET SURFACE PREPARATION

To ensure engine gasket sealing, proper surface prep-
aration must be performed, especially with the use of
aluminum engine components and multi-layer steel
cylinder head gaskets.
Never use the following to clean gasket surfaces:
• Metal scraper
• Abrasive pad or paper to clean cylinder block
and head
• High speed power tool with an abrasive pad or a
wire brush
NOTE: Multi-Layer Steel (MLS) head gaskets

require a scratch free sealing surface.
Only use the following for cleaning gasket surfaces:

• Solvent or a commercially available gasket
remover
• Plastic or wood scraper
• Drill motor with 3M Roloc™ Bristle Disc (white or yellow)
CAUTION: Excessive pressure or high RPM (beyond the recommended speed), can damage the sealing sur-
faces. The mild (white, 120 grit) bristle disc is recommended. If necessary, the medium (yellow, 80 grit) bris-
tle disc may be used on cast iron surfaces with care.
ENGINE CORE AND OIL GALLERY PLUGS

Using a blunt tool such as a drift and a hammer, strike
the bottom edge of the cup plug. With the cup plug
rotated, grasp firmly with pliers or other suitable tool
and remove plug.
CAUTION: Do not drive cup plug into the casting

as restricted cooling can result and cause serious
engine problems.
Thoroughly clean inside of cup plug hole in cylinder

block or head. Be sure to remove old sealer. Lightly
coat inside of cup plug hole with MoparT Stud and
Bearing Mount. Make certain the new plug is cleaned
of all oil or grease. Using proper drive plug, drive plug
into hole so that the sharp edge of the plug is at least
0.5 mm (0.020 in.) inside the lead-in chamfer.
It is not necessary to wait for curing of the sealant.
The cooling system can be refilled and the vehicle placed in service immediately.
REMOVAL - ENGINE ASSEMBLY

1. Remove hood.
2. Release fuel pressure (Refer to 14 - FUEL SYS-
TEM/FUEL DELIVERY - STANDARD PROCE-
DURE).
3. Disconnect negative battery cable located in the
trunk.
4. Disconnect intake air temperature sensor electrical

connector.
5. Remove air cleaner housing assembly (3) (Refer to
9 - ENGINE/AIR INTAKE SYSTEM/AIR CLEANER
HOUSING - REMOVAL).
6. Remove accessory drive belt (5) (Refer to 7 -

COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
7. Disconnect lines from power steering pump (3).
8. Remove power steering pump attaching bolts and
set pump aside (3).
9. Recover A/C system using a suitable refrigerant
recovery machine (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - STANDARD PRO-
CEDURE).
10. Disconnect A/C compressor (4) electrical connec-
tors.
11. Remove A/C compressor (4) (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - REMOVAL).
12. Raise vehicle.

13. Remove lower splash shield bolts (1) and remove
splash shield (2).
14. Drain cooling system (Refer to 7 - COOLING/EN-
GINE - STANDARD PROCEDURE).
15. Drain the engine oil (5) and remove the oil filter
(3).
16. Disconnect down stream oxygen sensor connec-
tors.
17. Disconnect exhaust pipes at the manifolds.
18. Disconnect starter (2) electrical connectors.

19. Remove starter (2) bolts and set starter aside.
20. Disconnect coolant pipe (1) near starter from

hose.
21. Disconnect crankshaft position sensor electrical
connector and remove sensor (Refer to 14 -
FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT
POSITION SENSOR - REMOVAL).
22. Disconnect ground strap.
23. Disconnect oil pressure sensor (1) electrical con-

nector.
24. Remove 4 engine mount nuts (1).

25. Remove engine mount studs (1) from mount.
26. Remove steering gear mounting bolts (1) and

lower steering gear (2) for clearance.
27. Using a block of wood and a suitable lifting device

under the oil pan, raise the engine.
28. Remove structural collar bolts (2 & 4).
29. Remove structural collar (3).
30. Remove lower bell housing bolts.
31. Lower engine and remove jack stand.
32. Mark flex plate to torque converter location.
33. Remove torque converter bolts.
34. Lower vehicle.
35. Remove wiper arms (Refer to 8 - ELECTRICAL/

WIPERS/WASHERS/WIPER ARMS - REMOVAL).
36. Remove wiper cowl (1) (Refer to 8 - ELECTRI-
CAL/WIPERS/WASHERS/WIPER MODULE -
REMOVAL).
37. Remove strut tower support (2).
38. Reposition purge solenoid (5).
39. Remove the intake manifold (2) (Refer to 9 -

ENGINE/MANIFOLDS/INTAKE MANIFOLD -
REMOVAL).
40. Disconnect all vacuum lines and electrical con-
nectors.
41. Disconnect all ground straps attaching to the
engine.
42. Disconnect fuel line at fuel rail (1).

43. Disconnect coil, injector (2), capacitor, and knock
sensor connectors.
44. Remove EGR valve and tube assembly (Refer to
25 - EMISSIONS CONTROL/EXHAUST GAS
RECIRCULATION/VALVE - REMOVAL).
45. Remove upper bellhousing bolts and reposition
electrical harness.
46. Attach special tool #8342A (1).

a. Attach special tool #8342A to the front of the left cylinder head (2).
b. Attach special tool #8342A to the rear of the right cylinder head (3).
47. Support transmission with a block of wood and floor jack.
48. Hoist engine from engine compartment.
INSTALLATION - ENGINE ASSEMBLY
1. Attach special tool #8342A engine lifting fixture (1).

a. Attach special tool #8342A to the front of the left cylinder head (2).
b. Attach special tool #8342A to the rear of the right cylinder head (3).
2. Lower engine into engine compartment.
3. Remove special tool #8342A (1).
CAUTION: Do not tighten the transmission case to engine block bolts until all bolts have been hand started,
and the two mating surfaces are completely joined together, as damage to cylinder block or transmission
could occur.
4. Install bell housing to cylinder block bolts and tighten to 68 N·m (50 ft. lbs.).
5. Install EGR valve and tube assembly (Refer to 25 - EMISSIONS CONTROL/EXHAUST GAS RECIRCULATION/
VALVE - INSTALLATION).
6. Connect coil, injector (2), capacitor, and knock sen-
sor connectors.
7. Connect the fuel line (1).
8. Install upper intake manifold (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD -
INSTALLATION).
9. Install purge solenoid (5).

10. Connect all ground straps.
11. Connect all vacuum lines and electrical
connectors.
12. Raise vehicle.

13. Align flexplate and torque converter.
NOTE: Make sure all four bolts are installed finger

tight before torqueing bolts.
14. Tighten torque converter bolts to 75 N·m (55 ft.

lbs.).
15. Using a block of wood and a suitable lifting device
under the oil pan, raise the engine.
16. Install the structural collar (3) and position in
place.
NOTE: Make sure that structural collar (3) is flush

with the oil pan (1) and the transmission bell
housing.
17. Finger tighten all bolts (2) & (4).

18. Tighten the structural collar to oil pan bolts (2) to
55 N·m (40 ft. lbs.).
19. Tighten structural collar to transmission bolts (4) to 55 N·m (40 ft. lbs.).
20. Install the power steering pump (3).
21. Install the A/C compressor (4) (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - INSTALLATION).
22. Install the crankshaft position sensor and connect

electrical connector (Refer to 14 - FUEL SYSTEM/
FUEL INJECTION/CRANKSHAFT POSITION
SENSOR - INSTALLATION).
23. Connect oil pressure sensor (1) electrical
connector.
24. Install starter (2), tighten bolts to 41 N·m (30 ft.

lbs.)
25. Connect electrical connectors at starter.
26. Connect the coolant pipe (1) to coolant hose.

27. Connect the exhaust pipes to the manifolds.
28. Connect the down stream oxygen sensor connec-
tors.
29. Connect A/C compressor electrical connetors.
30. Install new oil filter (3).
31. Install lower splash shield (2) and tighten retaining

bolts (1).
32. Lower vehicle.
33. Install power steering pump (3) (Refer to 19 -

STEERING/PUMP - INSTALLATION).
34. Connect lines to power steering pump (3).
35. Install accessory drive belt (5) (Refer to 7 -
INSTALLATION).
36. Install air cleaner housing assembly (3) (Refer to

HOUSING - INSTALLATION).
37. Connect intake air temperature sensor connector.
38. Connect negative battery (1) cable.
39. Fill coolant system (Refer to 7 - COOLING -

STANDARD PROCEDURE).
40. Fill engine with correct grade of oil (5).
41. Install strut tower support (2).
42. Install cowl screen (1).
43. Install wiper arms (Refer to 8 - ELECTRICAL/
WIPERS/WASHERS/WIPER ARMS - INSTALLA-
TION).
44. Install the hood.
45. Fill and bleed power steering system (Refer to 19

- STEERING/PUMP - STANDARD PROCE-
DURE).
46. Evacuate and charge A/C system (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -
STANDARD PROCEDURE). (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING - STAN-
DARD PROCEDURE).
47. Start engine and check for leaks.
SPECIFICATIONS
2.7L ENGINE
DESCRIPTION SPECIFICATION
Type 60° DOHC V-6 24-Valve
Compression Ratio 9.67:1
Lead Cylinder #1 Right Bank
Firing Order 1-2-3-4-5-6
Metric Standard
Displacement 2.7 Liters 167 Cubic Inches
Bore & Stroke 86.0 x 78.5 mm 3.386 in. x 3.091 in.
CYLINDER BLOCK
Specification
Description
Metric Standard
Cylinder Bore Diameter 86.0 mm ±0.0076 3.3859 in. ±0.0003
Out of Round (Max.) 0.076 mm 0.003 in.
Taper (Max.) 0.051 mm 0.002 in.
PISTONS
Specification
Description
Metric Standard
Material Aluminum Alloy
Piston Diameter 85.983 mm ±0.019 3.3851 in. ±0.0017
Clearance at Size Location - 0.0096 to +0.0436 mm - 0.0003 to +0.0016 in.
Piston Weight 316-326 grams 11.1466-11.4994 oz.
Piston Ring Groove Diameter—No.
77.8-78 mm 3.063-3.070 in.
1
Specification
Description
Metric Standard
75.9-76.1 mm 2.988-2.996 in.
2
76.5-76.7 mm 3.011-3.019 in.
3
PISTON PINS
Specification
Description
Metric Standard
Type Full Floating
Pin Diameter 21.997-22.000 mm 0.8661-0.8662 in.
Clearance in Piston 0.005-0.013 mm 0.0002-0.0005 in.
Clearance in Rod 0.007-0.018 mm 0.0003-0.0008 in.
PISTON RINGS
Specification
Description
Metric Standard
Ring Gap-Top Compression Ring 0.20-0.36 mm 0.008-0.014 in.
Ring Gap-2nd Compression Ring 0.37-0.63 mm 0.0146-0.0249 in.
Ring Gap-Oil Control (Steel Rails) 0.25-0.76 mm 0.010-0.030 in.
PISTON RING SIDE CLEARANCE
Specification
Description
Metric Standard
Compression Ring-Top 0.035-0.083 mm 0.0013-0.0032 in.
Compression Ring-Second 0.040-0.080 mm 0.0016-0.0031 in.
Oil Ring (Steel Rails) 0.058-0.204 mm 0.0022-0.0080 in.
PISTON RING WIDTH
Specification
Description
Metric Standard
Compresion Rings-Top and Second 1.47-1.49 mm 0.0579-0.0587 in.
Oil Ring (Steel Rails 0.445-0.470 mm 0.0176-0.0186 in.
CONNECTING RODS
Specification
Description
Metric Standard
Side Clearance 0.13-0.38 mm 0.0052-0.015 in.
Side Clearance (Max.) 0.4318 mm 0.017 in.
Piston Pin Bore Diameter 22.007-22.015 mm 0.8665-0.8668 in.
Bearing Bore Out of Round (Max.) 0.004 mm 0.0002 in.
Total Weight (Less Bearing) 529.9 ±7 grams 18.6917 ±0.247 oz.
CRANKSHAFT MAIN BEARING JOURNALS
Specification
Description
Metric Standard
Diameter 63.49-63.51 mm 2.4997-2.5004 in.
Bearing Clearance 0.032-0.056 mm 0.0012-0.0022 in.
Bearing Clearance (Max) (Wear
0.070 mm 0.0028 in.
Limit)
Out of Round (Max) 0.008 mm 0.0003 in.
Diametrical Taper (Max) 0.010 mm 0.0004 in.
End Play 0.048-0.260 mm 0.002-0.010 in.
End Play (Max) 0.37 mm 0.015 in.
CONNECTING ROD JOURNALS
Specification
Description
Metric Standard
Diameter 53.51-53.49 mm 2.1067-2.106 in.
Bearing Clearance (Wear Limit) 0.075 mm 0.0030 in.
Out of Round (Max) 0.008 mm 0.0003 in.
Diametrical Taper (Max) 0.010 mm 0.0004 in.
CAMSHAFT
Specification
Description
Metric Standard
Bore Diameter 24.050-24.071 mm 0.9469-0.09476 in.
Bearing Journal Diameter 24.000-23.981 mm 0.9449-0.9441 in.
Bearing Clearance (Max.) 0.10 mm 0.004 in.
End Play 0.13-0.28 mm 0.0051-0.0110 in.
VALVE TIMING-INTAKE VALVES
Description Specification
Opens (ATDC) 2°
Closes (ABDC) 44°
Duration 222°
VALVE TIMING-EXHAUST VALVES
Description Specification
Opens (BBDC) 36°
Closes (ATDC) 4°
Duration 220°
Valve Overlap 2°
CYLINDER HEAD
Specification
Description
metric Standard
Gasket Thickness (Compressed) 1.50 mm ±0.05 0.0591 in. ±0.002 in.
Valve Seat Angle 45°-45.5°
Valve Seat Runout (Max.) 0.05 mm 0.002 in.
Intake Valve Seat Width 1.00-1.5 mm 0.0394-0.0591 in.
Exhaust Valve Seat Width 1.25-1.75 mm 0.0492-0.0689 in.
Guide Bore Diameter (Std.) 5.975-6.00 mm 0.2353-0.2363 in.
Valve Guide Height*—Intake &
13.25-13.75 mm 0.5217-0.5414 in.
Exhaust
*Measured from cylinder head surface to top of guide
VALVES
Specification
Description
Metric Standard
Face Angle 44.5°-45.5°
Head Diameter-Intake 33.67-33.93 1.3256-1.3358 in.
Head Diameter-Exhaust 27.67-27.93 mm 1.0894-1.1000 in.
Length-Intake (Overall) 107.89-108.39 mm 4.2476-4.2673 in.
Length-Exhaust (Overall) 105.88-106.38 mm 4.1685-4.1882 in.
Stem Diameter-Intake 5.934-5.952 mm 0.2337-0.2344 in.
Stem Diameter-Exhaust 5.906-5.924 mm 0.2326-0.2333 in.
Stem-to-Guide Clearance-Intake
0.023-0.066 mm 0.0009-0.0026 in.
(New)
Stem-to-Guide Clearance-Exhaust
0.051-0.094 mm 0.002-0.0037 in.
(New)
Stem-to-Guide Clearance-Intake
0.29 mm 0.0114 in.
(Max., Rocking Method)
Stem-to-Guide Clearance-Exhaust
0.370 mm 0.0146 in.
(Max., Rocking Method)
Valve Lift-Intake (Zero Lash) 9.0 mm 0.3543 in.
Valve Lift-Exhaust (Zero Lash) 8.0 mm 0.3150 in.
Valve Stem Tip Height-Intake 47.125 ±0.711 mm 1.8550 ±0.028 in.
Valve Stem Tip Height-Exhaust 47.187 ±0.65 mm 1.858 ±0.026 in.
VALVE SPRING
Specification
Description
Metric Standard
Free Length—Intake & Exhaust
45.63 mm 1.7965 in.
(Approx.)
Spring Force—Intake & Exhaust
249-284 N @ 38.0 mm 56.0-64.0 lbs. @ 1.4961 in.
(Valve Closed)
Spring Force—Intake (Valve Open) 658-721 N @ 29.0 mm 147.9-162.1 lbs. @ 1.1417 in.
Spring Force—Exhaust (Valve

614-671 N @ 30.0 mm 138.0-150.8 lbs. @ 1.1811 in.
Open)
Number of Coils—Intake & Exhaust 7.35
Wire Diameter—Intake & Exhaust 3.861 mm 0.1520 in.
Installed Height—Intake & Exhaust
38.0 mm 1.4961 in.
(Spring seat to bottom of retainer)
OIL PUMP
Specification
Description
Metric Standard
Clearance Over Rotors (Max.) 0.077 mm 0.003 in.
Cover-Out-of-Flat (Max.) 0.025 mm 0.001 in.
Inner & Outer Rotor Thickness 9.955-9.980 mm 0.3919-0.3929 in.
Outer Rotor Clearance (Max.) 0.39 mm 0.015 in.
Outer Rotor Diameter (Min.) 89.175 mm 3.5109 in.
Tip Clearance Between Rotors
0.20 mm 0.008 in.
(Max.)
OIL PRESSURE
Specification
Description
Metric Standard
(NOTE: At Normal Operating Temperatures)
Pressure @ Curb Idle Speed* 34.7 kPa Min. 5 psi Min.
Pressure @ 3000 RPM 300-724 kPa 45-105 psi
*CAUTION: If oil pressure is zero at idle, DO NOT run engine at 3000 RPM.
TORQUE
Ft. In.
DESCRIPTION N·m
Lbs. Lbs.
A/C Compressor to Engine - Bolts 28 21 -
Camshaft Sprocket - Bolts 28 - 250
Camshaft Chain Tensioner (Secondary) - Bolts 12 - 105
Camshaft Bearing Cap - Bolts 12 - 105
Connecting Rod Cap - Bolts 27 +1⁄4 20 +1⁄4 -
Turn Turn
Cooling System Bleed Screw 12 - 110
Crankshaft Main Bearing Cap - Tie Bolts 28 - 250
Crankshaft Main Bearing Cap - Outer Cap Bolts 27 + ⁄
14 20 + ⁄ 14 -
Turn Turn
Crankshaft Main Bearing Cap - Inner Cap Bolts 20 +1⁄4 15 +1⁄4 -
Turn Turn
Crankshaft Damper - Bolt 170 125 -
Crankshaft Rear Seal Retainer - Bolts 12 - 105
Cylinder Head - Bolts (Refer to 9 - ENGINE/CYLINDER HEAD -
INSTALLATION)
Ft. In.
DESCRIPTION N·m
Lbs. Lbs.
Cylinder Head Cover - Bolts 12 - 105
Exhaust Manifold - Bolts 23 - 200
Exhaust Manifold Heat Shield - Bolts 12 - 105
Engine Mount Bracket to Block - Bolts 61 45 -
Engine Mount Isolator - Nuts 61 45 -
Intake Manifold (Upper and Lower) - Bolts 12 - 105
Generator Bracket-Bolts 41 30 -
Oil Pan - m8 Bolts 28 - 250
Oil Pan - m6 Nuts 12 - 105
Oil Pan Drain - Plug 27 20 -
Oil Cooler - Stud 61 45 -
Oil Filter 16 12 -
Oil Pump to Block - Bolts 28 - 250
Oil Pump Cover - Bolts 12 - 105
Oil Pump Pick Up Tube - Bolt 28 - 250
PCV Valve 7 - 60
Spark Plugs 20 15 -
Starter Mounting - Bolts 41 30 -
Structural Collar (Refer to 9 - ENGINE/ENGINE BLOCK/
STRUCTURAL COVER -
INSTALLATION)
Thermostat Housing/Water Inlet Connector - Bolts 12 - 105
Throttle Body - Bolts 12 - 105
Timing Chain Cover - M6 Bolts 12 - 105
Timing Chain Cover - M10 Bolts 54 40 -
Timing Chain Tensioner (Primary) 12 - 105
Timing Chain Guide Access Plug 20 15 -
Torque Converter 75 55 -
Water Pump - Bolts 12 - 105
Water Outlet Housing - Bolts 12 - 105
SPECIAL TOOLS
2.7L ENGINE
Engine Lifting Fixture 8342
Puller 8454
Crankshaft Damper Remover Insert 8194

Disconnect Tool, 6638A
Crankshaft Damper Installer Screw 8179
Crankshaft Damper Installer 6792-1
Damper Holding Fixture 9365

Crankshaft Seal Remover 6771
Crankshaft Seal & Sprocket Installer 6780-1 Crankshaft Rear Seal Guide 6926-1 & Installer
6926-2
Crankshaft Seal Protector 6780-2
Driver Handle C-4171
Puller 5048
Crankshaft Real Seal Retainer Alignment Fixture

8225
Puller Adaptor 8539
Timing Chain Tensioner Resetting Gauge 8186

Dial Indicator C-3339
Valve Spring Compressor 8215-A
Valve Spring Tester C-647
Adaptor 8216-A
Valve Spring Compressor MD-998772-A
Valve Spring Compressor C-3422-D
Valve Spring Adapter 6527
Indicator Bore Size C-119

Connecting Rod Installation Guides 8189
Pressure Transducer CH7059
Main Bearing Remover/Installer C-3059
Adaptor 8116
Pressure Gauge C-3292
Cooling System Tester 7700

Adapter 8406
DRB IIIT with PEP Module – OT-CH6010A
Combustion Leak Tester C-3685-A

HOUSING-AIR CLEANER
REMOVAL
1. Disconnect negative battery cable.
2. DIsconnect mass airflow sensor electrical connec-
tor.
3. Remove clean air duct between throttle body and
air filter housing.
4. Remove vent tube.
5. Remove mounting bolt.
6. Remove air filter housing.
7. Raise vehicle.
8. Partially remove front fascia to gain access to air
filter resonator (Refer to 13 - FRAME &
BUMPERS/BUMPERS/FRONT FASCIA -
REMOVAL).
9. Remove mounting bolt.
10. Remove air cleaner resonator.
INSTALLATION
1. Position air cleaner resonator assembly in vehicle.
2. Install mounting bolt. Tighten bolt to 10 N·m (89 in.
lbs).
3. Install front fascia (Refer to 13 - FRAME &
BUMPERS/BUMPERS/FRONT FASCIA - INSTAL-
LATION).
4. Position air filter assembly in vehicle.
5. Install mounting bolt. Tighten to 10 N·m (89 in.
lbs.).
6. Install vent tube.
7. Install clean air duct between air filter housing and
throttle body.
CYLINDER HEAD
DESCRIPTION
The cylinder heads (7) are made of an aluminum alloy. The cylinder head features four valves (5) & (6) per cylinder
with pressed in powdered metal valve guides. The cylinder heads provide enclosures for the timing chain drive,
necessitating a unique right and left cylinder head.

CYLINDER HEAD GASKET
A cylinder head gasket leak can be located between adjacent cylinders or between a cylinder and the adjacent
water jacket.
Possible indications of the cylinder head gasket leaking between adjacent cylinders are:
• Loss of engine power
• Engine misfiring
• Poor fuel economy
Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are:
• Engine overheating
• Loss of coolant
• Excessive steam (white smoke) emitting from exhaust
• Coolant foaming
CYLINDER-TO-CYLINDER LEAKAGE TEST

To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in Cyl-
inder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). An engine cylinder head
gasket leaking between adjacent cylinders will result in approximately a 50–70% reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST

WARNING: Use extreme caution when the engine is operating with coolant pressure cap removed.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure cap. Start the engine and allow it to warm up until thermostat
opens.
If a large combustion/compression pressure leak exists, bubbles will be visible in the coolant.
COOLING SYSTEM TESTER METHOD
WARNING: With cooling system tester in place, pressure will build up fast. Excessive pressure built up, by
continuous engine operation, must be released to a safe pressure point. Never permit pressure to exceed
138 kpa (20 psi).
Install Cooling System Tester 7700 or equivalent to pressure cap neck. Start the engine and observe the tester’s
pressure gauge. If gauge pulsates with every power stroke of a cylinder a combustion pressure leak is evident.
CHEMICAL TEST METHOD
Combustion leaks into the cooling system can also be checked by using Bloc-Chek Kit C-3685-A or equivalent.
Perform test following the procedures supplied with the tool kit.
STANDARD PROCEDURE - Cylinder Head Oil Gallery Cup Plug Service

NOTE: Determine which cup plug is leaking before performing this procedure. If necessary, perform an
engine oil leak dye test.
Each cylinder head on a 2.7L engine has 6 external oil gallery cup plugs. It is not necessary to remove the original
cup plug to install a new cup plug. The cup plug bore is deep enough to allow for two plugs. If it becomes neces-
sary to service an oil gallery cup plug, perform the Repair Procedure.
NOTE: Inspect the cup plug bore in question for the presence of two cup plugs. If the cup plug flange is
just inside (1–2 mm) the chamfered edge of the bore two cup plugs are already in place and the cylinder
head cannot be repaired.
Repair Procedure
1. Remove component(s) necessary to gain access to

the oil gallery cup plug requiring service.
NOTE: Some of the oil gallery cup plugs are ser-

viceable with the head installed on the engine and
the engine in the vehicle, while others require
removing the affected cylinder head from the
engine. In either case only replace the cup plug
requiring service.
2. Clean the cup plug bore with brake cleaner and

compressed air. It is not necessary to remove the
existing cup plug.
3. Lightly coat the new cup plug with sealer; p/n
04318083.
4. Using an appropriate installation tool drive the new
cup plug into the bore until the flanged edge of the
plug is just inside (1-2 mm) the chamfered edge of
the bore.
5. Allow the sealant to cure for at least 20 minutes.
6. Assemble any components removed in step #1 as necessary.
REMOVAL
1. Perform fuel pressure release procedure before
attempting any repairs. (Refer to 14 - FUEL SYS-
TEM/FUEL DELIVERY - STANDARD PROCE-
DURE)
2. Disconnect negative cable from battery (1).
3. Raise vehicle on hoist.
5. Remove accessory drive belt (5). (Refer to 7 -

REMOVAL).
6. Remove the vibration damper (Refer to 9 -
ENGINE/ENGINE BLOCK/VIBRATION DAMPER -
REMOVAL).
7. Disconnect camshaft position sensor (2), and cool-
ant temperature sensor (1) connectors.
8. Remove upper intake manifold (Refer to 9 -
REMOVAL).
9. Disconnect coils (3), capacitors, and injector con-

nectors (2).
10. Reposition harness out of the way.
11. Disconnect fuel feed line (1) (Refer to 14 - FUEL

SYSTEM/FUEL DELIVERY/QUICK CONNECT
FITTING - STANDARD PROCEDURE).
12. Remove lower intake manifold.
13. Remove cylinder head covers (Refer to 9 -
ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - REMOVAL).
14. Remove coolant outlet (3) (Refer to 7 - COOL-

ING/ENGINE/COOLANT OUTLET HOUSING -
REMOVAL).
15. Remove timing chain cover (4) (Refer to 9 -
ENGINE/VALVE TIMING/TIMING CHAIN COVER
- REMOVAL).
16. Rotate crankshaft until crankshaft sprocket timing

mark aligns with timing mark on oil pump housing
(2).
17. Remove primary timing chain (7) (Refer to 9 - ENGINE/VALVE TIMING/TIMING CHAIN AND SPROCKETS -
REMOVAL).
18. Remove upper primary timing chain guides (10).
19. Remove camshaft bearing caps gradually in the
sequence shown.
20. Remove camshafts (3) & (10) and valvetrain components from cylinder head. Note component locations for
re-installation in original locations.
21. For left cylinder head removal:
• Remove fastener securing engine oil dipstick tube to cylinder head. Remove engine oil dipstick tube.
• Remove generator.
22. For right cylinder head removal:
• Remove cylinder head ground strap.
• Disconnect EGR valve electrical connector and remove EGR valve from head (Refer to 25 - EMISSIONS
CONTROL/EXHAUST GAS RECIRCULATION/VALVE - REMOVAL).
CAUTION: Ensure cylinder head bolts 1 - 3 are

removed before attempting the removal of cylinder
head, as damage to cylinder head and/or block
may occur.
23. Remove cylinder left head bolts (2) and right head
bolts (1) in sequence shown.
24. Remove cylinder head(s).
25. Remove and discard cylinder head gasket.
26. Clean cylinder head and block sealing surfaces
(Refer to 9 - ENGINE/CYLINDER HEAD -
CLEANING).
CLEANING
To ensure engine gasket sealing, proper surface preparation must be performed, especially with the use of alumi-
num engine components and multi-layer steel cylinder head gaskets.
NOTE: Multi-Layer Steel (MLS) head gaskets require a scratch free sealing surface.
Remove all gasket material from cylinder head and block (Refer to 9 - ENGINE - STANDARD PROCEDURE). Be
careful not to gouge or scratch the aluminum head sealing surface.
Clean all engine oil passages.
INSPECTION
1. Before cleaning, check for leaks, damage and
cracks.
2. Clean cylinder head and oil passages.
3. Check cylinder head for flatness .
4. Cylinder head must be flat within:
• Standard dimension = less than 0.05 mm (0.002
inch.)
• Service Limit = 0.2 mm (0.008 inch.)
• Grinding Limit = Maximum of 0.2 mm (0.008
inch.) is permitted.
CAUTION: 0.20 mm (0.008 in.) MAX is a combined

total dimension of the stock removal limit from
cylinder head and block top surface (Deck)
together.
INSTALLATION
NOTE: The cylinder head bolts are tightened using
a torque plus angle procedure. The bolts must be
examined BEFORE reuse. If the threads are
necked down the bolts must be replaced
Necking can be checked by holding a straight edge

against the threads (3). If all the threads do not con-
tact the scale (2), the bolt must be replaced.
CAUTION: When cleaning cylinder head and cylin-

der block surfaces, DO NOT use a metal scraper
because the surfaces could be cut or ground. Use
ONLY a wooden or plastic scraper.
1. Clean sealing surfaces of cylinder head and block

(Refer to 9 - ENGINE - STANDARD PROCE-
DURE).
2. Install new head gasket over locating dowels.
3. Install cylinder head to block, assuring head is
properly positioned over locating dowels.
4. Lubricate bolt threads with clean engine oil and

install bolts.
5. Tighten bolts in sequence shown for left head (2)
and right head (1), using the following steps and
torque values:
• Step 1: Bolts 1–8 to 48 N·m (35 ft. lbs.)
• Step 4: Bolts 1–8 to +90° Turn Do not use a
torque wrench for this step.
• Step 5: Bolts 9–11 to 28 N·m (250 in. lbs.)
6. For left cylinder head installation:

• Install engine oil dipstick tube.
• Install generator.
7. For right cylinder head Installation:
• Install cylinder head ground strap.
• Install EGR valve (if equipped) (Refer to 25 - EMISSIONS CONTROL/EXHAUST GAS RECIRCULATION/
VALVE - INSTALLATION).
8. Install all valvetrain components and camshafts
(Refer to 9 - ENGINE/CYLINDER HEAD/CAM-
SHAFT(S) - INSTALLATION). Tighten camshaft
bearing caps in sequence shown to 12 N·m (105
in. lbs.).
9. Install primary timing chain (7), guides (2,5,10) and sprockets (9) (Refer to 9 - ENGINE/VALVE TIMING/TIMING
CHAIN AND SPROCKETS - INSTALLATION).
10. Install coolant outlet (3) (Refer to 7 - COOLING/
ENGINE/COOLANT OUTLET HOUSING -
INSTALLATION).
11. Install lower intake manifold (Refer to 9 - ENGINE/

MANIFOLDS/INTAKE MANIFOLD - INSTALLA-
TION).
12. Install cylinder head covers (Refer to 9 - ENGINE/
CYLINDER HEAD/CYLINDER HEAD COVER(S) -
INSTALLATION).
13. Connect camshaft position sensor (2) and coolant
temperature sensor (1) connectors.
14. Install timing chain cover (Refer to 9 - ENGINE/
VALVE TIMING/TIMING CHAIN COVER(S) -
INSTALLATION).
15. Install crankshaft vibration damper (Refer to 9 -
INSTALLATION).
16. Install upper intake manifold (Refer to 9 -
INSTALLATION).
17. Connect oil pressure sensor (1) connector.
18. Install accessory drive belt (5) (Refer to 7 -

INSTALLATION).
19. Fill cooling system (Refer to 7 - COOLING/EN-

CAMSHAFT(S)
DESCRIPTION
The assembled fabricated camshafts are composed of five bearing journals machined onto a hollow steel tube. The
camshafts are secured in the cylinder head (6) by the camshaft bearing caps (1)&(2). Six steel lobes, a secondary
timing drive sprocket, and a primary sprocket/thrust flange are pressed onto the camshaft tube using a unique
assembly process. Camshaft end play is controlled by the primary camshaft sprocket attachment flange on the
intake camshafts (7) and by a thrust flange on the exhaust camshafts (3). The intake camshafts are driven by the
primary chain. The exhaust camshafts (3) are driven by the intake camshafts (10) through a secondary chain (11).
The secondary chain tensioner (7) keeps tension on the secondary chain (11).
OPERATION
The camshaft has precisely machined (egg shaped) lobes to provide accurate valve timing and duration. The cam-
shaft is driven by the crankshaft via drive sprockets and chains.
REMOVAL
1. Remove the primary timing chain (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS
- REMOVAL).
2. Remove secondary chain tensioner (6) mounting bolts.
NOTE: Camshaft bearing caps have been marked during engine manufacturing. For example, number one
exhaust camshaft bearing is marked “1E”.
3. Slowly loosen camshaft bearing cap bolts in the

order shown.
4. Remove camshaft bearing caps (1).

5. Remove intake camshaft (7), exhaust camshaft (2), secondary timing chain (8), and secondary timing chain ten-
sioner (6) together as an assembly.
6. Remove secondary timing chain tensioner (6) and secondary timing chain (8) from camshafts (2)&(7).
7. Inspect camshafts (Refer to 9 - ENGINE/CYLINDER HEAD/CAMSHAFT(S) - INSPECTION).
INSPECTION
1. Inspect camshaft bearing journals (2) for damage
and binding. If journals are binding, check the cyl-
inder head for damage. Also check cylinder head
oil holes for clogging.
2. Inspect camshaft sprockets for excessive wear.
Replace camshafts if necessary.
3. Check the cam lobe (5) surfaces for abnormal wear
and damage. Replace camshaft if defective. Mea-
sure the actual wear and replace, if out of limits—
standard value is 0.0254 mm (0.001 in.); wear limit
is 0.254 mm (0.010 in.).
INSTALLATION
CAUTION: When the timing chain is removed and
the cylinder heads are installed, DO NOT rotate
the camshafts or crankshaft without first locating
the proper crankshaft position. Failure to do so
will result in valve and/or piston damage.
1. Assemble camshaft chain on the cams. Verify that

plated links (1) are facing toward the front. Align
the plated links (1) to the dots (4) on the camshaft
sprockets.
2. If camshaft chain tensioner is already in the com-

pressed and locked position, proceed to step #4.
3. When the camshaft chain tensioner is removed, it
is necessary to compress and lock the tensioner
using the following procedures:
a. Place tensioner (1) into a soft jaw vise.
b. SLOWLY compress tensioner until fabricated
lock pin (2) or the equivalent can be inserted
into the locking holes.
c. Remove compressed and locked tensioner
from the vise.
4. Insert the compressed and locked camshaft chain

tensioner (2) in between the camshafts and chain.
5. Rotate the cams so that the plated links (1) and
dots (4) are facing the 12:00 o’clock position.
6. Install cams to cylinder head. Verify that rocker
arms are correctly seated and in proper positions.
7. Install camshaft bearing caps. Verify that bearing

caps are installed in same position as removed.
8. Tighten cam bearing cap bolts gradually in
sequence shown in to 12 N·m (105 in. lbs.).
9. Install secondary chain tensioner (2) bolts and

tighten to 12 N·m (105 in. lbs.).
10. Remove locking pin (3) from secondary tensioners
(2).
11. Measure camshafts end play (Refer to 9 -
ENGINE/CYLINDER HEAD/CAMSHAFT(S) -
12. Install the primary timing chain (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT/CHAIN
AND SPROCKETS - INSTALLATION).
COVER(S)-CYLINDER HEAD
REMOVAL
LEFT
1. Disconnect negative battery (1) cable located in
trunk.

REMOVAL).
3. Disconnect electrical connectors from ignition coils
(1).
4. Remove ground strap from cylinder head cover

stud (1) and disconnect capacitor connector (2).
Reposition electrical harness.
5. Disconnect electrical harness retaining clips from
cylinder head cover studs. Reposition electrical
harness.
6. Remove make up air hose.

7. Remove fastener attaching ignition coil capacitor.
8. Remove ignition coils (1).
9. Loosen all cylinder head cover fasteners (1)&(2).
NOTE: Cylinder head cover attaching bolts are

captured to the cover.
CAUTION: Make certain the double ended studs

(1) in the center of the cylinder head cover are
loose before attempting to remove cover.
10. Remove cylinder head cover.
RIGHT
1. Disconnect negative battery (1) cable.

REMOVAL).
3. Disconnect electrical connectors from ignition coils
(1).
4. Disconnect capacitor electrical connector (2).

5. Remove PCV hose from cylinder head cover grom-
met.
6. Remove ground strap from cylinder head cover
stud (1).
7. Disconnect electrical harness retaining clips from
cylinder head cover studs. Reposition electrical
harness.
8. Remove fastener attaching ignition coil capacitor.
9. Remove ignition coils.
10. Remove foam insulator (1).

11. Loosen all cylinder head cover fasteners.
NOTE: Cylinder head cover attaching bolts are

captured to the cover.
CAUTION: Make certain the double ended studs in

the center of the cylinder head cover are loose
before attempting to remove cover.
12. Remove cylinder head cover.
INSTALLATION
LEFT
1. Clean cylinder head cover and both sealing sur-
faces. Inspect and replace gaskets (1)&(2) as
necessary.
2. Install cylinder head cover and hand start all fas-

teners. Verify that all double-ended studs are in the
correct locations.
3. Tighten cylinder head cover attaching bolts and
double-ended studs to 12 N·m (105 in. lbs.).
4. Install ignition coils (1).

5. Install ignition coil capacitor (2) and fastener.

6. Install ground strap (1) to cylinder head cover stud.
7. Connect all electrical connectors and harness clips.
8. Connect make up air hose.
INSTALLATION).
RIGHT
1. Clean cylinder head cover and both sealing sur-
faces. Inspect and replace gaskets (1)&(2) as
necessary.

teners. Verify that all double-ended studs are in the
correct locations.
3. Tighten cylinder head cover attaching bolts and
double-ended studs to 12 N·m (105 in. lbs.).
4. Install ignition coils (1).

5. Install ignition coil capacitor (2) and fastener.

6. Connect ground strap (1) to cylinder head cover
stud.
7. Connect PCV hose to cylinder head cover grom-
met.
8. Connect all electrical connectors and harness clips.
9. Install foam insulator (1) on top of cylinder head

cover (2).
10. Install upper intake manifold (Refer to 9 -
INSTALLATION).

VALVES & SEATS-INTAKE/EXHAUST

DESCRIPTION
The valves (5)&(6) are made of heat resistant steel, and have chrome plated stems to prevent scuffing. The four
valves per cylinder (two intake (6) and two exhaust (5)) are actuated by roller rocker arms, which pivot on stationary
lash adjusters. All valves use three bead lock keepers (1) to retain springs (3) and to promote valve rotation.
STANDARD PROCEDURE - VALVE AND VALVE SEAT REFACING

The intake and exhaust valves have a 44.5 to 45
degree face angle (1). The valve seats (2) have a 45
to 45.5 degree face angle.
VALVES
Inspect the remaining margin (5) after the valves are

refaced (Refer to 9 - ENGINE - SPECIFICATIONS).
VALVE SEATS
NOTE: When refacing valve seats, it is important
that the correct size valve guide pilot be used for
reseating stones. A true and complete surface
must be obtained.
1. Measure the concentricity of valve seat using dial

indicator. Total runout should not exceed 0.051 mm
(0.002 inch.) total indicator reading.
2. Inspect the valve seat (3) with Prussian blue to
determine where the valve contacts the seat. To do
this, coat valve seat (3)LIGHTLY with Prussian
blue then set valve in place. Rotate the valve with
light pressure. If the blue is transferred to the cen-
ter of valve face (4), contact is satisfactory. If the
blue is transferred to top edge of valve face, then
lower valve seat with a 15 degree stone. If the blue
is transferred to the bottom edge of valve face,
then raise valve seat with a 65 degree stone.
NOTE: Valve seats which are worn or burned can be reworked, provided that correct angle and seat width
are maintained. Otherwise cylinder head must be replaced.
3. When seat is properly positioned the width of the intake 1.00 to 1.50 mm (0.0394 to 0.0591 in.) and exhaust
seats should be 1.25 to 1.75 mm (0.049 to 0.069 in.).
4. Check the valve spring installed height (4) after

refacing the valve and seat.
VALVE AND SPRING INSTALLED HEIGHT

1. Coat valve stems (2) with clean engine oil and
insert them in cylinder head.
2. If valves or seats have been refaced, check valve
tip height (5). If valve tip height (5) for intake valve
is greater than 47.836 mm (1.883 in.) or 47.837
mm (1.883 in.) for exhaust valve, grind valve tip
until within specifications. Make sure measurement
is taken from cylinder head surface to the top of
valve stem.
3. Install valve seal/spring seat assembly (8) over
valve guides on all valve stems. Ensure that the
garter spring (9) is intact around the top of the rub-
ber seal.
4. Position valve springs (3) and retainer (2) on spring

seat (4).
5. Compress valve spring with a valve spring com-
pressor.
6. Install retainer locks (1) and release tool.
7. If valves and/or seats are refaced, measure the

installed height of springs (4). Measurement is
taken from top of spring seat to the bottom surface
of spring retainer. If height is greater than 38.75
mm (1.5256 in.), install a 0.762 mm (0.030 in.)
spacer in head counterbore under the valve spring
seat to bring spring height back within specification.
REMOVAL
1. Remove cylinder head(s) (Refer to 9 - ENGINE/
CYLINDER HEAD - REMOVAL).
2. Remove valve spring (3) (Refer to 9 - ENGINE/
CYLINDER HEAD/VALVE SPRINGS - REMOVAL).
3. Before removing valves (3), remove any burrs

from valve stem retainer lock grooves (2) and
stem tip (1) to prevent damage to the valve
guides.
4. Remove valve. Identify each valve to ensure instal-
lation in original location.
INSPECTION
VALVES
1. Clean and inspect valves thoroughly. Replace
burned, warped and cracked valves.
2. Inspect retainer lock grooves for wear or damage
(2).
3. Inspect valve face (4) for for wear and pitting.
4. Measure valve stems (3) and margins (5) for wear.
For valve specifications, (Refer to 9 - ENGINE -
SPECIFICATIONS).
NOTE: Valve stems (3) are chrome plated and should not be polished.
VALVE GUIDES
1. Remove carbon and varnish deposits from inside of
valve guides with a reliable guide cleaner.
2. Measure valve stem-to-guide clearance as follows:
3. Install valve (2) into cylinder head so it is 15 mm
(0.590 inch.) off the valve seat. A small piece of
hose may be used to hold valve in place.
4. Attach dial indicator Tool C-3339 (1) to cylinder
head and set it at right angle of valve stem being
measured.
5. Move valve to and from the indicator. For clearance
specifications, (Refer to 9 - ENGINE - SPECIFICA-
TIONS).
NOTE: If stem-to-guide clearance exceeds specifi-

cations, you must measure valve stem. If valve
stem is within specifications or if guide is loose in
cylinder head, replace cylinder head.
INSTALLATION
1. Coat valve stems (2) with clean engine oil and
insert them in cylinder head.
2. If valves or seats have been reground, check valve
tip height (5). If valve tip height (5) for intake valve
is greater than 47.836 mm (1.883 in.) or 47.837
mm (1.883 in.) for exhaust valve, grind valve tip
until within specifications. Make sure measurement
is taken from cylinder head surface (7) to the top of
valve stem (2).
3. Install valve stem seals (8) (Refer to 9 - ENGINE/
CYLINDER HEAD/VALVE STEM SEALS - INSTAL-
LATION).
4. After installing valve stem seals, make sure the
garter spring (9) is in place.
5. Install valve spring (3) (Refer to 9 - ENGINE/CYL-
INDER HEAD/VALVE SPRINGS - INSTALLATION).
SPRINGS-VALVE
DESCRIPTION
The valve springs (3) are made from high strength, chrome-silicon steel. The springs are common for intake and
exhaust applications. The valve spring seat is integral with the valve stem seal (4), which incorporates a garter
spring to maintain consistent lubrication control to the valve stem.
REMOVAL
IN VEHICLE
1. Release fuel pressure before attempting any
repairs (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY - STANDARD PROCEDURE).
trunk.
3. Remove air cleaner housing (3) and inlet hose

(Refer to 9 - ENGINE/AIR INTAKE SYSTEM/AIR
CLEANER HOUSING - REMOVAL).
4. Remove upper intake manifold (1) (Refer to 9 -

REMOVAL).
6. Remove crankshaft vibration damper (Refer to 9 -
REMOVAL).
7. Remove timing chain cover (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT / CHAIN COVER(S)
- REMOVAL).
8. Remove timing chain (Refer to 9 - ENGINE/VALVE
TIMING/TIMING BELT/CHAIN AND SPROCKETS -
REMOVAL).
9. Remove camshafts and rocker arms (Refer to 9 -
ENGINE/CYLINDER HEAD/CAMSHAFT(S) -
REMOVAL).
10. With air hose attached to spark plug adapter installed in the cylinder being serviced, apply 620.5–689 kPa (90–
100 psi) air pressure. This is to hold valves in place while servicing components.
11. Using Special Tool MD 998772A with adapter 6779, compress valve spring and remove valve locks, retainer,
and valve spring.
12. Remove valve stem seal (Refer to 9 - ENGINE/CYLINDER HEAD/VALVE STEM SEALS - REMOVAL).
OFF VEHICLE
1. With cylinder head removed, compress valve springs (3) using a Special Tool C-3422-D, Valve Spring Compres-
sor.
2. Remove valve retaining locks (1), valve spring retainers (2), valve springs (3).
INSPECTION
Whenever valves have been removed for inspection,
reconditioning or replacement, valve springs (1)
should be tested . As an example; the compression
length of a spring to be tested is 38.00 mm (1.496 in.).
Turn the table of Tool C-647 (2) until surface is in line
with the 38.00 mm (1.496 in.) mark on the threaded
stud and the zero mark on the front. Place spring (1)
over stud on the table and lift compressing lever to set
tone device. Pull on torque wrench until ping is heard.
Take reading on torque wrench at this instant. Multiply
this reading by two. This will give the spring load at
test length. Fractional measurements are indicated on
the table for finer adjustments. Refer to Engine Spec-
ifications to obtain specified height and allowable ten-
sions (Refer to 9 - ENGINE - SPECIFICATIONS).
Replace any springs that do not meet specifications.
INSTALLATION
IN VEHICLE
1. The valve stem seal/valve spring seat (4) should be pushed firmly and squarely over the valve guide using the
valve stem as guide. Do Not Force seal against top of guide. When installing the valve retainer locks (1), com-
press the spring (3) only enough to install locks (1).
2. Follow the same procedure on the remaining cylinders using the firing sequence 1-2-3-4-5-6. Make sure piston
is at TDC on the cylinder that the valve spring is to be removed.
3. Remove spark plug adapter tool and Special Tool MD 998772A.
4. Install rocker arm(s) (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARMS - INSTALLATION).
5. Install camshafts (Refer to 9 - ENGINE/CYLINDER HEAD/CAMSHAFT(S) - INSTALLATION), timing chain (Refer
to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - INSTALLATION), and timing chain
cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION).
6. Install cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
7. Install upper intake manifold (1) (Refer to 9 -

INSTALLATION).
8. Install air cleaner housing (3) and inlet hose (Refer

to 9 - ENGINE/AIR INTAKE SYSTEM/AIR
CLEANER HOUSING - INSTALLATION).

OFF VEHICLE
1. If removed, install valve(s) (5)&(6) (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/EXHAUST VALVES &

SEATS - INSTALLATION).
tip height (5). If valve tip height for intake valve is
greater than 47.836 mm (1.883 in.) or 47.837 mm
(1.883 in.) for exhaust valve, grind valve tip until
within specifications. Make sure measurement is
taken from cylinder head surface to the top of valve
stem.
3. Install valve seal/spring seat assembly (4) over

valve guides on all valve stems (5).
NOTE: Ensure that the garter spring (9) is intact

around the top of the rubber seal. Install valve
springs (3) , valve retainers (1).
4. Compress valve springs with a valve spring com-

pressor install locks and release tool. If valves
and/or seats are reground, measure the
installed height of springs (4), make sure mea-
surements are taken from top of spring seat (6)
to the bottom surface of spring retainer (1). If
height is greater than 38.75 mm (1.5256 in.), install
a 0.762 mm (0.030 in.) spacer in head counterbore
under the valve seal/spring seat (8) to bring spring
height back within specification.
SEALS-VALVE STEM
REMOVAL
1. Remove valve spring (3) (Refer to 9 - ENGINE/
CYLINDER HEAD/VALVE SPRINGS - REMOVAL).
2. Remove valve stem seal by using a valve seal tool

(1).
INSTALLATION
1. The valve stem seal/valve spring seat (4) should
be pushed firmly and squarely over the valve guide
using the valve stem (5) as guide. Do Not Force
seal against top of guide.
2. Install valve spring (3) (Refer to 9 - ENGINE/CYL-
INDER HEAD/VALVE SPRINGS - INSTALLATION).
ADJUSTERS-HYDRAULIC LASH
HYDRAULIC LASH ADJUSTER NOISE DIAGNOSIS
Proper noise diagnosis is essential in locating the source of a NVH complaint. Locating a lash adjuster (tappet) type
noise can sometimes be difficult. As a result, an initial misdiagnosis may occur.
Refer to LASH ADJUSTER (TAPPET) NOISE CHART indicating possible lash adjuster (tappet) noise sources and
possible sources that could lead to a misdiagnosis.
Refer to LASH ADJUSTER (TAPPET) NOISE CHART for possible causes and correction of a lash adjuster (tappet)
type noise.
LASH ADJUSTER (TAPPET) NOISE CHART
POSSIBLE CAUSES CORRECTION

1. Engine oil level—too high or too low. This may cause 1. Check and correct engine oil level.
aerated oil to enter the adjusters and cause them to be
spongy.
2. Insufficient running time after rebuilding cylinder 2. Low speed running of up to 1 hour may be required
head. to fully evacuate trapped air from the valve train
system. During this time, turn engine off and let set for
a few minutes before restarting. Repeat this several
times after engine has reached normal operating
temperature.
3. Air trapped in lash adjuster (after 1 hour run time). 3. See below:
(a) Check lash adjusters for sponginess while installed
in cylinder head. Depress part of rocker arm over
adjuster. Normal adjusters should feel very firm. Very
spongy adjusters can be bottomed out easily.
(b) If lash adjuster(s) are still spongy, replace with new
adjuster/rocker arm assembly.
4. Low oil pressure 4. See below:
(a) Check and correct engine oil level.
(b) Check engine oil pressure.
(c) Check for excessive bearing clearance and correct.
(d) Check for worn oil pump.
5. Oil passage to cylinder head(s) plugged with debris. 5. Check cylinder head oil passages and cylinder head
gasket restrictor for blockage. Clean or replace as
necessary.
6. Worn valve guide(s). 6. Ream guide(s) and replace valve(s) with oversize
valves and seal(s).
7. Air ingested into oil due to broken or cracked oil 7. Inspect pickup tube and replace as necessary.
pump pickup tube.
8. Collapsed lash adjuster due to debris ingestion. 8. Clean debris from engine and replace lash
adjuster(s).
REMOVAL
1. Remove cylinder head cover(s). (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) -
REMOVAL)
2. Remove rocker arm(s). (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARMS - REMOVAL)
CAUTION: If lash adjusters and rocker arms are to be reused, always mark position for reassembly in their
original positions.
3. Remove lash adjuster(s).
INSTALLATION
1. Install hydraulic lash adjuster making sure adjusters are at least partially full of oil. This can be verified by little
or no plunger travel when lash adjuster is depressed.
2. Install rocker arm(s) (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARMS - INSTALLATION) and cylinder
head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION).
ARMS-ROCKER
DESCRIPTION
The rocker arms are composed of steel stampings
with an integral roller bearing (3). The rocker arms
incorporate a 0.5 mm (0.0197 in.) oil hole (2) in the
lash adjuster socket (1) for roller/camshaft lobe
lubrication.
REMOVAL
1. Remove cylinder head cover(s). (Refer to 9 -
COVER(S) - REMOVAL)
CAUTION: Always rotate engine by turning the

crankshaft. Failure to do so will result in valve
and/or piston damage.
2. Rotate engine until the cam lobe is on its base cir-

cle (heel), on the rocker arm being removed.
CAUTION: Depress valve spring only enough to

remove rocker arm.
3. Using Special Tools 8215 (1) and 8216 Adaptor (2)

and a 3/89 ratchet (3), depress valve spring only
enough to release tension on rocker arm.
4. Remove rocker arm from cylinder head.
CAUTION: If rocker arms are to be reused, identify

position of rocker arms for reassembly in their original positions.
5. Repeat procedure for each rocker arm removed.

6. Inspect the rocker arm for wear or damage. (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARMS - INSPEC-
TION).
INSPECTION
Inspect the cam follower assembly for wear or dam-
age. Replace as necessary.
INSTALLATION
1. Lubricate rocker arms with clean engine oil before
installation.
2. Rotate engine until cam lobe is on its base circle
(heel) of rocker arm being installed.
3. Using Special Tools 8215-A (1), 8216-A adaptor (2),

and a 3/89 Drive Ratchet (3),depress valve spring
only enough to install rocker arm.
4. Install rocker arm in original position (if reused)
over valve and lash adjuster. Release tension on
valve spring.
NOTE: Inspect rocker arm for proper engagement

into lash adjuster and valve tip.
5. Repeat procedure for each rocker arm being

installed.
6. Install cylinder head cover(s). Refer to procedure in
this section.
ENGINE BLOCK
DESCRIPTION
The cylinder block (6) is made of heat treated alumi-
num with cast-in-place iron liners. The block is a
closed deck design with the right bank forward. To
provide high rigidity and improved NVH, the block has
cast-in contours and ribs, along with powdered metal
main caps (2) each with 6 bolts 4 vertical (1) and 2
horizontal (5). The engine is equipped with a windage
tray mounted to the main caps.
The block design allows coolant flow between the cyl-
inder bores and an internal coolant by-pass to the
thermostat.
STANDARD PROCEDURE - CYLINDER BORE HONING

1. Used carefully, the cylinder bore resizing hone, recommended tool C-823 or equivalent, equipped with 220 grit
stones, is the best tool for this honing procedure. 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 limits.
2. Deglazing of the cylinder walls may be done using a cylinder surfacing hone, recommended tool C-3501 or
equivalent, equipped with 280 grit stones, if the cylinder bore is straight and round. 20–60 strokes depending on
the bore condition, will be sufficient to provide a satisfactory surface. Use a light honing oil. Do not use engine
or transmission oil, mineral spirits or kerosene. Inspect cylinder walls after each 20 strokes.
3. Honing should be done by moving the hone up and

down fast enough to get a cross-hatch pattern (1).
When hone marks intersect at 40-60 degrees (2),
the cross hatch angle is most satisfactory for
proper seating of rings.
NOTE: A controlled hone motor speed between

200–300 RPM is necessary to obtain the proper
cross-hatch angle. The number of up and down
strokes per minute can be regulated to get the
desired 40–60 degree angle (2). Faster up and
down strokes increase the cross-hatch angle.
4. After honing, it is necessary that the block be

cleaned again to remove all traces of abrasive.
CAUTION: Ensure all abrasives are removed from engine parts after honing. It is recommended that a solu-
tion of soap and hot water be used with a brush and the parts then thoroughly dried. The bore can be
considered clean when it can be wiped clean with a white cloth and cloth remains clean. Oil the bores after
cleaning to prevent rusting.
CLEANING
Clean cylinder block thoroughly using a suitable cleaning solvent.
INSPECTION
ENGINE BLOCK
1. Clean cylinder block thoroughly and check all core hole plugs for evidence of leaking.
2. If new core plugs are to be installed, (Refer to 9 - ENGINE - STANDARD PROCEDURE - ENGINE CORE AND
OIL GALLERY PLUGS).
3. Examine block and cylinder bores for cracks or fractures.
4. Check block deck surfaces for flatness. Deck surface must be within service limit of 0.1 mm (0.004 in.).
CYLINDER BORE
NOTE: The cylinder bores should be measured at normal room temperature, 21°C (70°F).
The cylinder walls should be checked for out-of-round

and taper with Tool C119 or equivalent (Refer to 9 -
ENGINE - SPECIFICATIONS). If the cylinder walls are
badly scuffed or scored, the cylinder block should be
replaced, and new pistons and rings fitted.
Measure the cylinder bore at three levels in directions
A and B. Top measurement should be 10 mm (3/8 in.)
down and bottom measurement should be 10 mm (3/8
in.) up from bottom of bore. (Refer to 9 - ENGINE -
SPECIFICATIONS).
BEARINGS-CONNECTING ROD
STANDARD PROCEDURE
CONNECTING ROD AND BEARING FITTING
Fit all connecting rods on one bank until complete.
The bearing caps are not interchangeable and should be marked at removal to ensure correct assembly.
CAUTION: Do not use a punch to mark rods as rod damage may occur.
CAUTION: Care must be taken not to damage the fractured rod and cap joint face surfaces as engine dam-
age may occur.
The bearing shells must be installed with the tangs inserted into the machined grooves in the rods and caps. Also,
assure that the hole in upper bearing half aligns with oil squirt hole in rod. Install cap with the tangs on the same
side as the rod.
CAUTION: Assure that hole in upper bearing half aligns with hole in connecting rod as engine damage may
occur.
Limits of taper on any crankshaft journals should be held to 0.015 mm (0.0006 in.). Limits of out-of-round on any
crankshaft journal should be held to 0.010 mm (0.0004 in.). Bearings are available 0.025 mm (0.001 in.) and 0.250
mm (0.010 in.) undersize. Install the bearings in pairs. Do not use a new bearing half with an old bearing half.
Do not file the rods or bearing caps.
1. For measuring Main Bearing Clearance and Con-
necting Rod Bearing Clearance use plastigage. For
more information on using plastigage (Refer to 9 -
ENGINE - STANDARD PROCEDURE). Refer to
Engine Specifications for bearing clearance specifi-
cations (Refer to 9 - ENGINE - SPECIFICATIONS).
CONNECTING ROD BOLTS

NOTE: The connecting rod bearing cap bolts must be examined before reuse. If the threads are necked
down due to stretching, the bolt(s) must be replaced.
NOTE: Connecting rod bolts are retained in the rod cap with a light press fit. If bolts are to be removed, use
a hammer and punch to drive bolts from connecting rod cap using care not to damage fractured cap sur-
face.
1. Examine connecting rod bolt for stretching. Stretch-

ing can be checked by holding a scale or straight
edge against the threads. If all the threads do not
contact the scale (2) the bolt should be replaced.
2. Before installing the bolts, lubricate the threads
with engine oil.
3. Install bolts finger tight. Then alternately torque
each nut to assemble the cap properly.
4. Tighten the nuts to specification (Refer to 9 -
ENGINE - SPECIFICATIONS).
CONNECTING ROD SIDE CLEARANCE

1. Mount a dial indicator to a stationary point on
engine. Locate probe perpendicular to and resting
against the connecting rod cap being checked.
Move connecting rod all the way to rear of its
travel. Zero the dial indicator. Move connecting rod
forward to limit of travel and read the dial indicator.
Compare measurement to specification listed in
engine specifications (Refer to 9 - ENGINE -
SPECIFICATIONS). Repeat procedure for each
connecting rod. Turn crankshaft for connecting rod
accessibility.
CRANKSHAFT
DESCRIPTION
The crankshaft (7) is constructed of a forged micro
alloy steel. The six throw, nine counterweight crank-
shaft is supported by four select fit main bearings with
the number three serving as the thrust washer loca-
tion. The select fit identification markings will be on the
rear side of the number nine (rearmost) counterweight.
The six separate connecting rod throws are an even-
firing design which reduces torque fluctuations while a
vibration damper is used to control torsional vibration.
The crankshaft oil seals are a one piece design. The
front seal is retained by the timing chain cover, and
the rear seal is part of a housing that attaches to the
cylinder block.
STANDARD PROCEDURE - CRANKSHAFT END PLAY

1. Mount a dial indicator to a stationary point at front
of engine. Locate the probe perpendicular against
nose of crankshaft.
2. Move crankshaft all the way to the rear of its travel.
3. Zero the dial indicator.
4. Move crankshaft all the way to the front and read
the dial indicator. For crankshaft end play clear-
ances (Refer to 9 - ENGINE - SPECIFICATIONS).
REMOVAL
1. Drain engine oil (5) and remove oil filter (3).
2. Remove engine from vehicle (Refer to 9 - ENGINE
- REMOVAL).
3. Mount engine on an engine stand.
4. Remove oil pan and oil pick-up tube (Refer to 9 -
ENGINE/LUBRICATION/OIL PAN - REMOVAL).
5. Remove idler pulley bracket for accessory drive
belt.
REMOVAL).
VALVE TIMING/TIMING CHAIN COVER -
REMOVAL).
9. Remove primary timing chain (Refer to 9 -
ENGINE/VALVE TIMING/TIMING CHAIN AND SPROCKETS - REMOVAL).
10. Remove crankshaft sprocket (Refer to 9 - ENGINE/VALVE TIMING/TIMING CHAIN AND SPROCKETS -
REMOVAL).
11. Remove oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL).
12. Remove crankshaft rear oil seal retainer (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT REAR OIL
SEAL RETAINER - REMOVAL).
13. Remove windage tray (1) (Refer to 9 - ENGINE/
ENGINE BLOCK/WINDAGE TRAY / STRUCT
SUPPORT - REMOVAL).
14. Turn crankshaft until connecting rod cap to be
removed is accessible.
NOTE: Connecting rod bearing caps are not inter-

changeable and should be marked before remov-
ing to ensure correct reassembly.
CAUTION: DO NOT use a number stamp or a

punch to mark connecting rods. Damage to con-
necting rod could occur.
15. Mark connecting rod bearing cap positions using

a permanent ink marker or scribe tool.
16. Remove connecting rod bearing caps. Use care to
prevent damage to the crankshaft bearing sur-
faces.
CAUTION: Care should be taken not to damage the fractured rod and cap joint face surfaces or damage to
the engine may occur.
17. Remove main bearing cap bolts and tie bolts

(1)&(2).
18. Remove main bearing caps (2).
CAUTION: When removing crankshaft, use care

not to damage bearing surfaces on the crankshaft.
19. Remove crankshaft (7) from cylinder block (6).

INSTALLATION
NOTE: Upper and lower bearing halves are NOT
interchangeable.
CAUTION: Main bearings are select fit (Refer to 9 -

ENGINE/ENGINE BLOCK/CRANKSHAFT MAIN
BEARINGS - STANDARD PROCEDURE).
1. Install the main bearing in the block and main caps

making sure the tangs engage the slots in the
block and main caps.
2. Lubricate upper main bearing halves with engine
oil.
CAUTION: When installing crankshaft, use care

not to damage bearing surfaces on the crankshaft.
3. Install crankshaft.
NOTE: Make sure that the coated and oil groove

side of crankshaft thrust washer faces the crank-
shaft thrust surface.
4. Push crankshaft forward. Lubricate and install the

front thrust washer (1) by rolling the thrust washer
onto the machined shelf between the No. 3 upper
main bulk head and crankshaft thrust surface.
5. Move crankshaft rearward. Lubricate and install the
rear thrust washer by rolling the thrust washer onto
the machined shelf between the No. 3 upper main
bulk head and crankshaft thrust surface.
6. Lubricate lower main bearings with engine oil.

7. Install main bearings caps.
NOTE: Lubricate main bearing cap bolts with

engine oil before installation.
NOTE: The main bearing cap bolts must be tight-

ened in the proper sequence. First the inner main
cap bolts, secondly the windage tray bolts, and
lastly the main cap tie (horizontal) bolts.
8. Install the inner main bearing cap bolts and tighten

to 20 N·m + 1/4 Turn (15 ft. lbs. + 1/4 Turn).
9. Measure crankshaft end play (Refer to 9 -

ENGINE/ENGINE BLOCK/CRANKSHAFT - STAN-
DARD PROCEDURE).
10. Install connecting rods and measure side clear-

ance (Refer to 9 - ENGINE/ENGINE BLOCK/PIS-
TON & CONNECTING ROD - INSTALLATION)
(Refer to 9 - ENGINE/ENGINE BLOCK/CON-
NECTING ROD BEARINGS - STANDARD
PROCEDURE).
11. Install windage tray (1) with the slots to right side
of engine. Lubricate bolts (3) with engine oil and
tighten to 27 N·m + 1/4 Turn (20 ft. lbs. + 1/4
turn).
12. Install the main cap tie (horizontal) bolts (1&2)

and tighten to 28 N·m (250 in. lbs.).
13. Install rear crankshaft oil seal retainer and oil seal
assembly (Refer to 9 - ENGINE/ENGINE BLOCK/
CRANKSHAFT REAR OIL SEAL RETAINE -
INSTALLATION).
14. Install oil pump assembly (5) (Refer to 9 -

ENGINE/LUBRICATION/OIL PUMP - INSTALLA-
TION).
15. Install oil pick-up tube (3) and O-ring (2). Tighten
bolts (4) to 28 N·m (250 in.lbs.).
16. Install oil pan gasket, oil pan, and oil filter (Refer
to 9 - ENGINE/LUBRICATION/OIL PAN - INSTAL-
LATION).
17. Install crankshaft sprocket (Refer to 9 - ENGINE/
VALVE TIMING/TIMING CHAIN AND SPROCK-
ETS - INSTALLATION).
18. Install timing chain (Refer to 9 - ENGINE/VALVE
TIMING/TIMING CHAIN AND SPROCKETS -
INSTALLATION).
VALVE TIMING/TIMING CHAIN COVER -
INSTALLATION).
CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLATION).
21. Install oil dipstick tube.

22. Install engine assembly (Refer to 9 - ENGINE - INSTALLATION).
23. Fill engine crankcase with proper oil to correct level (Refer to 9 - ENGINE/LUBRICATION/OIL - STANDARD
PROCEDURE).
24. Fill with coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).
BEARINGS-CRANKSHAFT MAIN
STANDARD PROCEDURE
CRANKSHAFT MAIN BEARING FITTING
The main bearings are “select fit” to achieve proper oil
clearances. For main bearing selection, the block and
crankshaft have grade identification marks.
The grade marks for the cylinder block main bearing
bore grade is located on the pan rail just below the left
side engine mount bracket. These marks are read left
to right, corresponding to main bore 1, 2, 3, 4.
The grade marks for the crankshaft are located on the

rearmost crankshaft counter weight as shown in. The
crankshaft journal grade marks are read left to right,
corresponding with journal number 1, 2, 3, 4.
MAIN BEARING SELECTION CHART - 2.7L
Main Bearing Bore Grade Mark
1 2 3
(2) +0.003 mm (1) +0.006 mm
1 (3) standard
(+0.0001 in.) (+0.0002 in.)
Crankshaft Main
(4) -0.003 mm (2) +0.003 mm
Journal Grade 2 (3) standard
(-0.0001) (+0.0001 in.)
Mark
(5) -0.006 mm (4) -0.003 mm
3 (3) standard
(-0.0002 in.) (-0.0001 in.)
Refer to the MAIN BEARING SELECTION CHART - 2.7L to properly select the main bearings. For an example, if
the main bore grade is 3 and the journal grade is 2, the proper select fit bearing would be (2) +0.003 mm (+0.0002
in.). Each bearing grade increment of 0.003 mm is for wall thickness so diametrical clearances are adjusted 0.006
m per select fit class.
NOTE: Service main bearings have a number from

1–5 marked in ink on the bearing surface. For ver-
ification, use the MAIN BEARING SELECTION
CHART - 2.7L for number to size identification.
The upper main bearing (2) has a oil feed hole and a
center groove (3) to allow lubrication of the main jour-
nal and must be properly positioned in the block.
NOTE: Although cylinder bores are graded for

size, there is only one piston size.
SEAL- CRANKSHAFT FRONT OIL

REMOVAL
REMOVAL).
2. Install Special Tool 8194 (1), Insert into crankshaft
nose. Remove seal using Special Tool 6771,
Remover.
INSTALLATION
1. Install new seal (4) using Special Tools 6780-2
Sleeve (1), 6780-1 Installer (3), and 8179 Stud (2).
INSTALLATION).
SEAL-CRANKSHAFT REAR OIL

REMOVAL
The crankshaft rear oil seal is incorporated in the seal
adapter (2) and can not be removed from the adapter.
The crankshaft rear oil seal/seal adapter (2) are ser-
viced as an assembly.

2. Raise vehicle.
3. Remove splash shield retaining bolts (1) and
splash shield (2).
4. Remove the structural collar (Refer to 9 - ENGINE/
ENGINE BLOCK/STRUCTURAL COVER -
REMOVAL).
5. Remove transmission (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 42RLE -
REMOVAL).
6. Remove flex plate attaching bolts (2), backing plate

(3), and flex plate (1).
7. Remove oil pan (Refer to 9 - ENGINE/LUBRICA-
TION/OIL PAN - REMOVAL).
NOTE: The integrated stamped steel rear crank-

shaft seal is not interchangable with the cast alu-
minum rear seal adapter and seal assembly.
8. Remove seal retainer attaching screws.

9. Remove crankshaft rear oil seal/adapter (2).
INSTALLATION
NOTE: The integrated rear crankshaft seal (2) is
not interchangeable with the cast aluminum rear
seal adapter and seal assembly.
NOTE: Inspect the crankshaft to make sure no

nicks or burrs are on the seal surface.
1. Clean sealing surfaces thoroughly.

2. Apply engine oil to the seal lip inside diameter.
NOTE: The seal lip (2) on the retainer must always

uniformly curl inward toward the engine on the
crankshaft (1).
3. Position the special tool 6926 (1) onto the crank-

shaft and gently slide the seal (2) over the crank-
shaft.
4. Install seal retaining bolts finger tight.
NOTE: The following steps must be performed to

prevent oil leaks at sealing joints.
5. Attach Special Tools 8225 (1) to pan rail using the

oil pan fasteners.
NOTE: Make sure that the “2.7L” stamped on the

special tool is facing the cylinder block (flat side
of tools against pan rail).
NOTE: Make sure that the seal flange is flush with

the block oil pan sealing surface.
6. While applying firm pressure to the seal assembly

(2) against Special Tools 8225 (1), tighten seal
assembly screws to 12 N·m (105 in. lbs.).
7. Remove special tool 8225.
8. Install oil pan (Refer to 9 - ENGINE/LUBRICATION/
OIL PAN - INSTALLATION).
9. Install flex plate (1), backing plate (3), and attach-
ing bolts (2) (Refer to 9 - ENGINE/ENGINE
BLOCK/FLEX PLATE - INSTALLATION).
10. Install transmission (Refer to 21 - TRANSMIS-
INSTALLATION).
11. Install lower splash shield retaining bolts (1) and

splash shield (2).
12. Lower vehicle.
13. Fill with oil (5).

PLATE-FLEX
REMOVAL
1. Remove transmission (Refer to 21 - TRANSMIS-
REMOVAL).
2. Remove flex plate attaching bolts (2).
3. Remove backing plate (3) and flex plate (1).
INSTALLATION
1. Install flex plate (1) and backing plate (3).
2. Apply MOPART Lock & Seal Adhesive to the flex
plate bolts.
3. Install all flex plate bolts (2) finger tight.
4. Tighten flex plate bolts (2) to 95 N·m (70 ft. lbs.).
5. Install transmission (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 42RLE -
INSTALLATION).
ROD-PISTON & CONNECTING

DESCRIPTION
The pistons (1) are made of a high strength aluminum
alloy with an anodized top ring groove. Piston skirts
are coated with a solid lubricant for scuff resistance.
The pistons have an “F” cast into the side next to the
pin bore that must face towards the front of the
engine. The connecting rods are made of powdered
metal with a “fractured cap” design. The connecting
rod attaches to the piston with a full floating pin
retained by lock rings. The piston and connecting rod
are serviced as an assembly.
STANDARD PROCEDURE - FITTING PISTONS

The pistons have been cast and machined to one size
and weight. The piston and rod assemblies are
matched to weigh the same for engine balance.
Piston and cylinder wall must be clean and dry. Piston
diameter should be measured 90 degrees to piston
pin at size location shown. Cylinder bores should be
measured halfway down the cylinder bore and trans-
verse to the engine crankshaft center line. Refer to
Engine Specifications. (Refer to 9 - ENGINE - SPEC-
IFICATIONS) Pistons and cylinder bores should be
measured at normal room temperature, 70°F
(21°C).
PISTON PINS
The piston pin is full floating and is held in place by lock rings. Do Not switch pistons with other rods. Pistons
and connecting rods are serviced as an assembly for balance.
REMOVAL
1. Remove top ridge of cylinder bores with a reliable
ridge reamer before removing pistons from cylinder
block. Be sure to keep tops of pistons covered
during this operation. Pistons and connecting
rods must be removed from top of cylinder
block. When removing piston and connecting
rod assemblies from the engine, rotate crank-
shaft so that each connecting rod is centered in
cylinder bore.
NOTE: Connecting rod bearing caps are not inter-

changeable and should be marked before remov-
ing to ensure correct reassembly.
CAUTION: DO NOT use a number stamp or a punch to mark connecting rods. Damage to connecting rod
could occur.
2. Mark connecting rod and bearing cap positions using a permanent ink marker or scribe tool.
CAUTION: Care must be taken not to damage the

fractured rod and cap joint face surfaces, as
engine damage may occur.
3. Remove connecting rod cap. Install Special Tool

8189 Connecting Rod Guides (1) into the connect-
ing rod being removed. Remove each piston and
rod assembly out of cylinder bore.
NOTE: Be careful not to nick crankshaft journals.
4. After removal, install bearing cap on the mating rod

to prevent damage to the fractured cap to rod
surfaces.
INSTALLATION
1. Install the piston rings (Refer to 9 - ENGINE/EN-
GINE BLOCK/PISTON RINGS - INSTALLATION).
2. Before installing piston and connecting rod assem-
blies into the bore, ensure that compression ring
gaps (2)&(5) are staggered so that neither is in line
with oil ring rail gap (1)&(4).
NOTE: Make sure that the oil hole in the connect-

ing rod is facing the thrust side of the cylinder
bore (Left side of block viewed from front and pan
rail down).
3. Before installing the ring compressor, make sure

the oil ring expander (5) ends are butted and the
rail gaps located as shown (1)&(4).
4. Immerse the piston head and rings in clean engine
oil, slide the ring compressor over the piston and tighten with the special wrench. Ensure position of rings
does not change during this operation.
CAUTION: Ensure the hole in bearing half aligns

with hole in connecting rod, as damage to engine
may occur.
5. Position bearing onto connecting rod. Ensure that

hole in bearing half is aligned to hole in connecting
rod. Lubricate bearing surface with clean engine
oil.
6. Install Special Tools 8189 Connecting Rod Guides
(3) into connecting rod.
7. The pistons (1) are marked on top with an arrow
and with an “F” (Front) above the pin boss. These
marks must be pointing towards the front of engine
on both cylinder banks.
8. The connecting rod oil squirt hole (2) faces the major thrust (right) side of the block (1).
9. Rotate crankshaft so that the connecting rod jour-

nal is on the center of the cylinder bore. Insert rod
and piston into cylinder bore and guide rod over
the crankshaft journal.
CAUTION: Do Not interchange piston assemblies

bank to bank, as engine damage may occur.
10. Tap the piston down in cylinder bore, using a

hammer handle. At the same time, guide connect-
ing rod into position on connecting rod journal.
11. Lubricate rod bolts and bearing surface with
engine oil. Install connecting rod cap and bearing.
Tighten bolts to 27 N·m (20 ft. lbs.) Plus 1/4 turn.
RINGS-PISTON
STANDARD PROCEDURE - PISTON RING FITTING
1. Wipe cylinder bore clean. Insert ring and push
down with piston to ensure it is square in bore. The
ring gap measurement must be made with the ring
positioning at least 12 mm (0.50 inch.) from bottom
of cylinder bore. Check gap with feeler gauge (1).
Refer to (Refer to 9 - ENGINE - SPECIFICATIONS)
for clearance measurements.
2. Check piston ring to groove clearance with feeler

gauge (1). For clearance specifications (Refer to 9
- ENGINE - SPECIFICATIONS).
REMOVAL
1. Remove piston and connecting rod (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON & CONNECT-
ING ROD - REMOVAL).
2. Remove #1 and #2 piston rings from piston using a
ring expander tool.
3. Remove upper oil ring side rail (2).

4. Remove lower oil ring side rail (2).
5. Remove oil ring expander (1).
INSTALLATION
1. Measure clearance of piston rings to the cylinder
bore and piston. (Refer to 9 - ENGINE/ENGINE
BLOCK/PISTON RINGS - STANDARD PROCE-
DURE)
CAUTION: Install piston rings in the following

order:
• Oil ring expander.

• Lower oil ring side rail.
• Upper oil ring side rail.
• No. 2 Intermediate piston ring.
• No. 1 Upper piston ring.
2. Install oil ring expander.

Install the side rail by placing one end between the
piston ring groove and the oil ring expander. Hold end
firmly and press down the portion to be installed until
side rail is in position. Do not use a piston ring
expander during this step.
3. Install lower side rail first and then the upper side
rail.
NOTE: The No. 1 and No. 2 piston rings have a dif-

ferent cross section. Ensure No. 2 ring is installed
with manufacturers I.D. mark (dot) facing up,
towards top of the piston.
NOTE: Be sure to use a ring expander to install

piston rings.
4. Install No. 2 piston ring and then No. 1 piston ring.
5. Position oil ring expander gap (5) as shown. Stag-

gering ring gap is important for oil control.
6. Position piston lower side rail end gap (4) as
shown.
7. Position piston upper side rail end gap (1) as
shown.
8. Position piston ring #2 (5) end gap as shown.
9. Position piston ring #1 (2) end gap as shown.
DAMPER-CRANKSHAFT
REMOVAL
trunk.
2. Remove accessory drive belts (Refer to 7 - COOL-
ING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
3. Use special tool 9365 Damper Holder (2) to hold

damper (1) while removing attaching bolt (3).
4. Remove damper by using Special Tools 8194 Insert

(1) and 8454 Puller (2).
INSTALLATION
1. Install damper (1) using Special Tools 8179 Screw
(3), with Nut and Thrust Bearing from 6792, and
6792-1 Installer (2).
2. Install damper attaching bolt (3). Use special tool

9365 damper holder (2) to hold damper (1) while
tightening attaching bolt to 170 N·m (125 ft. lbs.).
3. Install accessory drive belts (Refer to 7 - COOL-
INSTALLATION).
4. Connect negative battery (1) cable located in trunk.

WINDAGE TRAY
REMOVAL
1. Disconnect negative battery (1) cable located in the
trunk.
2. Raise vehicle.
3. Remove lower splash shield retaining bolts (1) and

splash shield (2).
4. Remove oil filter (3).

5. Remove oil pan (4) (Refer to 9 - ENGINE/LUBRI-
CATION/OIL PAN - REMOVAL).
6. Remove oil pump pickup tube (2).

7. Remove windage tray/outer main bearing cap bolts
(3).
8. Remove windage tray (1).
INSTALLATION
NOTE: Slots in windage tray should be on the
right side of engine. If windage tray is improperly
installed, damage to oil pan could result.
1. Install windage tray (1) torque mounting bolts to 27

N·m + 1⁄4 turn (20 Ft. Lbs. +1⁄4 turn).
2. Install oil pump pick up tube, torque mounting bolts
to 28 N·m (250 In. Lbs.).

4. Install oil filter (3).
5. Install lower splash shield (2) and retaining bolts

(1).
6. Lower vehicle.
7. Fill with correct grade of oil.
8. Connect negative battery (1) cable located in trunk.

COLLAR-STRUCTURAL
REMOVAL
trunk.

splash shield (2).
4. Remove transmission mount bolts (2).

5. Place a transmission jack under the transmission
pan and raise engine and transmission.
6. Remove bolts attaching structural collar to oil pan

(3) and transmission bell housing (4).
7. Move structural collar (1) to the right.

8. Remove structural collar (1) out towards the rear.
INSTALLATION
1. Install structural collar (1) from the right rear.
CAUTION: The structural collar must be tightened

using this service procedure, or damage to trans-
mission case and/or oil pan may occur.
2. Position structural collar (3) in place.

3. Finger tighten all bolts (2),(4).
NOTE: Make sure that structural collar (3) is flush

with the oil pan (1) and the transmission bell
housing.
4. Install the vertical collar bolts (2) to oil pan, pre-

torque bolts to 1.1 N·m ( 10 in. lbs.).
5. Install the horizontal collar bolts (4) to transmission
and tighten to 55 N·m ( 40 ft. lbs.).
6. Starting with the center vertical bolts and working
outward, final torque all bolts to 55 N·m ( 40 ft.
lbs.).

(1).
8. Lower vehicle.

MOUNT-LEFT
REMOVAL
trunk.
2. Remove air cleaner housing (3) (Refer to 9 -

ENGINE/AIR INTAKE SYSTEM/AIR CLEANER
HOUSING - REMOVAL).
3. Raise vehicle.

splash shield (2).
5. Remove engine mount nuts (1).

6. Remove engine mount studs (1) from the left
mount isolater.
7. Place a block of wood under the oil pan (4) and
raise engine with suitable jackstand.
8. Remove engine mount isolater (1) to engine mount

adapter (2) bolts.
9. Remove engine mount isolater (1).
INSTALLATION
1. Install engine mount isolater (1) in place.
2. Attach left engine mount isolater (1) to engine

mount adapter (2). Install bolts and tighten to 75
N·m (55 ft. lbs.).
3. Lower engine but do not do not let mount contact
frame.
4. Install engine mount studs and tighten to 12 N·m
(106 in. lbs.).
5. Lower engine and remove lifting device.

6. Tighten engine mount isolater nuts (1) to 75 N·m
(55 ft. lbs.).

bolts (1).
8. Lower vehicle.
9. Install air cleaner housing assembly (3) (Refer to 9

- ENGINE/AIR INTAKE SYSTEM/AIR CLEANER

MOUNT-RIGHT
REMOVAL
trunk.
2. Remove air cleaner housing (3) (Refer to 9 -

HOUSING - REMOVAL).
3. Raise vehicle.

splash shield (2).
5. Remove engine mount nuts (1).

6. Remove engine mount studs (1) from the right
engine mount isolater.
7. Place a block of wood under the oil pan (4) and
raise engine with suitable jackstand.
8. Remove engine mount isolater to engine mount

adapter bolts (1).
9. Remove engine mount isolater (2).
INSTALLATION
1. Install right engine mount isolator to engine mount
adapter bolts (1). Tighten bolts to 75 N·m (55 ft.
lbs.).
2. Lower engine but do not do not let mount contact
frame.
3. Install engine mount studs (1) and tighten to 12

N·m (106 in. lbs.).
4. Lower engine and remove lifting device.
5. Tighten engine mount isolator nuts (1) to 75 N·m
(55 ft. lbs.).

bolts (1).
7. Lower vehicle.
8. Install air cleaner housing assembly (3) (Refer to 9

- ENGINE/AIR INTAKE SYSTEM/AIR CLEANER

MOUNT-REAR
REMOVAL
2. Remove cross member to mount bolts (2).
3. Place transmission jack under transmission pan
and raise transmission.
4. Remove cross member attaching bolts and remove
crossmember (1).
5. Remove mount to transmission bolts (2), remove

mount (1).
INSTALLATION
1. Install mount to transmission bolts (2) and tighten
to 47 N·m (35 ft.lbs.).
2. Install cross member (1) and attaching bolts.

Tighten bolts to 68 N·m (50 ft.lbs.).
3. Lower transmission so cross member to mount
bolts (2) can be started tightened by hand.
4. Lower transmission and remove jack.
5. Tighten mount bolts (2) to 47 N·m (39 ft.lbs.).
LUBRICATION
DESCRIPTION
The lubrication system is a full-flow filtration, pressure feed type. The oil pump body is mounted to the engine block.
The pump inner rotor is driven by the crankshaft. A windage tray is used to increase power by minimizing oil wind-
age at high engine RPM. An engine oil cooler is used on some models.
OPERATION
Oil from the oil pan is pumped by a geroter type oil
pump (3) directly coupled to the crankshaft. Oil pres-
sure is controlled by a relief valve mounted inside the
oil pump housing. Refer to Cylinder Block, Left Cylin-
der Head or Right Cylinder Head art between the
charts for engine oil lubrication circuits.
FROM: TO: FROM: TO:

Oil Pump Oil Filter Mounting (inlet) Main Oil Gallery - Center 1. Crankshaft Main
of Block Bearings
Oil Filter Mounting (inlet) Oil Filter 2. Left Cylinder Head*
Oil Filter Oil Filter Mounting (outlet) 3. Right Cylinder Head*
Oil Filter Mounting (outlet) Oil Gallery - Right side of Crankshaft Main Bearings Connecting Rod Bearings
Block
Oil Gallery - Right side of Oil Gallery - Rear of Block Left Cylinder Head Refer to Left Cylinder
Block and to Oil Cooler (some Head Art
models)
Oil Gallery - Rear of Block Main Oil Gallery - Center Right Cylinder Head Refer to Right Cylinder
of Block Head Art
*The cylinder head gaskets have an oil restrictor to control oil flow to the cylinder heads.
FROM: TO:
Left Cylinder Head Oil Inlet Gallery (intake side of Oil Gallery and Accumulator – Rear of Head*
head)
Oil Gallery and Accumulator – Rear of Head* 1. Exhaust Camshaft Oil Passage
2. Intake Camshaft Oil Passage
Left Exhaust Camshaft Oil Passage 1. Left Exhaust Camshaft Journals
2. Hydraulic Valve Lash Adjusters and Rocker Arms
3. Left Camshaft (Secondary) Chain Tensioner**
Left Intake Camshaft Oil Passage 1. Left Intake Camshaft Journals
* When oil reaches the back of the cylinder head, the oil gallery feeds oil into an accumulator chamber that is
located towards center of the head. The accumulator chamber is closed off with a pressed in core plug that has a
small orifice to act as a vent. Oil then travels down at a 45 degree angle from the accumulator into two passages,
one for the intake and one for the exhaust side of the cylinder head.
** The secondary camshaft chain tensioner is the last component to receive oil on the left cylinder head.
FROM: TO:
Right Cylinder Head Oil Inlet Gallery (intake side of Oil Gallery and Accumulator – Rear of Head*
head)
Oil Gallery and Accumulator – Rear of Head* 1. Exhaust Camshaft Oil Passage
2. Intake Camshaft Oil Passage
Right Exhaust Camshaft Oil Passage 1. Right Exhaust Camshaft Journals
3. Right Camshaft (Secondary) Chain Tensioner
4. Primary Timing Chain Tensioner - Right Head**
Right Intake Camshaft Oil Passage 1. Right Intake Camshaft Journals
* When oil reaches the back of the cylinder head, the oil gallery feeds oil into an accumulator chamber that is
located towards center of the head. The accumulator chamber is closed off with a pressed in core plug that has a
small orifice to act as a vent. Oil then travels down at a 45 degree angle from the accumulator into two passages,
one for the intake and one for the exhaust side of the cylinder head.
** The timing (primary) chain tensioner is the last component to receive oil on the right cylinder head.

CHECKING ENGINE OIL PRESSURE
1. Remove the oil pressure switch (1) (Refer to 9 -
ENGINE/LUBRICATION/OIL PRESSURE SEN-
SOR/SWITCH - REMOVAL).
2. Install oil pressure test gauge assembly, Special
Tools C-3292 with 8406 adaptor.
3. Start engine and monitor gauge readings.
CAUTION: If oil pressure is 0 at idle, Do not run

engine at 3000 RPM.
4. Oil Pressure (engine at operating temperature):

Curb Idle 34.5 kPa (5 psi) minimum 3000 RPM
300–724 kPa (45–105 psi).
5. If oil pressure is 0 at idle. shut off engine, check for
pressure relief valve stuck open or a clogged oil
pickup screen.
6. Remove oil pressure test gauge assembly, Special
Tools C-3292 with 8406 adaptor and install oil pres-
sure switch after testing is completed (Refer to 9 -
ENGINE/LUBRICATION/OIL PRESSURE SENSOR/SWITCH - INSTALLATION).
OIL
DESCRIPTION
For engine oil type and capacity (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - DESCRIPTION -
ENGINE OIL)
STANDARD PROCEDURE
ENGINE OIL AND FILTER CHANGE
WARNING: New or used engine oil can be irritating to the skin. Avoid prolonged or repeated skin contact
with engine oil. Contaminants in used engine oil, caused by internal combustion, can be hazardous to your
health. Thoroughly wash exposed skin with soap and water. Do not wash skin with gasoline, diesel fuel,
thinner, or solvents, health problems can result. Do not pollute, dispose of used engine oil properly. Contact
your dealer or government agency for location of collection center in your area.
Change engine oil and filter at mileage and time intervals described in the Maintenance Schedule (Refer to LUBRI-
CATION & MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIPTION).
TO CHANGE ENGINE OIL

1. Run engine until achieving normal operating temperature.
2. Position the vehicle on a level surface and turn engine off.
3. Hoist and support vehicle on safety stands (Refer
to LUBRICATION & MAINTENANCE/HOISTING -
4. Remove engine splash shields.
5. Place a suitable drain pan under crankcase drain
(5).
6. Remove drain plug (5) from oil pan and allow oil to
drain into pan. Inspect drain plug (5) threads for
stretching or other damage. Replace drain plug (5)
and gasket if damaged.
7. Remove oil filter (3). Refer to (Refer to 9 -
ENGINE/LUBRICATION/OIL FILTER - REMOVAL)
8. Install drain plug (5) in oil pan. Tighten plug to 27
N·m (20 ft. lbs.).
9. Install new oil filter (3) (Refer to 9 - ENGINE/LU-
BRICATION/OIL FILTER - INSTALLATION).
10. Lower vehicle and remove oil fill cap (5). Fill
crankcase with specified type and amount of
engine oil, (Refer to LUBRICATION & MAINTE-
NANCE/FLUID TYPES - DESCRIPTION -
ENGINE OIL) (Refer to LUBRICATION & MAIN-
TENANCE - SPECIFICATIONS).
11. Install oil fill cap (5).
12. Start engine and inspect for leaks.
13. Stop engine and inspect oil level (4).
OIL FILTER SPECIFICATION

All engines are equipped with a high quality full-flow, disposable type oil filter. When replacing oil filter, use a
MoparT filter or equivalent.
USED ENGINE OIL DISPOSAL

Care should be exercised when disposing used engine oil after it has been drained from a vehicle engine. Refer to
the WARNING listed above.
ENGINE OIL LEVEL CHECK

The best time to check engine oil level is after it has
sat overnight, or if the engine has been running, allow
the engine to be shut off for at least 5 minutes before
checking oil level (4).
Checking the oil while the vehicle is on level ground
will improve the accuracy of the oil level reading. Add
oil in the oil fill (5) only when the level is at or below
the ADD mark.
COOLER & LINES-OIL

DESCRIPTION
The 2.7L engine oil cooler (if equipped) is an oil-to-
coolant type engine oil cooler (4). The cooler (4) is
mounted between the oil filter adapter and the oil filter
(3). If equipped, the engine will hose assembly (2). If
not equipped, the engine will have hose assembly (1).
OPERATION
Engine oil travels from the oil cooler (4) and into the
oil filter (3). Engine oil then exits the filter into the
main gallery. Engine coolant flows from the upper radi-
ator hose to and from the cooler through hoses (2)
and back to the upper radiator hose.
REMOVAL
1. Drain cooling system (Refer to 7 - COOLING -
3. Disconnect coolant hoses (2) from oil cooler (4).
5. Remove oil cooler attaching fastener from center of
oil cooler (4).
6. Remove oil cooler (4).
INSTALLATION
1. Install oil cooler (4).
NOTE: The cut out section of the oil cooler seal

retainer flange (top), must be aligned with the tab
on the oil pan. The oil cooler must be prevented
from turning during the tightening sequence.
2. Install oil cooler (4) attaching fastener and tighten

to 61 N·m (45 ft. lbs.).
3. Install oil filter (3).
4. Connect coolant hoses (2) to oil cooler (4).
5. Lower vehicle.
6. Fill cooling system (Refer to 7 - COOLING - STAN-
DARD PROCEDURE).
8. Check engine oil and add as needed.
FILTER-OIL
REMOVAL
splash shield (2).
3. Position a suitable collecting container under oil fil-

ter (3) location.
4. Remove oil filter (3) using a suitable oil filter
wrench. Dispose of oil filter (3) following enviro-
mental guidelines.
INSTALLATION
1. Wipe filter base clean, then inspect gasket sealing
surface.
2. Lubricate gasket of new filter with clean engine oil.
3. Install oil filter (3) and tighten to 16 N·m (9 ft. lbs.)
of torque after gasket contacts base. Use filter
wrench if necessary.

(1).
5. Fill crankcase with proper engine oil to correct

level. Start engine and check for leaks.
6. Check engine oil level on dipstick (4) and fill as
needed (5).
PAN-OIL
REMOVAL
1. Disconnect negative battery cable (1) located in
trunk.
2. Remove engine oil indicator (4).


splash shield (2).
5. Drain engine oil (5) and remove oil filter (3).

6. Remove the steering coupler bolt (4) and separate

coupler (1) from rack (3).
7. Disconnect power steering pressure switch electri-

cal connector (1).
8. Remove steering rack mounting bolts (1).
9. Remove power steering line support (2) from

frame.
10. Reposition rack out of the way.
11. Remove structural collar (Refer to 9 - ENGINE/
ENGINE BLOCK/STRUCTURAL COVER -
REMOVAL).
12. Remove mounting bracket to oil pan lower bolt

(1).
13. Remove A/C compressor bracket to oil pan lower
bolt (2).
14. Remove lower timing chain cover to oil pan bolts

(1).
CAUTION: Assure removal of the four lower timing

cover bolts, as damage to the timing cover and/or
oil pan may occur.
15. Remove oil pan and gasket.
INSTALLATION
1. Clean oil pan and sealing surfaces. Inspect timing
chain cover gaskets. Replace as necessary.
2. Apply an 1/8 inch bead of MoparT Engine RTV
GEN II to the front T-joints (1) (oil pan gasket to
timing cover gasket interface) and the rear T-joints
(2) (oil pan gasket to crankshaft rear oil seal
retainer gasket interface).
3. Install oil pan gasket to block.
NOTE: To prevent oil leaks at oil pan to timing

chain cover, the following tightening sequence
procedure must be performed.
4. Install oil pan while aligning the oil level indicator

tube and attach fasteners using the following tight-
ening sequence:
a. Install oil pan bolts and nuts finger tight
only—just tight enough to compress the
gasket’s rubber seal. Line up front of oil
pan to be flush with front face of block.
b. Install lower timing chain cover bolts (1) and
c. Tighten oil pan bolts to 28 N·m (250 in. lbs.).
d. Tighten oil pan nuts to 12 N·m (105 in. lbs.).
5. Install lower bolt attaching the A/C compressor to

oil pan (2). Tighten bolt to 28 N·m (21 ft. lbs.).
6. Install lower bolt attaching the alternator bracket to
oil pan (1). Tighten bolt to 28 N·m (21 ft. lbs.).
7. Install oil filter (3) and drain plug (5).

8. Install structural collar (Refer to 9 - ENGINE/EN-
GINE BLOCK/STRUCTURAL COVER -
INSTALLATION).
9. Position steering gear (2) in place and install

mounting bolts (1). Tighten bolts (1) to 70 N·m (95
ft. lbs.).
10. Install the steering coupling (2) lower pinch bolt

(1) at the gear (3) using a new bolt (1). Tighten
to 30 N·m (22 ft.lbs.) (Refer to 19 - STEERING/
COLUMN/STEERING COUPLING -
INSTALLATION).
11. Connect electrical connector (1) to steering gear

(2).
12. Install power steering line support (2) and tighten.
13. Install lower spalsh shield (2) and retaining bolts

(1).
14. Lower vehicle.
15. Install engine oil level indicator (4).

16. Fill engine crankcase (5) with proper oil to correct
level.

SWITCH-OIL PRESSURE
DESCRIPTION
The engine oil pressure switch (1) is located on the
right side of the engine block. The switch screws into
the engine main oil gallery. The normally closed switch
provides an input through a single wire to the low
pressure indicator light on the instrument cluster.
REMOVAL
2. Remove lower splash shield.
3. Disconnect oil pressure switch (1) electrical con-
nector.
4. Position an oil collecting container under switch
location.
5. Remove switch by unscrewing from the engine
block.
INSTALLATION
1. Apply MoparT Thread Sealant to the switch
threads.
2. Install oil pressure switch (1).
3. Connect electrical connector.
4. Lower vehicle.
6. Check engine oil level and adjust as neccessary.
PUMP-OIL
REMOVAL
REMOVAL).
- REMOVAL).
3. Remove timing chain and sprockets (Refer to 9 -
AND SPROCKETS - REMOVAL).
5. Remove oil pick-up tube (3) and O-ring (2).
6. Ensure that crankshaft position is at 60° ATDC of

No.1 cylinder, or crankshaft sprocket mark aligns
with mark on oil pump (1). This position will prop-
erly locate oil pump upon installation.
7. Remove oil pump attaching bolts (1).

8. Remove oil pump (5).
DISASSEMBLY
NOTE: DO NOT remove oil pressure relief valve. If the oil pressure relief valve is suspect, replace the oil
pump assembly.
1. Remove oil pump cover screws (2) and lift off oil
pump cover (1).
2. Remove inner pump rotor (3) and outer pump rotor
(5).
3. Wash all parts in a suitable solvent.
4. Inspect components carefully for damage or wear
(Refer to 9 - ENGINE/LUBRICATION/OIL PUMP -
INSPECTION).
CLEANING
1. Clean all parts thoroughly in a suitable solvent.
INSPECTION
NOTE: DO NOT remove oil pressure relief valve. If the oil pressure relief valve is suspect, replace the oil
pump assembly.
1. Disassemble the oil pump (Refer to 9 - ENGINE/

LUBRICATION/OIL PUMP - DISASSEMBLY).
2. Clean all oil pump components (Refer to 9 -
ENGINE/LUBRICATION/OIL PUMP - CLEANING).
3. Inspect mating surface of the oil pump housing and
cover. Replace oil pump if deeply scratched or
grooved (minor surface scratches and polishing is
normal).
4. Lay a straightedge (1) across the pump cover (3)
surface. If a 0.025 mm (0.001 in.) feeler gauge (2)
can be inserted between cover and straight edge,
cover should be replaced.
5. Measure thickness and diameter of outer rotor. If

outer rotor thickness measures 9.954 mm (0.392
in.) or less , or if the diameter is 89.174 mm
(3.5108 in.) or less, replace outer rotor.
6. Measure the inner rotor, if inner rotor measures

9.954 mm (0.392 in.) or less replace inner rotor.
7. Slide outer rotor into body, press to one side with

fingers and measure clearance between rotor and
body (2). If measurement is 0.39 mm (0.015 in.) or
more, replace body only if outer rotor is in
specifications.
8. Install inner rotor (3) into body. If clearance

between inner rotor (3) and outer rotor (1) is 0.20
mm (0.008 in.) or more, replace both rotors.
9. Place a straightedge (1) across the face of the

body, between bolt holes. If a feeler gauge (2) of
0.077 mm (0.003 in.) or more can be inserted
between rotors and the straightedge, replace pump
assembly ONLY if rotors are in specification.
10. Assemble oil pump (Refer to 9 - ENGINE/LUBRI-
CATION/OIL PUMP - ASSEMBLY).
ASSEMBLY
1. Assemble pump using new parts as required.
2. Tighten cover screws (2) to 12 N·m (105 in. lbs.).
3. Prime oil pump before installation by filling rotor
cavity with engine oil.
INSTALLATION
CAUTION: Crankshaft position must be at 60°
ATDC of No.1 cylinder before installing oil pump
(1). This position will properly locate oil pump. If
not properly located, severe damage to oil pump
can occur.

2. If crankshaft has been rotated, it must be reposi-
tioned to 60° ATDC of No.1 cylinder (1) prior to oil
pump installation.
3. Install oil pump (5) carefully over crankshaft and

into position.
4. Install oil pump attaching bolts (1). Tighten bolts to
28 N·m (250 in. lbs.).
5. Install oil pick-up tube (3) with new O-ring (2).
Lubricate O-ring (2) with clean engine oil before
installation. Tighten attaching bolts (1) to 28 N·m
(250 in. lbs.).
7. Install timing chain and sprockets (Refer to 9 -
- INSTALLATION).
INSTALLATION).
10. Fill crankcase with engine oil to correct level.
MANIFOLD-INTAKE
INTAKE MANIFOLD LEAKS
An intake manifold air leak is characterized by lower than normal manifold vacuum. Also, one or more cylinders may
not be functioning.
WARNING: Use extreme caution when the engine is operating. Do not stand in a direct line with the fan. Do
not put your hands near the pulleys, belts or the fan. Do not wear loose clothing.

2. Spray a small stream of water (Spray Bottle) at the suspected leak area.
3. If engine RPM’S change, the area of the suspected leak has been found.
4. Repair as required.
STANDARD PROCEDURE - INTAKE MANIFOLD VACUUM PORT REPAIR

The composite intake manifold vacuum ports can be repaired. Although, if the manifold plenum chamber is dam-
aged or cracked, the manifold must be replaced.
To repair a broken or damaged vacuum nipple (port) on the composite intake manifold, perform the following pro-
cedure:
PARTS REQUIRED TOOLS REQUIRED

Brass Nipple – 3/89 O.D. x 1/49 pipe thread (Speed Pipe Tap – 1/49 - 18 NPT
Control Port)
Brass Nipple – 1/29 O.D. x 1/49 pipe thread (Brake Drill Bit – 7/169
Booster Port) File/Sand Paper
NOTE: While performing this procedure, avoid getting the manifold material residue into the plenum cham-
ber.
1. File or sand the remaining port back until a flat sur-

face is obtained (plane normal to nipple (port)
axis).
2. Drill out the nipple port (2) base using a 7/16” drill
bit.
3. Using a 1/4”–18 NPT pipe tap (1), cut internal
threads. Use caution to start tap in a axis same as
original nipple.
4. Apply MoparT Thread Sealant to threads of repair
nipple(s).
5. Install repair nipple(s). Do not over torque repair
nipple(s).
REMOVAL
INTAKE MANIFOLD UPPER
2. Remove throttle body air inlet hose and air cleaner

housing assembly (3) (Refer to 9 - ENGINE/AIR
INTAKE SYSTEM/AIR CLEANER HOUSING -
REMOVAL).
3. Disconnect electrical connectors from the following
components:
• Manifold Absolute Pressure (MAP) Sensor
• Electronic Throttle Control
• Manifold Tuning Valve
4. Disconnect Vapor Purge hose, Brake Booster hose,
Positive Crankcase Ventilation (PCV) hose.
5. Remove manifold support brackets (1).
6. Remove manifold attaching bolts.
7. Remove upper manifold (2).

8. Remove foam insulator (3).
9. Inspect manifold (2) (Refer to 9 - ENGINE/MANI-
FOLDS/INTAKE MANIFOLD - INSPECTION).
REMOVAL - INTAKE MANIFOLD LOWER

1. Release fuel system pressure (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY - STANDARD PROCE-
DURE).
trunk.
REMOVAL).
4. Disconnect injector electrical connectors (2).

5. Disconnect fuel supply hose (1) from fuel rail
(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/
FUEL LINES - STANDARD PROCEDURE).
6. Remove bolts attaching fuel rail (1 - 4).

7. Remove fuel rail and injectors as an assembly.
8. Remove manifold attaching bolts.
9. Remove lower manifold.
10. Inspect manifold (Refer to 9 - ENGINE/MANI-
FOLDS/INTAKE MANIFOLD - INSPECTION).
INSPECTION
Check manifold for:
• Damage and cracks
• Gasket surface damage or warpage
• Damaged or clogged EGR ports
If the manifold exihibits any damaged or warped conditions, replace the manifold. Clean EGR ports as neccessary.
If a vacuum port is damaged, a repair procedure can be performed (Refer to 9 - ENGINE/MANIFOLDS/INTAKE
MANIFOLD - STANDARD PROCEDURE).
INSPECTION - INTAKE MANIFOLD LOWER

Check manifold for:
• Damage and cracks
• Gasket surface damage or warpage
• Damaged fuel injector ports
If the manifold exihibits any of these conditions, replace the manifold.
INSTALLATION
1. Clean and inspect sealing surfaces. Gaskets can be reused, if free of cuts or tears.
NOTE: Make sure fuel injectors and wiring harnesses are in correct position to not interfere with upper
manifold installation.
2. Install upper manifold gasket.

3. Position upper manifold onto lower manifold.
4. Install manifold attaching bolts and tighten in

5. Connect PCV, brake booster, and vapor purge
hoses.
6. Connect electrical connectors to the following com-
ponents:
• Electronic Throttle Control
• Manifold Tuning Valve
7. Install throttle body air inlet hose and air cleaner
housing assembly (Refer to 9 - ENGINE/AIR
INTAKE SYSTEM/AIR CLEANER HOUSING -
INSTALLATION).

INTAKE MANIFOLD LOWER

1. Clean and inspect sealing surfaces of cylinder
head and manifold. Gaskets can be reused pro-
vided they are free of cuts or tears.
2. Install lower manifold gasket.
3. Position manifold on cylinder head surfaces.
NOTE: For ease of installing upper intake mani-

fold, install a bolt 2 – 3 turns to the rearmost
attaching hole of intake. This will properly position
lower manifold.
4. Install fuel rail with injectors and start bolts (1 - 4).

5. Install manifold attaching bolts and tighten in
Remove bolt used for aligning manifold.
6. Connect the fuel injector electrical connectors (2).
NOTE: Make sure fuel injectors are located in the

correct location and position, as upper intake
manifold interference could occur.
7. Connect fuel supply hose (1) to fuel rail. (Refer to

14 - FUEL SYSTEM/FUEL DELIVERY/FUEL LINES
- STANDARD PROCEDURE)
8. Install upper intake manifold. (Refer to 9 - ENGINE/
INSTALLATION)
MANIFOLD-EXHAUST
REMOVAL
LEFT EXHAUST MANIFOLD
trunk.
2. Disconnect intake air temperature sensor connec-

tor.
3. Remove air cleaner housing assembly (3) (Refer to
HOUSING - REMOVAL).
4. Remove oil dipstick tube (4).
5. Disconnect and remove oxygen sensor (2).

6. Remove upper heat shield (1) and lower heat
shield (4).
8. Disconnect down stream oxygen sensor connector.
9. Remove exhaust pipe from manifold (Refer to 11 -
EXHAUST SYSTEM/CATALYTIC CONVERTER -
REMOVAL).
10. Remove exhaust manifold attaching bolts and
remove manifold.
RIGHT EXHAUST MANIFOLD

trunk.
2. Disconnect and remove upstream oxygen sensor

(5).
3. Raise vehicle.
4. Remove EGR tube at EGR valve (1).
5. Remove EGR tube at manifold (4).
6. Disconnect down stream oxygen sensor electrical
connector.
7. Disconnect exhaust pipe from manifold (4) (Refer
to 11 - EXHAUST SYSTEM/CATALYTIC CON-
VERTER - REMOVAL).
8. Remove upper heat shield (2) and lower heat
shield (3).
9. Remove manifold attaching bolts and remove
manifold.
INSPECTION
1. Inspect exhaust manifolds for damage or cracks.
2. Check manifold flatness.
3. Inspect the exhaust manifold gasket for obvious discoloration or distortion.
4. Check distortion of the cylinder head mounting surface with a straightedge and thickness gauge.
INSTALLATION

3. Install exhaust manifold gasket (3) and manifold
(4). Tighten bolts starting at the center working out-
ward to 23 N·m (200 in. lbs.).
4. Instal manifold lower heat shield (6) and upper heat
shield (1). Tighten fasteners to 28 N·m (250 in.
lbs.).
5. Install exhaust pipes to manifolds (Refer to 11 -
INSTALLATION).
6. Connect down stream oxygen sensor connectors.
7. Lower vehicle.
8. Install oxygen sensor (2) and connect electrical

connector.

1. Install exhaust manifold gasket and manifold (4).
Tighten bolts working from center outwards to 23
N·m (200 in. lbs.).
2. Install exhaust pipe to manifold (Refer to 11 -
INSTALLATION).
3. Install lower heat shield (3) and upper heat shield
(2).
4. Install oxygen sensor (5) and connect electrical
connector.
5. Connect down stream oxygen sensor electrical
connector.
6. Lower vehicle.
7. Install EGR tube (1) using new gaskets. Tighten
screws to 11 N·m (95 in. lbs.).

VALVE TIMING
DESCRIPTION
The timing drive system has been designed to provide quiet performance and reliability to support a NON free-
wheeling engine. The system consists of a primary (5) drive chain and a secondary chain drive.
The primary timing chain (5) is a double-flexure, inverted tooth type chain. The primary chain drives both of the
intake camshafts directly from a sprocket mounted on the crankshaft. In addition, the water pump is driven by the
“back side” of the primary chain, necessitating the double-flexure type chain.
The chain is controlled by three fixed chain guides (2),(7),(11) and a pivoting tensioner arm (8). These guides utilize
low-friction and long wearing nylon plastic wear faces. To tension the primary chain, a fully automatic spring-loaded,
engine oil-fed, hydraulic tensioner (9) is used. The tensioner (9) is mounted in the right cylinder head with the
plunger contacting the pivoting tensioner arm. A mechanical ratchet mechanism inside the tensioner prevents exces-
sive chain slack upon engine start-up as the chain wears. The tensioner is designed with an internal oil reservoir to
assure noise-free performance, even during engine start-up before oil pressure reaches the tensioner.
For lubrication the primary chain utilizes oil leakage from the front of the oil pump. This oil spills on the crankshaft
sprocket, which is then carried by the chain throughout the primary drive.
The secondary timing chain (11) drive system uses two conventional roller-type chains, one at each cylinder bank.
The purpose of the secondary chain (11) is to provide a mechanical driven connection between the intake and
exhaust camshafts. The intake camshafts drive the exhaust camshafts. The sprockets for both intake and exhaust
camshafts are a press-fit and are only serviced as an assembly with the camshafts.
To tension the secondary chain a spring-loaded, hydraulic tensioners (7) are used at each bank and attaches to
each cylinder head between the intake and exhaust camshafts. The tensioner (7) incorporates upper and lower
chain guide faces. The lower guide face is attached directly to the tensioner’s hydraulic plunger. Also, the tensioner
uses an internal oil reservoir design to prevent engine start-up noise. The secondary chains are lubricated via an oil
passage through the upper guide face on each tensioner.
STANDARD PROCEDURE
ENGINE TIMING - VERIFICATION
Correct timing is critical for the NON free-wheeling designed, 2.7L engine. Engine timing can be verified by using
the following procedures:
1. Remove cylinder head covers. (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) -

REMOVAL)
2. Rotate engine until number one cylinder is at TDC on the EXHAUST stroke.
3. View the intake camshaft sprocket timing mark. The mark should be 90° from the cylinder head cover sealing
surface on both right and left cylinder banks.
4. Count chain pins from the mark on the intake camshaft towards the exhaust camshaft (1)&(3). Engine is timed
correctly when there are 12 chain pins between the timing marks (2) on the intake camshaft and exhaust cam-
shaft.
5. If marks are not correctly aligned, proceed to Timing Chain and Sprockets for service procedures (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - REMOVAL).
COVER-TIMING CHAIN
REMOVAL
3. Remove coolant pressure container (Refer to 7 -
COOLING/ENGINE/COOLANT RECOVERY
PRESS CONTAINER - REMOVAL).

splash shield (2).
6. Remove accessory drive belts (Refer to 7 - COOL-
REMOVAL).
REMOVAL).
8. Lower vehicle.
9. Remove timing chain cover bolts (3)&(4).

10. Remove timing chain cover (2).
11. Discard timing chain cover gasket (1). Remove
front crankshaft oil seal from cover (2).
INSTALLATION
1. Inspect and clean timing chain cover sealing sur-
faces.
2. Before installing timing cover gasket apply a 1/8
inch bead of MoparT Engine RTV GEN II to the
parting lines between the oil pan and cylinder block
(1).
3. Install timing cover (2) and gasket (1). Tighten M10

cover bolts (4) to 54 N·m (40 ft. lbs.) and M6 bolts
(3) to 12 N·m (105 in. lbs.).
4. Install front crankshaft oil seal using Special Tool
6780-2 sleeve and 6780-1 installer (Refer to 9 -
ENGINE/ENGINE BLOCK/CRANKSHAFT OIL
SEAL - FRONT - INSTALLATION).
INSTALLATION).
6. Install accessory drive belts (Refer to 7 - COOL-
INSTALLATION).

(1).
8. Lower vehicle.
9. Fill cooling system (Refer to 7 - COOLING/ENGINE
- STANDARD PROCEDURE).
CHAIN AND SPROCKETS-TIMING

REMOVAL
TIMING CHAIN
REMOVAL).
4. Remove cylinder head covers, crankshaft vibration
damper, and timing chain cover (Refer to 9 -
COVER(S) - REMOVAL) (Refer to 9 - ENGINE/EN-
GINE BLOCK/VIBRATION DAMPER - REMOVAL)
(Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT / CHAIN COVER(S) - REMOVAL).
CAUTION: When aligning timing marks, always

rotate engine by turning the crankshaft. Failure to
do so will result in valve and/or piston damage.
5. Align crankshaft sprocket timing mark to mark on

oil pump housing (2). The mark on oil pump hous-
ing is 60° ATDC of #1 cylinder.
CAUTION: When the timing chain is removed and

the cylinder heads are still installed, DO NOT
rotate the camshafts or crankshaft without first
locating the proper crankshaft position. Failure to
do so will result in valve and/or piston damage.
6. Remove primary timing chain tensioner retainer

cap (2) and tensioner (1) from right cylinder head.
7. Disconnect and remove camshaft position sensor

(4) from left cylinder head.
8. Remove timing chain guide access plugs (3) from
cylinder heads.
NOTE: When camshaft sprocket bolts are

removed, the camshafts will rotate in a clockwise
direction.
9. Starting with the right camshaft sprocket, remove

the sprocket attaching bolts. Remove camshaft
damper (1) (if equipped) and sprocket.
10. Remove left side camshaft sprocket attaching
bolts and remove sprocket.
11. Remove lower chain guide (7) and tensioner arm
(8).
12. Remove the primary timing chain (5).
13. For removal of crankshaft sprocket (6), (Refer to 9
- ENGINE/ENGINE BLOCK/CRANKSHAFT -
REMOVAL).
CRANKSHAFT SPROCKET
1. Remove primary timing chain (Refer to 9 -
CAUTION: Use care not to turn crankshaft while

removing crankshaft sprocket, as damage to
valves and or pistons could occur.
2. Remove crankshaft sprocket by first installing the

crankshaft damper bolt. Apply grease or equivalent
to damper bolt head and position Special Tools
5048-1(3), 5048-6 (2), and 8539 (1) on sprocket
and crankshaft nose. Remove sprocket using care
not to rotate the crankshaft.
INSTALLATION
TIMING CHAIN
1. Inspect all sprockets (4),(9),(11) and chain guides (2),(5),(10). Replace if worn.
2. For crankshaft sprocket installation procedures (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT - INSTAL-
LATION).
3. If removed, install right and left side short chain guides (11). Tighten attaching bolts to 28 N·m (250 in. lbs.).
4. Align crankshaft sprocket timing mark to the mark on oil pump housing(3).
NOTE: Lubricate timing chain and guides with engine oil before installation.
5. Place left side primary chain sprocket onto the chain so that the timing mark is located in between the two
(plated) timing links (1).
6. Lower the primary chain with left side sprocket through the left cylinder head opening.
NOTE: The camshaft sprockets can be allowed to float on the camshaft hub during installation.
7. Loosely position left side camshaft sprocket over camshaft hub.

8. Align timing (plated) link to the crankshaft sprocket timing mark (3).
9. Position primary chain onto water pump drive sprocket (11).
10. Align right camshaft sprocket timing mark to the timing (plated) link on the timing chain (8) and loosely position
over camshaft hub.
11. Verify that all chain timing (plated) links are properly aligned to the timing marks on all sprockets.
12. Install left side lower chain guide (2) and tensioner arm (5). Tighten attaching bolts to 28 N·m (250 in. lbs.).
NOTE: Inspect O-ring on chain guide access plugs before installing. Replace O-ring as necessary.
13. Install chain guide access plugs to cylinder heads. Tighten plugs to 20 N·m (15 ft. lbs.).
NOTE: To reset the primary timing chain tensioner, engine oil will first need to be purged from the ten-
sioner.
14. Purge oil from timing chain tensioner using the following procedure:
a. Place the check ball (2) end of tensioner into the shallow end of Special Tool 8186 (3).
b. Using hand pressure, slowly depress tensioner until oil is purged from tensioner.
15. Reset timing chain tensioner using the following procedure:

a. Position cylinder plunger (4) into the deeper end of Special Tool 8186 (3).
b. Apply a downward force until tensioner is reset.
NOTE: If oil was not first purged from the tensioner, use slight finger pressure to assist the center arm pin
of Special Tool 8186 to unseat the tensioner’s check ball.
CAUTION: Ensure the tensioner is properly reset. The tensioner body (4) must bottom against the top edge
of Special Tool 8186 (3). Failure to properly perform the resetting procedure may cause tensioner jamming.
NOTE: Inspect the tensioner o-ring (2) for nicks or cuts and make sure the snap ring (1) is correctly
installed, replace as necessary.
16. Install the reset chain tensioner (1) into the right
cylinder head.
17. Position tensioner retaining plate (2) and tighten
bolts (1) to 12 N·m (105 in. lbs.).
18. Starting at the right cylinder bank, first position the

camshaft damper (1) (if equipped) on camshaft
hub, then insert a 3/8” square drive extension with
a breaker bar into intake camshaft drive hub.
Rotate camshaft until the camshaft hub aligns to
the camshaft sprocket and damper attaching
holes. Install the sprocket attaching bolts and
19. Turn the left side camshaft by inserting a 3/8”
square drive extension with a breaker bar into
intake camshaft drive hub and rotate camshaft
until the sprocket attaching bolts can be installed.
Tighten sprocket bolts to 28 N·m (250 in. lbs.).
20. Rotate engine slightly clockwise to remove timing
chain slack, if necessary.
21. Activate the timing chain tensioner by using a flat

bladed pry tool to gently pry tensioner arm
towards the tensioner slightly. Then release the
tensioner arm. Verify the tensioner is activated
(extends).
22. Install camshaft position sensor (2) and connect

electrical connector.
23. Install the timing chain cover, crankshaft vibration
damper, and cylinder head covers. (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION) (Refer to 9 -
INSTALLATION) (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION)
24. Install upper intake manifold. (Refer to 9 -
INSTALLATION)
NOTE: After installation of a reset tensioner,

engine noise will occur after initial start-up. This
noise will normally disappear within 5–10 seconds.

CRANKSHAFT SPROCKET
1. Install crankshaft sprocket using Special Tools
6780-1 (1) and 8179 (2) until sprocket bottoms
against crankshaft step flange. Use care not to
rotate crankshaft.
2. Verify that crankshaft sprocket is installed to proper

depth by measuring from sprocket outer face to
end of crankshaft. Measurement should read:
39.05 ±0.50 mm (1.5374 ±0.020 in.).
3. Install primary timing chain (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT/CHAIN AND
SPROCKETS - INSTALLATION).
TENSIONER-TIMING CHAIN
REMOVAL
- REMOVAL).
3. Align timing marks (1),(3),(8) (Refer to 9 - ENGINE/VALVE TIMING - STANDARD PROCEDURE).

4. Remove timing chain tensioner cover (2).
5. Remove timing chain tensioner (1).
INSTALLATION
RESETTING TENSIONER
The timing chain tensioner is a spring loaded hydraulic tensioner. To reset the timing chain tensioner, the following
procedure must be followed.
1. Purge oil from timing chain tensioner using the following procedure:
a. Place the check ball end of tensioner (1) into the shallow end of Special Tool 8186 (3).
b. Using hand pressure, slowly depress tensioner (1) until all of the oil is purged out.
NOTE: To reset the primary timing chain tensioner, engine oil will first need to be purged from the ten-
sioner.
2. Reset timing chain tensioner (4) using the following procedure:

a. Position cylinder plunger into the deeper end of Special Tool 8186 (3).
b. Apply a downward force until tensioner (4) is reset.
NOTE: If oil was not first purged from the tensioner, use slight finger pressure to assist the center arm pin
of Special Tool 8186 (3) to unseat the tensioner’s check ball.
NOTE: Inspect the tensioner o-ring (2) for nicks or cuts and make sure the snap ring (1) is correctly
installed, replace as necessary.
TENSIONER-TIMING CHAIN
NOTE: Verify proper timing alignment prior to ten-
sioner installation (Refer to 9 - ENGINE/VALVE
TIMING - STANDARD PROCEDURE).
1. Reset tensioner (Refer to 9 - ENGINE/VALVE TIM-

ING/TMNG BELT/CHAIN TENSIONER&PULLEY -
INSTALLATION).
NOTE: Inspect tensioner o-ring and snap ring,

replace as necessary.
2. Install tensioner (1) in cylinder head.
NOTE: Tensioner retaining plate dowel pin (3)

must be aligned with hole in cylinder head for
proper installation.
3. Inspect tensioner retaining plate o-ring (2) and

replace as necessary.
4. Install tensioner retaining plate (2) and attaching

bolts (3). Tighten bolts to 12 N·m (105 in. lbs.).
LX ENGINE - 3.5L - SERVICE INFORMATION 9 - 2095
ENGINE - 3.5L - SERVICE INFORMATION
TABLE OF CONTENTS
page page
ENGINE - 3.5L - SERVICE INFORMATION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2167

DESCRIPTION COVER CYLINDER HEAD - RIGHT
3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2098 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2169
DIAGNOSIS AND TESTING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2169
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2099 VALVES & SEATS -INTAKE/EXHAUST
ENGINE PERFORMANCE . . . . . . . . . . . . . . . . . 2100 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2171
ENGINE MECHANICAL . . . . . . . . . . . . . . . . . . . . 2102 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2171
CYLINDER COMPRESSION PRESSURE STANDARD PROCEDURE
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2104 VALVE AND VALVE SEAT REFACING . . . . . . . 2171
CYLINDER COMBUSTION PRESSURE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2173
LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . . 2104 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2173
ENGINE OIL LEAK INSPECTION . . . . . . . . . . . 2105 INSPECTION
STANDARD PROCEDURE VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2173
FORM-IN-PLACE GASKETS AND SEALERS . 2106 VALVE GUIDES . . . . . . . . . . . . . . . . . . . . . . . . . . . 2173
ENGINE GASKET SURFACE PREPARATION . . 2107 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2174
REPAIR OF DAMAGED OR WORN ROCKER ARM SHAFT/ ROCKER ARM / LASH
THREADS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2107 ADJUSTER
HYDROSTATIC LOCKED ENGINE . . . . . . . . . . 2107 DESCRIPTION
ENGINE CORE AND OIL GALLERY PLUGS . 2108 ROCKER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2175
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2109 ROCKER ARM SHAFTS . . . . . . . . . . . . . . . . . . . 2175
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2115 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2175
SPECIFICATIONS DIAGNOSIS AND TESTING
3.5L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2123 LASH ADJUSTER (TAPPET) NOISE
TORQUE - 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . 2127 DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2175
SPECIAL TOOLS STANDARD PROCEDURE
3.5L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2129 HYDRAULIC LASH ADJUSTER BLEEDING . . 2177
ELEMENT-AIR CLEANER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2178
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2132 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2179
HOUSING-AIR CLEANER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2180
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2134 TUBE -SPARK PLUG
CYLINDER HEAD(S) REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2182
DIAGNOSIS AND TESTING SEAL -VALVE STEM
CYLINDER HEAD GASKET . . . . . . . . . . . . . . . . 2135 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2183
REMOVAL - CYLINDER HEAD(S) . . . . . . . . . . . . . 2136 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2183
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2144 SPRING -VALVE
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2144 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2184
INSTALLATION - CYLINDER HEAD(S) . . . . . . . . 2144 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2184
SEAL -CAMSHAFT OIL REMOVAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2153 CYLINDER HEAD OFF . . . . . . . . . . . . . . . . . . . . 2184
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2158 CYLINDER HEAD ON . . . . . . . . . . . . . . . . . . . . . 2184
CAMSHAFT(S) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2185
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2165 INSTALLATION
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2165 CYLINDER HEAD OFF . . . . . . . . . . . . . . . . . . . . 2185
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2165 CYLINDER HEAD ON . . . . . . . . . . . . . . . . . . . . . 2186
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2165 BLOCK -CYLINDER
COVER CYLINDER HEAD - LEFT CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2187
9 - 2096 ENGINE - 3.5L - SERVICE INFORMATION LX
BEARING -CONNECTING ROD OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2230

STANDARD PROCEDURE DIAGNOSIS AND TESTING
CONNECTING RODS AND BEARINGS . . . . . 2189 CHECKING ENGINE OIL PRESSURE . . . . . . . 2231
CRANKSHAFT OIL
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2191 STANDARD PROCEDURE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2191 ENGINE OIL LEVEL CHECK . . . . . . . . . . . . . . . 2232
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2193 ENGINE OIL AND FILTER CHANGE . . . . . . . . 2232
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2193 COOLER-ENGINE OIL
BEARING -CRANKSHAFT MAIN DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2235
STANDARD PROCEDURE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2235
CRANKSHAFT MAIN BEARING FITTING . . . . 2197 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2235
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2200 FILTER -OIL
SEAL -CRANKSHAFT OIL FRONT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2237
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2203 PAN - OIL
SEAL - CRANKSHAFT OIL REAR REMOVAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2204 RWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2238
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2204 AWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2240
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2205 INSTALLATION
PLATE - FLEX RWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2243
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2207 AWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2245
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2207 SWITCH-OIL PRESSURE SENSOR
ROD - PISTON & CONNECTING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2249
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2208 PUMP - OIL
STANDARD PROCEDURE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2250
FITTING PISTONS . . . . . . . . . . . . . . . . . . . . . . . . 2208 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2251
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2208 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2251
RING - PISTON ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2254
STANDARD PROCEDURE MANIFOLD - INTAKE
PISTON RING FITTING . . . . . . . . . . . . . . . . . . . . 2213 REMOVAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2214 UPPER INTAKE MANIFOLD . . . . . . . . . . . . . . . 2256
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2215 LOWER INTAKE MANIFOLD . . . . . . . . . . . . . . . 2258
DAMPER - CRANKSHAFT INSTALLATION
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2217 UPPER INTAKE MANIFOLD . . . . . . . . . . . . . . . 2260
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2218 LOWER INTAKE MANIFOLD . . . . . . . . . . . . . . . 2263
ENGINE MOUNTING MANIFOLD-EXHAUST LEFT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2220 REMOVAL
MOUNT -LEFT LEFT EXHAUST MANIFOLD . . . . . . . . . . . . . . . 2265
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2222 INSTALLATION
MOUNT LEFT - AWD LEFT EXHAUST MANIFOLD . . . . . . . . . . . . . . . 2266
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2223 MANIFOLD-EXHAUST RIGHT
MOUNT - RIGHT RIGHT EXHAUST MANIFOLD . . . . . . . . . . . . . . 2267
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2225 RIGHT EXHAUST MANIFOLD . . . . . . . . . . . . . . 2268
MOUNT RIGHT - AWD VALVE TIMING
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2226 COVER-FRONT TIMING BELT
MOUNT - REAR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2270
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2228 COVER-REAR TIMING BELT
LUBRICATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2272
BELT-TIMING AND SPROCKETS CRANKSHAFT SPROCKET . . . . . . . . . . . . . . . . 2281

REMOVAL TENSIONER - TIMING BELT & PULLEY
TIMING BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2274 REMOVAL
CAMSHAFT SPROCKETS . . . . . . . . . . . . . . . . . 2275 TENSIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2282
CRANKSHAFT SPROCKET . . . . . . . . . . . . . . . . 2277 TENSIONER PULLEY ASSEMBLY . . . . . . . . . . 2282
INSPECTION INSPECTION
TIMING BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2277 TENSIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2283
TIMING VERIFICATION . . . . . . . . . . . . . . . . . . . . 2278 TENSIONER PULLEY ASSEMBLY . . . . . . . . . . 2283
INSTALLATION INSTALLATION
TIMING BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2278 TENSIONER PULLEY ASSEMBLY . . . . . . . . . . 2284
CAMSHAFT SPROCKETS . . . . . . . . . . . . . . . . . 2280 TENSIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2284
ENGINE - 3.5L - SERVICE INFORMATION

DESCRIPTION
3.5L
The 3.5 Liter (214 Cubic Inches) 60°V-6 engine is a single overhead camshaft design with hydraulic lifters and four
valves per cylinder. The engine does not have provisions for a free wheeling valve train.
The cylinders are numbered from front to rear, with
the right bank odd numbered, and the left bank even
numbered. The firing order is 1–2–3–4–5–6.
The engine identification number (2) is located on the

rear of engine block just below the left cylinder head
(1).

INTRODUCTION
tenance.
These malfunctions may be classified as either mechanical (e.g., a strange noise), or performance (e.g., engine
idles rough and stalls).
Refer to (Service Diagnosis - Mechanical Chart) and (Service Diagnosis - Performance Chart), for possible causes
and corrections of malfunctions. Refer to FUEL SYSTEM for the fuel system diagnosis.
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that cannot be iso-
following:
• Cylinder Compression Pressure Test
• Cylinder Combustion Pressure Leakage Test
• Cylinder Head Gasket Failure Diagnosis
• Intake Manifold Leakage Diagnosis
• Lash Adjuster (Tappet) Noise Diagnosis
• Engine Oil Leak Inspection
ENGINE PERFORMANCE
ENGINE WILL NOT START 1. Weak battery. 1. Test battery. Charge or replace as
necessary. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/
BATTERY - DESCRIPTION)
mineral grease to terminals.
3. Faulty starter. 3. Test starting system. (Refer to 8 -
ELECTRICAL/STARTING -
4. Faulty coil(s) or control unit. 4. Test and replace as needed.
Information)
5. Incorrect spark plug gap. 5. Check and adjust gap as needed.
filter.
7. Faulty fuel pump. 7. Test fuel pump and replace as
needed. (Refer to Appropriate
Diagnostic Information)
8. Incorrect engine timing. 8. Check for a skipped timing belt or
a loose camshaft sprocket.
ENGINE STALLS OR IDLES 1. Idle speed too low. 1. Test minimum air flow. (Refer to
ROUGH Appropriate Diagnostic Information)
2. Incorrect fuel mixture. 2. (Refer to Appropriate Diagnostic
Information)
3. Intake manifold leakage. 3. Inspect intake manifold gasket,
manifold, and vacuum hoses.
Information)
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped plugs. 1. Set gap as needed or replace
plug(s).

filter.
3. Faulty fuel pump. 3. Test and replace as necessary.
Information)
4. Incorrect valve timing. 4. Correct valve timing as needed.
5. Leaking cylinder head gasket. 5. Replace cylinder head gasket.
6. Low compression. 6. Test compression of each
cylinder.
8. Plugged or restricted exhaust 8. Check exhaust system restriction.
system. Replace parts, as necessary.
Information)
ENGINE MISSES ON 1. Dirty or incorrectly gapped spark 1. Set gap as needed or replace
ACCELERATION plugs. plug(s).
2. Contamination in Fuel System. 2. Clean fuel system and replace

fuel filter.
Information)
ENGINE MISSES AT HIGH SPEED 1. Dirty or incorrect spark plug gap. 1. Set gap as needed or replace
plug(s).
Information)
3. Dirty fuel injector(s). Test and replace as necessary.
Information)
filter.
ENGINE MECHANICAL
NOISY VALVES 1. High or low oil level in 1. Check and correct engine oil
crankcase. level.

temperature.
4. Low oil pressure. 4. Check and correct engine oil
level.
5. Dirt in tappets/lash adjusters. 5. Replace rocker arm/hydraulic
6. Worn rocker arms. 6. Inspect oil supply to rocker arms.
7. Worn tappets/lash adjusters. 7. Install new rocker arm/hydraulic
8. Worn valve guides. 8. Replace cylinder head(s).
9. Excessive runout of valve seats 9. Grind valve seats and valves.
on valve faces.
10. Missing adjuster pivot. 10. Replace rocker arm/hydraulic
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Check engine oil level.
3. Thick / Thin or diluted oil. 3. Change oil to correct viscosity.
3. (a.) Change oil and filter.
temperature.
5. Connecting rod journal 5. Replace crankshaft or grind
out-of-round. surface.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Check engine oil level.

3. Thick / Thin or diluted oil. 3. Change oil to correct viscosity.
3. (a.) Change oil and filter.
temperature.
5. Excessive end play. 5. Check thrust bearing for wear on
flanges.
6. Crankshaft journal out-of-round 6. Replace crankshaft or grind
or worn. journals.
7. Loose flywheel or torque 7. Tighten to correct torque.
converter.
OIL PRESSURE DROP 1. Low oil level. 1. Check engine oil level.
2. Faulty oil pressure sending unit. 2. Install new sending unit.

3. Low oil pressure. 3. Check sending unit and main
bearing oil clearance.
4. Clogged oil filter. 4. Install new oil filter.
5. Worn parts in oil pump. 5. Replace worn parts or pump.
7. Oil pump relief valve stuck. 7. Remove valve and inspect, clean,
or replace.
8. Oil pump suction tube loose. 8. Remove oil pan and install new
tube or clean, if necessary.
9. Oil pump cover warped or 9. Install new oil pump.
cracked.
clearance.
OIL LEAKS 1. Misaligned or deteriorated 1. Replace gasket(s).

gaskets.
2. Loose fastener, broken or porous 2. Tighten, repair or replace the
metal part. part.
3. Misaligned or deteriorated cup or 3. Replace as necessary.
threaded plug.
OIL CONSUMPTION OR SPARK 1. PCV system malfunction. 1. Check system and repair as
PLUGS FOULED necessary. (Refer to Appropriate
Diagnostic Manual)
2. Worn, scuffed or broken rings. 2. Hone cylinder bores. Install new
rings.
3. Carbon in oil ring slots. 3. Clean pistons and install new
rings.
4. Rings fitted too tightly in grooves. 4. Remove rings and check
grooves. If groove is not proper
width, replace piston.
5. Worn valve guide(s). 5. Replace cylinder head(s).
6. Valve stem seal(s) worn or 6. Replace seal(s).
damaged.
CYLINDER COMPRESSION PRESSURE TEST

1. Check engine oil level and add oil if necessary.
2. Drive the vehicle until engine reaches normal operating temperature. Select a route free from traffic and other
forms of congestion, observe all traffic laws, and accelerate through the gears several times briskly.
3. 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.
4. Remove the Auto Shutdown (ASD) relay from the PDC.
5. Be sure throttle blade is fully open during the compression check.
6. Insert compression gauge adaptor Special Tool 8116 or the equivalent, into the #1 spark plug hole in cylinder
head. Connect the 0-500 psi (Blue) pressure transducer (Special Tool CH7059) with cable adaptors to the
DRBIIIT. For Special Tool identification, (Refer to 9 - ENGINE - SPECIAL TOOLS).
7. Crank engine until maximum pressure is reached on gauge. Record this pressure as #1 cylinder pressure.
8. Repeat the previous step for all remaining cylinders.
9. Compression should not be less than 689 kPa (100 psi) and not vary more than 25 percent from cylinder to
cylinder.
10. If one or more cylinders have abnormally low compression pressures, repeat the compression test.
11. If the same cylinder or cylinders repeat an abnormally low reading on the second compression test, it could
indicate the existence of a problem in the cylinder in question. The recommended compression pressures
are to be used only as a guide to diagnosing engine problems. An engine should not be disassembled
to determine the cause of low compression unless some malfunction is present.
CYLINDER COMBUSTION PRESSURE LEAKAGE TEST

WARNING: DO NOT REMOVE THE PRESSURE CAP WITH THE SYSTEM HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM COOLANT CAN OCCUR.
1. Check the coolant level and fill as required. DO NOT install the pressure cap.
2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF.
3. Clean spark plug recesses with compressed air.

4. Remove the spark plugs.
5. Remove the oil filler cap.
6. Remove the air cleaner.
7. Calibrate the tester according to the manufacturer’s instructions. The shop air source for testing should maintain
483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum, with 552 kPa (80 psi) recommended.
8. Perform the test procedures on each cylinder according to the tester manufacturer’s instructions. While testing,
listen for pressurized air escaping through the throttle body, tailpipe and oil filler cap opening. Check for bubbles
in the coolant.
9. All gauge pressure indications should be equal, with no more than 25% leakage per cylinder.
10. FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in
the cylinder.
ENGINE OIL LEAK INSPECTION

stopping the leak.
minutes. Check the oil level indicator to make sure the dye is thoroughly mixed as indicated with a bright yellow
color under a black light.
the oil leak is found and identified, repair as necessary.
tion.
5. If the oil leak source is not positively identified at this time, proceed with the air leak detection test method
as follows:
• Disconnect the fresh air hose (make-up air) at the cylinder head cover and plug or cap the nipple on the cover.
• Remove the PCV valve hose from the cylinder head cover. Cap or plug the PCV valve nipple on the cover.
• Attach an air hose with pressure gauge and regulator to the oil level indicator tube.
CAUTION: Do not subject the engine assembly to more than 20.6 kpa (3 PSI) of test pressure.
• Gradually apply air pressure from 1 psi to 2.5 psi maximum while applying soapy water at the suspected
source. Adjust the regulator to the suitable test pressure that provides the best bubbles which will pinpoint the
leak source. If the oil leak is detected and identified, repair per service manual procedures.
• If the leakage occurs at the crankshaft rear oil seal area, refer to the section, Inspection for Rear Seal Area
Leak.
6. If no leaks are detected, turn off the air supply. Remove the air hose, all plugs, and caps. Install the PCV valve
and fresh air hose (make-up air). Proceed to next step.
NOTE: If oil leakage is observed at the oil level indicator tube to block location; remove the tube, clean and
reseal using MoparT Stud & Bearing Mount (press fit tube applications only), and for O-ring style tubes,
remove tube and replace the O-ring seal.

to check for the oil leak. If a leak is present in this area, remove transmission for further inspection.
b. Where leakage tends to run straight down, possible causes are a porous block, oil gallery cup plug, bedplate
to cylinder block mating surfaces and seal bore. See proper repair procedures for these items.
4. If no leaks are detected, pressurize the crankcase as previously described.
7. After the oil leak root cause and appropriate corrective action have been identified, replace component(s) as
necessary.
STANDARD PROCEDURE
MOPART ENGINE RTV GEN II is used to seal components exposed to engine oil. This material is a specially
designed black silicone rubber RTV that retains adhesion and sealing properties when exposed to engine oil. Mois-
ture in the air causes the material to cure. This material is available in three ounce tubes and has a shelf life of one
year. After one year this material will not properly cure. Always inspect the package for the expiration date before
use.
MOPART ATF RTV is a specifically designed black silicone rubber RTV that retains adhesion and sealing properties
MOPART GASKET MAKER is an anaerobic type gasket material. The material cures in the absence of air when
MOPART BED PLATE SEALANT is a unique (green-in-color) anaerobic type gasket material that is specially made
to seal the area between the bedplate and cylinder block without disturbing the bearing clearance or alignment of
these components. The material cures slowly in the absence of air when torqued between two metallic surfaces,
and will rapidly cure when heat is applied.
MOPART GASKET SEALANT is a slow drying, permanently soft sealer. This material is recommended for sealing
w/applicator.
SEALER APPLICATION
ENGINE GASKET SURFACE PREPARATION

To ensure engine gasket sealing, proper surface prep-
aration must be performed, especially with the use of
aluminum engine components and multi-layer steel
cylinder head gaskets.
Never use the following to clean gasket surfaces:
• Metal scraper
• Abrasive pad or paper to clean cylinder block
and head
• High speed power tool with an abrasive pad or a
wire brush.
NOTE: Multi-Layer Steel (MLS) head gaskets

require a scratch free sealing surface.
Only use the following for cleaning gasket surfaces:

• Solvent or a commercially available gasket remover
• Plastic or wood scraper.
• Drill motor with 3M Roloc™ Bristle Disc (white or yellow).
CAUTION: Excessive pressure or high RPM (beyond the recommended speed), can damage the sealing sur-
faces. The mild (white, 120 grit) bristle disc is recommended. If necessary, the medium (yellow, 80 grit) bris-
tle disc may be used on cast iron surfaces with care.
REPAIR OF DAMAGED OR WORN THREADS

Damaged or worn threads (excluding spark plug and camshaft bearing cap attaching threads) can be repaired.
Essentially, this repair consists of drilling out worn or damaged threads, tapping the hole with a special Heli-Coil Tap,
(or equivalent) and installing an insert into the tapped hole. This brings the hole back to its original thread size.
Heli-Coil tools and inserts are readily available from automotive parts jobbers.
HYDROSTATIC LOCKED ENGINE

When an engine is suspected to be hydrostatically locked, regardless of what caused the problem, the following
steps should be used.
CAUTION: DO NOT use starter motor to rotate the engine, severe damage may occur.
1. Inspect air cleaner, induction system and intake manifold to insure system is dry and clear of foreign material.
2. Remove negative battery cable.
3. Place a shop towel around the spark plugs when removing them from the engine. This will catch any fluid that
may possibly be in the cylinder under pressure.
4. With all spark plugs removed, rotate engine crankshaft using a breaker bar and socket.
5. Identify the fluid in the cylinder(s) (i.e., coolant, fuel, oil or other).
6. Make sure all fluid has been removed from the cylinders. Inspect engine for damage (i.e., connecting rods, pis-
tons, valves, etc.)
7. Repair engine or components as necessary to prevent this problem from re-occurring.
CAUTION: Squirt approximately one teaspoon of oil into the cylinders, rotate engine to lubricate the cylin-
der walls to prevent damage on restart.
8. Install new spark plugs.

11. Fill engine with specified amount of approved oil.
13. Start engine and check for any leaks.
ENGINE CORE AND OIL GALLERY PLUGS

Using a blunt tool such as a drift (3) and a hammer,
strike the bottom edge of the cup plug (5). With the
cup plug rotated, grasp firmly with pliers (2) or other
suitable tool and remove plug (5).
CAUTION: Do not drive cup plug into the casting

as restricted cooling can result and cause serious
engine problems.
Thoroughly clean inside of cup plug hole in cylinder

block or head. Be sure to remove old sealer. Lightly
coat inside of cup plug hole with MoparT Stud and
Bearing Mount. Make certain the new plug is cleaned
of all oil or grease. Using proper drive plug, drive plug
into hole so that the sharp edge of the plug is at least
0.5 mm (0.020 in.) inside the lead-in chamfer.
It is not necessary to wait for curing of the sealant.
The cooling system can be refilled and the vehicle placed in service immediately.
REMOVAL
NOTE: Capture and store any residual fluid drain-
age, or leakage from ancillary components, in the
appropriately marked containers.
1. Perform the fuel pressure release procedure (Refer

to 14 - FUEL SYSTEM/FUEL DELIVERY - STAN-
DARD PROCEDURE).
2. Center and secure the steering wheel.
4. Evacuate the air conditioning system (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -
5. Remove the hood.
6. Remove the windshield cowl assembly.
7. Raise and support the vehicle.
8. Remove the lower engine close out panel.
9. Drain the cooling system (Refer to 7 - COOLING -
10. Disconnect the lower radiator hose (2).
11. Remove the front drive axles and housing (if

equipped with AWD).
12. Disconnect the generator electrical connectors

(Refer to 8 - ELECTRICAL/CHARGING/GENERA-
TOR - REMOVAL).
13. Separate the steering column coupling (1) from
the steering gear (3).
14. Remove the starter and spacer plate (Refer to 8 -

ELECTRICAL/STARTING/STARTER MOTOR -
REMOVAL).
15. Disconnect the oil cooler hose at the oil cooler (3)
and remove the cooler hose retainer at the trans-
mission.
16. Disconnect the transmission line bracket at the
A/C compressor and allow the bolt to rest on the
cradle.
17. Disconnect the ground strap (3) at the right trans-

mission housing.
18. Disconnect the engine block heater wiring con-
nector (4) and set aside (if equipped).
19. Remove the crankshaft position sensor (Refer to
14 - FUEL SYSTEM/FUEL INJECTION/CRANK-
SHAFT POSITION SENSOR - REMOVAL).
20. Disconnect the left #2 oxygen senor (3) electrical

connector and separate the exhaust manifold from
the left exhaust pipe (2).
21. Disconnect the right #2 oxygen senor (2) electrical

connector and separate the exhaust manifold from
the right exhaust pipe (1).
22. Remove the flex plate inspection cover and torque

converter bolts (3).
23. Remove the transmission housing to engine

mounting bolts (2) accessible.
24. Remove the engine mounting to cradle fasteners.
25. Lower the vehicle.

26. Remove the upper intake manifold (Refer to 9 -
REMOVAL).
27. Disconnect the heater hose (2) and coolant reser-
voir hose (3) from the rear coolant pipe (1).
28. Disconnect the oxygen sensor connector and the

ground wire on the left cylinder head cover.
29. Disconnect the coolant temperature, cam position,
oil pressure sensor electrical connectors.
30. Disconnect the left ignition coil (2) and fuel injec-
tor harness connectors and position the wiring
harness (3) aside
.
31. Remove the right intake manifold support braces.
32. Disconnect the capacitor and ground strap from
the right cylinder head cover.
33. Disconnect the oxygen sensor, knock, EGR, injec-
tor and ignition coil harness connectors and posi-
tion the wiring harness aside.
34. Disconnect the engine wiring harness from the
transmission housing and remove the remaining
transmission housing bolts.
35. Connect the engine lifting bracket (2) from special

tool kit 8534B to the right rear of the cylinder
head outer most bolt access hole (5).
36. Install a bolt into the inner most bolt access hole
(5) next to the engine lift bracket to assure lifting
bracket positioning.
37. Connect a engine hoisting chain (1) to the left tim-

ing chain cover (2) engine lifting point and engine
lift bracket.
CAUTION: While slowly separating the engine

from the vehicle, constant checks must be made
to assure proper positioning and that no damage
to other components or wiring harnesses occur
during separation.
NOTE: As the engine is hoisted from the engine

bay area, remove the loosened A/C compressor
bolt retaining the transmission cooler lines and
direct the lines aside.
38. Carefully remove the engine from the engine bay

area.
INSTALLATION
CAUTION: Care must be taken when installing the engine to prevent pinching the power steering rack sen-
sor with the left engine mount.
1. Install special tool #8534B, engine lifting bracket

(2) to the right rear of the cylinder head and install
a bolt into the inner most bolt hole (5) next to the
bracket (5).
2. Connect a engine hoisting chain (1) to the left tim-

ing chain cover (2) lifting point and the engine lift-
ing bracket.
CAUTION: Care must be taken when installing the

engine to prevent pinching the power steering
rack sensor with the left engine mount. Constantly
check to assure proper positioning and no dam-
age occurs to other components or harnesses
until union is made.
NOTE: As the engine is lowered into the engine

bay area, install and hand tighten the A/C com-
pressor bolt retaining the transmission cooler
lines.
3. Carefully install the engine into the engine bay area

and complete the union with the transmission.
4. Properly route the engine wiring harness behind
the engine and tighten the accessible transmission
bolts to 68N·m (50 ft.lbs.).
5. Properly position the right engine harness (4) and

connect the oxygen sensor, knock sensor, EGR,
fuel injector and ignition coil harness connectors.
6. Connect the capacitor (3) and ground strap (3) to
7. Install the right intake manifold support braces.
8. Properly position the left engine harness (3) and

connect the ignition coil (2) and fuel injector har-
ness connectors.
9. Connect the coolant temperature, cam position, oil
pressure sensor harness connectors.
10. Connect the oxygen sensor, and the ground wire,
to the left cylinder head cover.
11. Connect the heater hose (2) and coolant reservoir

hose (3) to the rear coolant pipe (1).
12. Install the upper intake manifold (Refer to 9 -
INSTALLATION).
13. Connect the upper radiator hose.

15. Install the engine mounting nuts and tighten to
101 N·m (75 lbs.ft.).
16. Install the remaining transmission housing bolts
and tighten to 68 N·m (50 ft.lbs.).
17. Install the torque converter bolts (3). Tighten bolts

to 75 N·m (55 lbs.ft.).
18. Install the torque converter inspection cover.
Tighten bolts to 12 N·m (105 lbs. in.)
19. Connect the right exhaust pipe to the exhaust

manifold (1) and connect the oxygen sensor (2).
20. Install the front drive axle housing and front axle
shafts (if equipped with AWD).
21. Connect the left exhaust pipe to the exhaust man-

ifold (2) and connect the oxygen sensor (3)
22. Install the crankshaft position sensor (Refer to 14
- FUEL SYSTEM/FUEL INJECTION/CRANK-
SHAFT POSITION SENSOR - INSTALLATION).
23. Connect the engine block heater (4) (if equipped).

24. Connect the ground strap (3) at the right transmis-
sion housing.
25. Tighten the transmission line bracket at the A/C

compressor.
26. Connect the oil cooler hose at the cooler (3) and
secure the cooler hose retainer at the transmis-
sion.
27. Connect the lower radiator hose (2).
28. Install the starter and spacer plate (Refer to 8 -
ELECTRICAL/STARTING/STARTER MOTOR -
INSTALLATION).
29. Align and connect the steering column coupler (1)

to the steering gear (3).
30. Connect the generator electrical connectors
(Refer to 8 - ELECTRICAL/CHARGING/GENERA-
TOR - INSTALLATION).
31. Install new oil filter.
32. Install the lower engine close out panel.
34. Fill the cooling system to the proper level using
the appropriate coolant (Refer to 7 - COOLING/
ENGINE/COOLANT - STANDARD PROCE-
DURE).
35. Fill engine crankcase with proper oil to correct
level (Refer to LUBRICATION & MAINTENANCE/
FLUID TYPES - SPECIFICATIONS).
36. Evacuate and recharge air conditioning.
37. Install the windshield wiper cowl assembly.
38. Install the hood.
39. Connect the negative battery cable.
40. Start engine and run until operating temperature
is reached and radiator fans cycle.
41. Check all fluid levels and properly fill.
SPECIFICATIONS
3.5L ENGINE
Type 60° SOHC V-6 24-Valve
Displacement 3.5L
Firing Order 1-2-3-4-5-6
Compression Ratio 10:1
Lead Cylinder #1 Right Bank
Metric Standard
Displacement 3.5L Liters 214 cu. in.
Bore 96.0 mm 3.780 in.
Stroke 81.0 mm 3.189 in.
CYLINDER BLOCK
DESCRIPTION SPECIFICATIONS
Metric Standard
Cylinder Bore Diameter 96.0 mm ± 0.0076 3.780 in. ± 0.0003 in.
Out-of-Round (Max.) 0.076 mm 0.003 in.
Taper (Max.) 0.051 mm 0.002 in.
PISTONS
Metric Standard
Material Type Aluminum (Full Floating Pins)
Piston Diameter 95.98 mm ± 0.019 mm 3.7788 in. ± 0.0008 in.
Clearance at Size Location -0.007 to +0.047 mm -0.003 to +0.0018 in.
Piston Weight - A 438-443 grams 15.45-15.62 oz.
Piston Weight - B 433-438 grams 15.27-15.45 oz.
Piston Ring Groove Diameter #1 87.4-87.6 mm 3.441-3.449 in.
PISTON PINS
Metric Standard
Type Full Floating
Clearance in Piston 0.005-0.015 mm 0.002-0.0006 in.
Clearance in Rod 0.007-0.018 mm 0.0003-0.007 in.
Diameter 23.997-24.000 mm 0.9448-0.9449 in.
PISTON RINGS
Metric Standard
Ring Gap-Top Compression Ring 0.20-0.36 mm 0.008-0.014 in.
Ring Gap-2nd Compression Ring 0.20-0.40 mm 0.0078-0.0157 in.
(Micro-Napier
Ring Gap-Oil Control (Steel Rails) 0.25-0.76 mm 0.010-0.030 in.
Metric Standard
Top and Second Compression Ring 0.04-0.08 mm 0.0016-0.0031 in.
Oil Ring (Steel Rails 0.038-0.184 mm 0.0015-0.0073 in.
PISTON RING WIDTH
Metric Standard
Top Compression Ring 1.17-1.19 mm 0.0461-0.0469 in.
2nd Compression Ring (Micro- 1.47-1.49 mm 0.058-0.059 in.
Napier
Oil Control (Steel Rails) 0.445-0.470 mm 0.0176-0.0186 in.
CONNECTING RODS
Metric Standard
Piston Pin Bore Diameter 24.0076-24.0153 mm 0.9452-0.9455 in.
Side Clearance (MAX) 0.39 mm 0.0153 in.
Total Weight (Less Bearing) 647 grams 22.8223 oz.
CRANKSHAFT MAIN BEARING JOURNALS
Metric Standard
Diameter 63.987-64.013 mm 2.519-2.520 in.
Main Bearing Diametrical Clearance 0.032-0.062 mm 0.0013-0.0024 in.
Out-of-Round (MAX) 0.008 mm 0.0003 in.
Diametrical Taper (MAX) 0.010 mm 0.0004 in.
End Play 0.048-0.260 mm 0.002-0.010 in.
End Play (MAX) 0.37 mm 0.015 in.
CONNECTING ROD JOURNALS
Metric Standard
Diameter 57.982-58.002 mm 2.282-2.283 in.
Bearing Diametrical Clearance 0.035-0.073 mm 0.0014-0.0029 in.
Out-of-Round (MAX) 0.008 mm 0.0003 in.
Diametrical Taper (MAX) 0.010 mm 0.0004 in.
CAMSHAFT
Metric Standard
Bore Diameter 43.038-43.059 mm 1.6944-1.6953 in.
Diametrical Clearance 0.078-0.12 mm 0.003-0.0047 in.
Diametrical Clearance (MAX) 0.15 mm 0.0059 in.
Bearing Journal Diameter 42.939-42.960 mm 1.6905-1.6913 in.
End Play 0.03-0.035 mm 0.001-0.014 in.
VALVE TIMING-INTAKE VALVE
DESCRIPTION SPECIFICATIONS (CRANKSHAFT DEGREES)

Opens (ATDC) 3°
Closes (ABDC) 61°
Duration 238°
Centerline 122°
VALVE TIMING-EXHAUST VALVE
DESCRIPTION SPECIFICATIONS (CRANKSHAFT DEGREES)

Opens (BBDC) 56°
Closes (ATDC) 16°
Duration 252°
Centerline 110°
CYLINDER HEAD
Metric Standard
Gasket Thickness (Compressed) 1.78 mm 0.059 in.
Valve Seat Angle (From Horizontial) 45-45.5°
Valve Seat Runout (MAX) 0.051 mm 0.002 in.
Valve Seat Width-Intake 0.8-1.2 mm 0.031-0.067 in.
Valve Seat Width-Exhaust 1.3-1.7 mm 0.05-0.067 in.
Guide Bore Diameter (Std.) 6.975-7.00 mm 0.2746-0.2756 in.
Valve Guide Height * 9.5-10.5 mm 0.3740-0.4134 in.
* Measured from cylinder head surface
VALVES
Metric Standard
Face Angle (From Horizontial) 44.5°-45°
Head Diameter-Intake 36.37-36.63 mm 1.4319-14421 in.
Length-Intake (Overall) 114.41-114.99 mm 4.5043-4.5272 in.
Length-Exhaust (Overall) 126.17-126.75 mm 4.9673-4.9902 in.
Stem-to-Guide Clearance-Intake 0.022-0.065 mm 0.0009-0.0026 in.
Stem-to-Guide Clearance-Intake 0.29 mm 0.0114 in.
(MAX.) Rocking Method
Stem-to-Guide Clearance-Exhaust 0.051-0.094 mm 0.002-0.0037 in.
Stem-to-Guide Clearance-Intake 0.370 mm 0.0146 in.
(MAX.) Rocking Method
Valve Lift-Intake (Zero Lash) 8.55 mm 0.3367 in.
Valve Lift-Exhaust (Zero Lash) 6.53 mm 0.2571 in.
Valve Margin-Intake 0.835-1.165 mm 0.0329-0.0459 in.
Valve Margin-Exhaust 1.44-1.77 mm 0.0567-0.0697 in.
Valve Stem Tip Height-Intake 42.366-43.665 mm 1.6680-1.7187 in.
Valve Stem Tip Height-Exhaust 45.205-46.486 mm 1.780-1.8305 in.
VALVE SPRINGS
Metric Standard
Free Length-Intake (Approx.) 43.675 mm 1.7195 in.
Free Length-Exhaust- Yellow 47.1 mm 1.8543 in.
(Approx.)
Free Length-Exhaust- White 48.3 mm 1.9015 in.
(Approx.)
Spring Force-Intake (Valve Closed) 309-358 N @ 38.0 mm 69.5-80.5 lbs. @ 1.4961 in.
Spring Force-Exhaust- Yellow-(Valve 314-354 N @ 38.0 mm 70.5-79.5 lbs. @ 1.496 in.
Closed)
Spring Force-Exhaust- White-(Valve 355-401 N @ 38.0 mm 80-90 lbs. @ 1.496 in.
Closed)
Spring Force-Exhaust- Yellow-(Valve 579-640 N @ 31.47 mm 130-144 lbs. @ 1.239 in.
Open)
Spring Force-Exhaust- White-(Valve 621-687 N @ 31.47 mm 139.5-154.5 lbs. @ 1.239 in.
Open)
Spring Force-Intake (Valve Open) 836-907 N @ 29.45 mm 188-204 lbs. @ 1.1594 in.
Number of Coils-Intake 6.86
Number of Coils-Exhaust 7.66
Color of Spring (Top of Coils)- Orange
Intake-Right Hand Coil Direction
Metric Standard
Color of Spring (Top of Coils)- Yellow or White
Exhaust-Left Hand Coil Direction
Wire Diameter-Intake 4.29-4.35 mm 0.1547-0.1570 in.
Wire Diameter-Exhaust 3.93-3.99 mm 0.1547-0.1570 in.
Spring Installed Height * 38.0 mm 1.4961 in.
* Spring Seat to Bottom Retainer-Intake and Exhaust
OIL PUMP
Metric Standard
Clearance Over Rotors 0.077 mm 0.003 in.
Cover-Out-of-Flat (MAX.) 0.025 mm 0.001 in.
Inner and Outer Rotor Thickness 14.229 mm 0.563 in.
(MIN.)
Outer Rotor Thickness (MAX.) 0.39 mm 0.015 in.
Outer Rotor Diameter (MIN.) 79.997 mm 3.149 in.
Tip Clearance Between Rotors 0.20 mm 0.008 in.
(MAX.)
OIL PRESSURE
NOTE: At Normal Operating Temperatures
Pressure @ Curb Idle Speed * 34.47 kPa Min. (5 PSI MIN.)
Pressure @ 3000 RPM 300-724 kPa (45-105 PSI.)
*CAUTION: If pressure is zero at curb idle, DO NOT run engine at 3000 RPM.
TORQUE - 3.5L
DESCRIPTION N·m Ft. Lbs. In. Lbs.

Camshaft Sprocket Bolt - Right Side 102 + ⁄ 14 75 + ⁄ 14 -
Turn Turn
Camshaft Sprocket Bolt - Left Side 102 +1⁄4 75 +1⁄4 -
Turn Turn
Camshaft Thrust Plate - Bolts 28 - 250
Connecting Rod Cap - Bolts 27 +1⁄4 20 +1⁄4 -
Turn Turn
Crankshaft Main Bearing Cap 20 +1⁄4 15 +1⁄4 -
Inner Main Cap Bolts Turn Turn
Crankshaft Main Bearing Cap 27 +1⁄4 20 +1⁄4 -
Outer Main Cap Bolts Turn Turn
Tie Bolts (Horizontal) 28 - 250
Crankshaft Damper - Bolt 95 70 -
Cylinder Head Bolts* 61 45 -
-Step 1

-Step 2
-Step 3
Cylinder Head Bolts* +1⁄4 Turn +1⁄4 Turn -
-Step 4
*Refer to procedure for tightening sequence. (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION)
Cylinder Head Cover - Bolts 12 - 105
Exhaust Manifold to Cylinder Head - Bolts 23 - 200
Exhaust Manifold Heat Shield - Bolts 12 - 105
Flex plate to Crankshaft 95 70 -
Flex plate to Torque Converter 75 55 -
Intake Manifold - Lower 28 - 250
Intake Manifold - Upper 12 - 105
Oil Pan 12 - 105
-M6 Bolts
Oil Pan 28 - 250
-M8 Bolts
Oil Pan to Transmission Bell Housing 55 40 -
Flex Plate Inspection Cover 11 — 97
Oil Pan Drain Plug 27 20 -
Oil Cooler Connector Bolt 61 45 -
Oil Filter 12 - 102
Oil Pump to Block - Bolts 28 - 250
Oil Pump Cover - Bolts 12 - 105
Oil Pump Pick Up Tube - Bolt 28 - 250
Crankshaft Rear Seal Retainer 12 - 105
Engine Mount to Mounting Bracket 75 55 -
Engine Mount to Cradle - Nuts 75 55 -
Engine Mount Heat Shield 11 - 97
Engine Mount Through Studs 12 - 106
Rocker Shaft Pedestal Retaining - Bolts 31 - 275
Spark Plugs 28 20 -
Timing Belt Tensioner-Bolts 28 - 250
Timing Belt Tensioner Pulley Assembly - Bolt 61 45 -
Timing Belt Cover 12 - 105
-M6 Bolts
Timing Belt Cover 28 - 250
-M8 Bolts
Timing Belt Cover 54 40 -
-M10 Bolts
SPECIAL TOOLS
3.5L ENGINE
Puller 1023
Damper Holding Fixture 9365
Connecting Rod Installation Guides 8189
Camshaft Seal Installer MD-998306
Crankshaft Damper Installer Bolt C-4685-C1
Puller 8454
Crankshaft Damper Installer 6792-1
Vibration Damper Remover Insert 9020 - Crank

Sprocket Remover Insert C4685-C2
Valve Spring Compressor C-3422-D
Gear Puller L-4407A
Spring Compressor Adapter 6526
Front Crankshaft Seal Remover 6341A
Driver 6342
Valve Spring Compressor MD998772A

Crankshaft Seal Protector 6780-2

DIAL INDICATOR C-3339
Indicator, Cylinder Bore C-119

Cylinder Compression Pressure Adaptor 8116
Crankshaft Main Bearing Remover C-3059

Pressure Tester Kit 7700
Rear Crankshaft Oil Seal Installer 6926

Bloc–Chek–Kit C-3685–A
Crankshaft Real Seal Retainer Alignment Fixture

8225
Driveline Support Fixture 8534B
Release Probe 8351

ELEMENT-AIR CLEANER
REMOVAL
1. Disconnect the CCV hose (4) at the housing cover
(2).
2. Release the housing cover tabs (3).
3. Lift the cover (1) and pull toward the front of the
vehicle to release the rear cover to housing align-
ment tabs.
4. Remove the element (2).
INSTALLATION
1. Install the air filter element (2) into air box.
2. Position the cover (1) so that the rear locking tabs
insert into the lower housing.
3. Seat cover (1) onto element housing and assure
that the front locking tabs engage.
4. Reconnect the CCV hose (3).
HOUSING-AIR CLEANER
REMOVAL
1. Separate the air inlet duct (5) at the element hous-
ing (6).
2. Disconnect the CCV hose (2) at the element hous-
ing (6).
3. Remove the housing retaining bolt (1).
4. Pull housing up and off of the locating pin.
5. Remove element housing (6) from vehicle.
INSTALLATION
1. Align the housing (6) with the lower air inlet duct
and alignment grommet in the wheel housing.
2. Properly fit the housing (6) and install housing
retaining bolt (1).
3. Connect the inlet air duct (5) to the housing (6) and
tighten clamp.
4. Connect the CCV hose (2) to housing.
CYLINDER HEAD(S)
DESCRIPTION
The aluminum alloy cylinder heads feature cross- flow type intake and exhaust ports. Valve guides and seat inserts
are powdered metal. Valves are arranged in a “V”, with each camshaft on center. To improve combustion speed the
chambers are a compact spherical design with a squish area of approximately 30 percent of the piston top area.
The cylinder heads are common to either cylinder bank by reversing the direction of installation.

CYLINDER HEAD GASKET
water jacket.
Possible indications of the cylinder head gasket leaking between adjacent cylinders are:
• Loss of engine power
• Engine misfiring
• Poor fuel economy
Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are:
• Engine overheating
• Loss of coolant
• Excessive steam (white smoke) emitting from exhaust
• Coolant foaming

inder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). An engine cylinder head
gasket leaking between adjacent cylinders will result in approximately a 50–70% reduction in compression pressure.

WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING WITH COOLANT PRESSURE CAP
REMOVED.
VISUAL TEST METHOD
opens.
WARNING: WITH COOLING SYSTEM TESTER IN PLACE, PRESSURE WILL BUILD UP FAST. EXCESSIVE
PRESSURE BUILT UP, BY CONTINUOUS ENGINE OPERATION, MUST BE RELEASED TO A SAFE PRESSURE
POINT. NEVER PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).
REMOVAL - CYLINDER HEAD(S)

RIGHT CYLINDER HEAD
1. Perform the fuel relief procedure.
2. Disconnect the negative battery cable.
REMOVAL).
5. Remove the lower intake manifold (Refer to 9 -
REMOVAL).
6. Remove accessory drive belt (6).
7. Remove accessory drive belt idler pulley.
8. Remove the power steering mounting bolts and set
the pump aside (Refer to 19 - STEERING/PUMP -
REMOVAL).
10. Remove crankshaft damper (4) (Refer to 9 -
REMOVAL.
11. Remove lower outer timing belt cover bolts.
12. Remove front exhaust pipe to exhaust manifold

mounting nuts (1).
13. Disconnect both oxygen sensor (2) harness con-
nectors on each side.
14. Lower vehicle.
15. Remove the remaining outer timing belt cover
bolts and cover.
TIMING GEAR ALIGNMENT
1 - RIGHT CAMSHAFT GEAR ALIGNMENT MARK 7 - LEFT CAMSHAFT GEAR

2 - RIGHT CAMSHAFT GEAR 8 - LEFT CAMSHAFT GEAR ALIGNMENT MARK
3 - CYLINDER HEAD TO INNER TIMING BELT COVER BOLTS - 9 - CRANKSHAFT GEAR ALIGNMENT MARK
RIGHT
4 - TIMING BELT 10 - CRANKSHAFT GEAR
5 - WATER PUMP PULLEY 11 - TIMING BELT TENSIONER PULLEY
6 - CYLINDER HEAD TO INNER TIMING BELT COVER BOLTS - 12 - TIMING BELT TENSIONER
LEFT
16. Rotate the engine to TDC and align timing belt marks (1,8,9).
17. Remove the timing belt tensioner (12) and reset the tensioner (Refer to 9 - ENGINE/VALVE TIMING/TMNG
BELT/CHAIN TENSIONER&PULLEY - REMOVAL).
18. Remove the timing belt (4) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS -
REMOVAL).
19. Remove the right cylinder head cover to cylinder

head ground strap and capacitor (3).
20. Remove the EGR valve and tube assembly.
21. Remove the right cylinder head cover.
22. Remove the right rocker arm assembly (2).

23. Remove the right rear camshaft thrust plate (1).
24. Counterhold the cam gear and remove the right

cam gear retaining bolt.
25. Push the camshaft (5) out of the back of the cyl-
inder head approximately 3.5 inches and remove
the right cam gear.
26. Remove the inner timing cover to cylinder head

retaining bolts.
27. Remove the cylinder head bolts in REVERSE of
tightening sequence.
28. Remove the cylinder head.
29. Clean and inspect all mating surfaces.
LEFT CYLINDER HEAD

1. Perform the fuel relief procedure.
4. Remove the upper intake manifold.
5. Remove the lower intake manifold (Refer to 9 -
REMOVAL).
6. Remove the accessory drive belt (6).
7. Remove the belt tensioner (1).
8. Remove the accessory drive idler pulley.
9. Remove the power steering mounting bolts and set
pump (2) aside.
10. Remove the crankshaft damper (4) (Refer to 9 -
REMOVAL.
11. Remove the lower outer timing belt cover.
13. Remove the front exhaust pipe to exhaust mani-

fold mounting nuts (2).
14. Disconnect both oxygen sensor harness connec-
tors (1,2).

RIGHT
LEFT

16. Remove the outer timing belt cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
REMOVAL).
17. Rotate the engine to TDC and align the timing marks (1,8,9).
18. Remove the timing belt tensioner (12), timing belt (4), then reset tensioner. (Refer to 9 - ENGINE/VALVE TIM-
ING/TMNG BELT/CHAIN TENSIONER&PULLEY - REMOVAL)
19. Remove the left cylinder head cover to cylinder
head ground strap (3).
20. Remove the left cylinder head cover.
21. Remove the left rocker arm assembly (2).

22. Remove the left camshaft thrust plate (1).
23. Counterhold the left cam gear and remove the

cam gear retaining bolt. (Refer to 9 - ENGINE/
SPROCKETS - REMOVAL)
24. Push the camshaft out of the back of the cylinder
head approximately 3.5 inches and remove the
cam gear.Remove the front timing belt housing to
cylinder head bolts.
25. Remove the cylinder head bolts in REVERSE of

tightening sequence.
26. Remove the cylinder head.
27. Clean and inspect all mating surfaces.
.
CLEANING
To ensure engine gasket sealing, proper surface preparation must be performed, especially with the use of alumi-
num engine components and multi-layer steel cylinder head gaskets.
NOTE: Multi-Layer Steel (MLS) head gaskets require a scratch free sealing surface.
Remove all gasket material from cylinder head and block (Refer to 9 - ENGINE - STANDARD PROCEDURE). Be
careful not to gouge or scratch the aluminum head sealing surface.
Clean all engine oil passages.
INSPECTION
1. Before cleaning, check for leaks, damage and
cracks.
2. Clean cylinder head and oil passages.
3. Check cylinder head for flatness.
4. Cylinder head must be flat within:
• Standard dimension = less than 0.05 mm (0.002
inch.)
• Service Limit = 0.2 mm (0.008 inch.)
• Grinding Limit = Maximum of 0.2 mm (0.008
inch.) is permitted.
CAUTION: 0.20 mm (0.008 in.) MAX is a combined

total dimension of the stock removal limit from
cylinder head and block top surface (Deck)
together.
INSTALLATION - CYLINDER HEAD(S)

RIGHT CYLINDER HEAD
CAUTION: THE CYLINDER HEAD GASKETS ARE
NOT INTERCHANGEABLE BETWEEN CYLINDER
HEADS AND ARE CLEARLY MARKED RIGHT OR
LEFT.
The cylinder head bolts are tightened using a

torque plus angle procedure. The bolts must be
necked down the bolts must be replaced..
Necking can be checked by holding a scale or straight
edge against the threads. If all the threads do not con-
tact the scale the bolt must be replaced.

ONLY a wooden or plastic scraper (Refer to 9 -
ENGINE - STANDARD PROCEDURE - ENGINE
GASKET SURFACE PREPARATION).
1. Clean sealing surfaces of cylinder head and block.

CAUTION: Ensure that the correct head gaskets are used and are oriented correctly on cylinder block.
NOTE: Before installing the cylinder head bolts, lubricate the threads with clean engine oil.
2. Install the cylinder head over locating dowels and finger tighten the head bolts.
3. Tighten the cylinder head bolts in the following sequence, using the 4 step torque-turn method. Tighten according
to the following torque values:.
• Step 1: All to 61 N·m (45 ft. lbs.)
• Step 3: All (again) to 88 N·m (65 ft. lbs.)
• Step 4: + 90° Turn Do not use a torque wrench for this step.
4. Bolt torque after 90° turn should be over 122 N·m (90 ft. lbs.) in the tightening direction. If not, replace the bolt.
5. Install the inner timing cover to cylinder head bolts.

Tighten bolts to 54 N·m (40 lbs.ft.).
6. Install camshaft sprocket (2) Counterhold the cam-
shaft sprocket gear (2) and tighten the camshaft
sprocket bolt to 102 N·m plus a 1/4 turn (75 lbs. ft.
plus a 1/4 turn). (Refer to 9 - ENGINE/VALVE TIM-
ING/TIMING BELT/CHAIN AND SPROCKETS -
INSTALLATION).
7. Install the rear camshaft thrust plate (1) and seal

(3) and the EGR valve.

RIGHT
LEFT
8. Rotate the camshaft gear to it’s alignment mark (1) and check the left camshaft gear (7) and crankshaft gear
timing alignment marks (9).
9. Install the timing belt (4) and tensioner (12) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND
10. Install the timing belt outer cover (1) (Refer to 9 -

COVER(S) - INSTALLATION).
11. Install the power steering reservoir (2).

12. Install the vibration damper (4) (Refer to 9 -
INSTALLATION).
13. Install the accessory drive belt tensioner (1).
14. Install the accessory drive belt idler pulley.
15. Install the right exhaust manifold (Refer to 9 -

ENGINE/MANIFOLDS/EXHAUST MANIFOLD -
INSTALLATION).
17. Install the front exhaust pipe (1) and connect the
oxygen sensors (2).
19. Install the right rocker arm assembly.

20. Install the right cylinder head cover, ground strap
(3) and insulator.
21. Install lower intake manifold (Refer to 9 -
INSTALLATION).
22. Install the fuel rail.
INSTALLATION).
24. Connect the air cleaner element housing (Refer to
25. Fill the coolant system.
LEFT CYLINDER HEAD

CAUTION: THE CYLINDER HEAD GASKETS ARE
NOT INTERCHANGEABLE BETWEEN CYLINDER
HEADS AND ARE CLEARLY MARKED RIGHT OR
LEFT.
The cylinder head bolts are tightened using a

torque plus angle procedure. The bolts must be
necked down the bolts must be replaced.
Necking can be checked by holding a scale or straight edge against the threads. If all the threads do not contact the
scale the bolt must be replaced.

ONLY a wooden or plastic scraper (Refer to 9 -
ENGINE - STANDARD PROCEDURE - ENGINE
GASKET SURFACE PREPARATION).
1. Clean sealing surfaces of cylinder head and block.
CAUTION: Ensure that the correct head gaskets

are used and are oriented correctly on cylinder
block.
2. Install head gasket over locating dowels. Ensure the gasket is installed on the correct side of engine.
NOTE: Before installing the cylinder head bolts, lubricate the threads with engine oil.
3. Install the cylinder head over locating dowels, insert and finger tighten the head bolts.
4. Tighten the cylinder head bolts in the sequence shown in. Using the 4 step torque-turn method, tighten according
to the following torque values:
• Step 3: All (again) to 88 N·m (65 ft. lbs.)
• Step 4: + 90° Turn Do not use a torque wrench for this step.
5. Bolt torque after 90° turn should be over 122 N·m (90 ft. lbs.) in the tightening direction. If not, replace the bolt.
6. Install the inner timing cover to cylinder head bolts. Tighten bolts to 54 N·m (40 lbs.ft.).
7. Install camshaft sprocket. Counterhold the cam-
shaft sprocket gear and tighten the camshaft
sprocket bolt to 102 N·m plus a 1/4 turn (75 lbs. ft.
plus a 1/4 turn)
8. Install the rear camshaft thrust plate (1) and seal

(3).

RIGHT
LEFT
9. Rotate the camshaft gear (7) to it’s alignment mark (8) and check the right camshaft gear (1) and crankshaft
gear timing (9) alignment marks.
10. Install the timing belt (4) and tensioner (11) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND
11. Install the timing belt front cover (1) (Refer to 9 -


13. Install the accessory drive belt idler pulley.
INSTALLATION).
15. Install the left exhaust manifold. (Refer to 9 -

ENGINE/MANIFOLDS/EXHAUST MANIFOLD -
INSTALLATION).
17. Connect the left exhaust pipe (2) and connect the
oxygen sensor (3).

19. Install the left rocker arm assembly.
20. Install the left cylinder head cover and ground
strap.
21. Install lower intake manifold (4) (Refer to 9 -
INSTALLATION).
22. Install the fuel rail (1).
INSTALLATION).
24. Connect the air cleaner element housing (Refer to
25. Fill the coolant system.
SEAL -CAMSHAFT OIL

REMOVAL
RIGHT CYLINDER HEAD

RIGHT
LEFT

2. Remove front timing cover and align the camshaft gear (1,8) and crankshaft gear timing mark (9) to TDC (Refer
to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL).
3. Remove timing belt (4).
4. Remove the right camshaft sprocket (Refer to 9 -

5. Remove the EGR valve and camshaft thrust plate

(1) from the rear of the cylinder head.
6. Remove the cylinder head cover (Refer to 9 -

7. Remove the rocker arm assembly (Refer to 9 -
ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - REMOVAL).
8. Maneuver the camshaft rearward and out of the
cylinder head approximately 3.5 inches.
NOTE: Care must be taken not to damage the cylinder head to seal or camshaft journal surfaces when
removing the camshaft seal.
9. Using an appropriate driver carefully remove cam-

shaft oil seal.
LEFT CYLINDER HEAD

RIGHT
LEFT

2. Drain cooling system.
3. Remove front timing cover and align the camshaft gear and crankshaft gear timing marks to TDC (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL).
4. Remove the rear timing cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
REMOVAL).
5. Remove the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) -
REMOVAL).
6. Remove the rocker arm assembly (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY
- REMOVAL).
7. Remove the camshaft thrust plate (1) from the rear

of the cylinder head.
8. Maneuver the camshaft rearward and out of the
cylinder head approximately 3.5 inches
NOTE: Care must be taken not to damage the cylinder head to seal or camshaft journal surfaces when
removing the camshaft seal.
9. Using an appropriate driver (1) carefully remove

camshaft oil seal.
INSTALLATION
RIGHT CYLINDER HEAD
1. Position the camshaft seal into the cylinder head.
2. Using MD-998306 (2) tap the seal into place.
3. Apply light coat of clean engine oil to the camshaft

oil seal lip and 6788 Seal Protector Sleeve (2).
4. Install oil seal 6788 Seal Protector Sleeve (2) onto
the camshaft.
5. Slide the camshaft (3) forward, inserting the seal
protector (2) through the camshaft seal until the
camshaft (3) seats.
6. Remove Special Tool (2) from the camshaft.
7. Install the camshaft thrust plate (1), and new seal

(3) to the rear of the cylinder head.
8. Install the EGR valve (2).
9. Install camshaft sprocket (2) and tighten the cam-

shaft sprocket bolt to 102 N·m (75 ft.lbs.).

RIGHT
LEFT
10. Install the timing belt (4) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS -
INSTALLATION).
11. Install rocker assembly (1) (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY -
INSTALLATION).
12. Install cylinder head cover (Refer to 9 - ENGINE/

INSTALLATION)
13. Install the front timing belt cover (Refer to 9 -

INSTALLATION).
15. Fill cooling system (Refer to 7 - COOLING -
LEFT CYLINDER HEAD
1. Position the camshaft seal into the cylinder head

(3)
2. Using MD-998306 (2) tap the seal into place.
3. Apply light coat of engine oil to the camshaft oil

seal lip (3) and 6788 (2) Seal Protector Sleeve.
4. Install oil seal (3) 6788 Seal Protector Sleeve (2)
onto the camshaft (1)
5. Slide the camshaft (1) forward, inserting the seal
protector (2) through the camshaft seal (3) until the
camshaft seats.
6. Remove 6788 (2) from the camshaft (1).
7. Install the camshaft thrust plate (1) and new seal

(3) to the rear of the cylinder head.
8. Install rear timing belt cover (Refer to 9 - ENGINE/
- INSTALLATION).

RIGHT
LEFT
9. Install the camshaft gear (7) and align the timing marks (1,8,9) (Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT/CHAIN AND SPROCKETS - INSTALLATION).
10. Install the timing belt (4) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS -
INSTALLATION).
11. Install the rocker arm assembly (Refer to 9 -

ADJUSTER ASSY - INSTALLATION).
12. Install the cylinder head cover.
13. Install the front timing belt cover (Refer to 9 -

INSTALLATION).
CAMSHAFT(S)
DESCRIPTION
A single overhead camshaft per cylinder head provides valve actuation. The left camshaft accommodates a cam
sensor pick-up wheel and is therefore longer. Each camshaft is supported by four bearing journals. A thrust plate
attached to the rear of each cylinder head controls camshaft end play. Right and left camshaft driving sprockets
support a timing mark, are keyed, and not interchangeable because of the cam sensor pick-up wheel on the left
sprocket. Camshaft bearing lubrication is provided via a oil supply passage through each rocker shaft pedestal
dowel.
OPERATION
The camshaft is driven by the crankshaft via drive sprockets and belt. The camshaft has precisely machined lobes
to provide accurate valve timing and duration.
REMOVAL
NOTE: Camshafts are removed from the rear of
each cylinder head.
1. Remove the cylinder head (Refer to 9 - ENGINE/

CYLINDER HEAD - REMOVAL).
CAUTION: Care must be taken not to nick or

scratch the journals when removing the camshaft.
2. Carefully remove the camshaft (3) from the rear of

the cylinder head.
INSPECTION
1. Inspect camshaft bearing journals (4) for damage
and binding. If journals are binding, check the cyl-
inder head for damage. Also check cylinder head
oil holes for clogging.
2. Check the cam lobe (5) and bearing surfaces for
abnormal wear and damage. Replace camshaft if
defective.
NOTE: If camshaft is replaced due to lobe wear or

damage, always replace the rocker arms.
3. Measure the lobe (5) actual wear and replace cam-

shaft if out of limit. Standard value is 0.0254 mm
(0.001 in.), wear limit is 0.254 mm (0.010 in.).
INSTALLATION
NOTE: Care must be taken not to scrape or nick
the camshaft journals when installing the cam-
shaft into position.
1. Lubricate camshaft (3) bearing journals, camshaft

lobes and camshaft seal (4) with clean engine oil
and install camshaft (3) into cylinder head.
2. Install the cylinder head (Refer to 9 - ENGINE/
CYLINDER HEAD - INSTALLATION).
COVER CYLINDER HEAD - LEFT

REMOVAL
WARNING: DO NOT START OR RUN ENGINE WITH
CYLINDER HEAD COVER REMOVED FROM THE
ENGINE. DAMAGE OR PERSONAL INJURY MAY
OCCUR.
1. Disconnect and isolate the negative battery cable.

2. Remove the upper intake manifold from the engine
(Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANI-
FOLD - REMOVAL).
3. Cover lower intake manifold (4) with a suitable
cover during service.
4. Disconnect and remove the three ignition coils (2).
5. Remove the ground strap/resistor retaining bolt
from the cylinder head cover.
6. Lift up on the wire harness track (3) retaining tabs.
7. Completely loosen the cylinder head cover retain-

ing bolts and remove the cylinder head cover.
INSTALLATION
1. Clean cylinder head and cover mating surfaces.
Inspect and replace gasket (1) and seals (2) as
necessary.
2. To replace spark plug tube seals (2):

a. Using a suitable pry tool, carefully remove tube
seals (2).
b. Position new seal (2) with the part number on
seal facing cylinder head cover.
c. Install seals using MD-998306 (1).
3. Install cylinder head cover (1) and bolts (2). Tighten

to 12 N·m (105 in. lbs.).
4. Position the wiring harness (3) on the cylinder head

cover.
5. Reclip the wire harness track retaining tabs into the
cover.
6. Install the ground strap/resistor retaining bolt onto
the cylinder head cover.
7. Install the ignition coils (2). Tighten mounting
screws to 6.7 N.m (60 in. lbs.)
8. Connect the ignition coil electrical connectors (2).
TION).
COVER CYLINDER HEAD - RIGHT

REMOVAL
WARNING: DO NOT START OR RUN ENGINE WITH
CYLINDER HEAD COVER REMOVED FROM THE
ENGINE. DAMAGE OR PERSONAL INJURY MAY
OCCUR.

REMOVAL).
3. Cover lower intake manifold openings during ser-
vice.
4. Disconnect and remove the three ignition coils (2).
5. Lift up on the wire harness track retaining tabs (4).
6. Remove the ground strap retaining bolt (3) from the
cylinder head cover.
7. Completely loosen the cylinder head cover retain-
ing bolts and remove the cylinder head cover.
INSTALLATION
1. Clean cylinder head and cover mating surfaces.
Inspect and replace gasket (1) and seals (2) as
necessary.
2. To replace spark plug tube seals (2):

a. Using a suitable pry tool, carefully remove tube
seals (2).
b. Position new seal (2) with the part number on
seal facing cylinder head cover.
c. Install seals using MD-99830 (1).
3. Install cylinder head cover bolts and tighten to 12

N·m (105 in. lbs.).
4. Install the ground strap retaining bolt (3) to the cyl-
inder head cover.
5. Install the wire harness track (4).
6. Install the ignition coils (2). Tighten mounting
screws to 6.7 N.m (60 in. lbs.).
7. Connect the ignition coil electrical connectors (2).
TION).
9. Connect negative battery cable
VALVES & SEATS -INTAKE/EXHAUST

DESCRIPTION
Valves are made of highly heat-resistant steel and are chrome plated to prevent stem scuffing. The intake valve is
a one-piece forging, while the exhaust valve has a forged head with a welded stem for lock groove hardness. The
four valves (two intake and two exhaust) employ a three-groove lock design to help facilitate valve rotation.
OPERATION
The intake valve allows the air/fuel mixture to enter the combustion chamber. The exhaust valve allows the burned
air/fuel mixture to exit the combustion chamber. Also, the intake and exhaust valves seal the combustion chamber
during the compression and power strokes.
STANDARD PROCEDURE
VALVE AND VALVE SEAT REFACING
VALVES
1. Inspect the remaining margin (1) after the valves
are refaced (Refer to 9 - ENGINE -
SPECIFICATIONS).
VALVE SEATS
1. When refacing valve seats, it is important that the
correct size valve guide pilot be used for reseating
stones. A true and complete surface must be
obtained.
2. Measure the concentricity of valve seat using dial
indicator. Total runout should not exceed 0.051 mm
(0.002 inch.) total indicator reading.
3. Inspect the valve seat (3) with Prussian blue to
determine where the valve (1) contacts the seat. To
do this, coat valve seat (1) LIGHTLY with Prussian
blue then set valve in place. Rotate the valve with
light pressure. If the blue is transferred to the center of valve face (2), contact is satisfactory. If the blue is trans-
ferred to top edge of valve face (2), then lower valve seat (3) with a 15° stone. If the blue is transferred to the
bottom edge of valve face (2), then raise valve seat (3) with a 65° stone.
NOTE: Valve seats (1) which are worn or burned can be reworked, provided that correct angle and seat
width (1) are maintained. Otherwise cylinder head must be replaced.
4. When seat is properly positioned the width of the intake seats should be 0.75 to 1.25 mm (0.0296 to 0.0493 in.)
and exhaust seats should be 1.25 to 1.75 mm (0.049 to 0.069 in.).
VALVE AND SPRING INSTALLED HEIGHT
1. Coat valve stems with clean engine oil and insert

them in cylinder head.
2. If valves or seats have been refaced, check valve
tip height (A). If valve tip height is greater than
43.65 mm (1.7185 in.) intake or 46.48 mm (1.8299
in.) exhaust, grind valve tip until within specifica-
tions. Make sure measurement is taken from cylin-
der head surface to the top of valve stem.
3. Install valve seal/spring seat assembly over valve
guides on all valve stem. Ensure that the garter
spring is intact around the top of the rubber seal.
4. Place valve spring (color-coded end facing up) and

valve retainer into position on spring seat.
5. Compress valve springs (4) with valve spring com-

pressor C-3422-D and adapter 6526 (Refer to 9 -
ENGINE - SPECIAL TOOLS), install locks (2) and
release tool.
6. If valves (1) and/or seats are refaced, measure the
installed height of springs. Measurements are
taken from top of spring (4) seat to the bottom sur-
face of spring retainer. If height is greater than
38.75 mm (1.5256 in.), install a 0.762 mm (0.030
in.) spacer in head counterbore under the valve
spring seat to bring spring height back within
specification.
REMOVAL
1. Remove cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL).
2. Remove rocker arm assembly (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY -
REMOVAL).
3. Remove valve spring(s) (Refer to 9 - ENGINE/CYLINDER HEAD/VALVE SPRINGS - REMOVAL).
4. Before removing valve, remove any burrs from valve stem lock grooves to prevent damage to the valve
guides. Identify valves to insure installation in original location.
5. Remove valve(s) from cylinder head.
CLEANING
1. Clean all valves thoroughly and discard burned, warped and cracked valves.
INSPECTION
VALVES
1. Measure valve stems for wear approximately 60
mm (2.36 in.) below the valve lock grooves.
2. Compare measurement to specifications, (Refer to
9 - ENGINE - SPECIFICATIONS).
NOTE: Valve stems are chrome plated and should

not be polished.
VALVE GUIDES
1. Measure valve stem-to-guide clearance as follows:
2. Install valve into cylinder head so it is 15 mm
(0.590 inch.) off the valve seat. A small piece of
hose may be used to hold valve in place.
3. Attach dial indicator Tool C-3339 to cylinder head
and set it at right angle of valve stem being mea-
sured.
4. Move valve to and from the indicator.
5. Note dial indicator reading and compare to engine
specifications. (Refer to 9 - ENGINE - SPECIFICA-
TIONS)
NOTE: Replace cylinder head if stem-to-guide

clearance exceeds specifications, or if guide is
loose in cylinder head.
INSTALLATION
1. Coat valve stems with clean engine oil and insert
them in cylinder head.
tip height (A). If valve tip height is greater than
43.65 mm (1.7185 in.) intake or 46.48 mm (1.8299
in.) exhaust, grind valve tip until within specifica-
tions. Make sure measurement is taken from cylin-
der head surface to the top of valve stem.
3. Install new valve stem seals.
4. Install valve springs (Refer to 9 - ENGINE/CYLIN-
DER HEAD/VALVE SPRINGS - INSTALLATION).
5. Install cylinder head(s) (Refer to 9 - ENGINE/CYL-
INDER HEAD - INSTALLATION).
ROCKER ARM SHAFT/ ROCKER ARM / LASH ADJUSTER

DESCRIPTION
ROCKER ARM
Rocker arms are made of light weight permanent mold
aluminum alloy with a roller (3) type follower operating
against the camshaft. The valve actuating end of the
rocker arms are machined to retain hydraulic lash
adjusters, eliminating the need for manual valve lash
adjustment.
ROCKER ARM SHAFTS

The rocker arm shafts are tubular steel and are sup-
ported by several forged aluminum alloy pedestals,
which are fastened to the cylinder head. Four shafts
are used, one for each intake and exhaust rocker arm
bank on each cylinder head. The shafts are hollow to
provide a duct for lubricating oil flow from the cylinder
head to the valve mechanisms. One hollow dowel per
pedestal is used to locate the pedestal to the cylinder
head, orient the exhaust rocker shaft, and serve as a
cam bearing oil feed passage.
OPERATION
The rocker arm is the pivot point between the camshaft lobe and the valve.

LASH ADJUSTER (TAPPET) NOISE DIAGNOSIS
Proper noise diagnosis is essential in locating the source of a NVH complaint. Locating a lash adjuster (tappet) type
noise can sometimes be difficult. As a result, an initial misdiagnosis may occur.
Refer to the following chart indicating possible lash adjuster (tappet) noise sources and possible sources that could
lead to a misdiagnosis.
Refer to Lash Adjuster (Tappet) Noise Chart for Possible Causes and Correction of a lash adjuster (tappet) type noise.
POSSIBLE NOISE SOURCES POSSIBLE NOISE MISDIAGNOSIS SOURCES

Spongy/soft/aerated lash adjusters. Exhaust leak.
Missing lash adjuster swivel contact pads. Exhaust rocker arm-to-cylinder head cover contact.
Intake rocker-to-camshaft bearing journal contact. Piston pin bore fit.
Rocker arm bind-up. Timing drive hydraulic tensioner tick.
Intake rocker arm-to-spark plug tube contact. Accessory drive belt deterioration.
Excessive cam end play. Piston-to-bore clearance knock.
Broken valve spring. Crankshaft bearing noise.
Broken/loose camshaft sprocket bolt.
Incomplete cam lobe machining.
Cracked lash adjuster cartridge body.
LASH ADJUSTER (TAPPET) NOISE CHART

1. Engine oil level—too high or too low. This may cause 1. Check and correct engine oil level.
aerated oil to enter the adjusters and cause them to be
spongy.
2. Insufficient running time after rebuilding cylinder 2. Low speed running of up to 1 hour may be required
head. to fully evacuate trapped air from the valve train
system. During this time, turn engine off and let set for
a few minutes before restarting. Repeat this several
times after engine has reached normal operating
temperature.
3. Air trapped in lash adjuster (after 1 hour run time). 3. See below:
(a) Check lash adjusters for sponginess while installed
in cylinder head. Depress part of rocker arm over
adjuster. Normal adjusters should feel very firm. Very
spongy adjusters can be bottomed out easily.
(b) Before proceeding, perform Lash Adjuster Bleeding
procedure.
(c) If lash adjuster(s) are still spongy, replace with new
adjuster/rocker arm assembly*.
4. Low oil pressure 4. See below:
(a) Check and correct engine oil level.
(b) Check engine oil pressure.
(c) Check for excessive bearing clearance and correct.
(d) Check for worn oil pump.
5. Oil passage to cylinder head(s) plugged with debris. 5. Check cylinder head oil passages and cylinder head
gasket restrictor for blockage. Clean or replace as
necessary.
6. Worn valve guide(s). 6. Ream guide(s) and replace valve(s) with oversize
valves and seal(s).
7. Air injested into oil due to broken or cracked oil 7. Inspect pickup tube and replace as necessary.
pump pickup tube.
8. Collapsed lash adjuster due to debris injestion. 8. Clean debris from engine and replace lash
adjuster/rocker assembly*.

9. Intake rocker arm roller clevis ear(s) contacting 9. Inspect camshaft end play and all valve train
camshaft bearing journal(s) on side. components for wear. Replace as necessary.
*Lash adjusters are serviced with the rocker arms—do not disassemble.
STANDARD PROCEDURE
HYDRAULIC LASH ADJUSTER BLEEDING
Use this procedure to manually bleed aerated oil from
the lash adjuster and remove sponginess.
1. Run the engine, bringing it to operating tempera-
ture in order to freshly pressurize and warm the
valvetrain system oil supply.
2. Remove cylinder head cover(s).
3. Ensure the rocker arm is positioned on the base
circle (1) of the cam. Rotate engine as necessary.
4. For intake rocker arm positions:

a. Adjust Special Tool 8351 (1) Release Probe’s
gauge pin to extend approximately 20 mm
(0.787 in.). Then, carefully insert the release
probe gauge pin into the lash adjuster (6) ser-
vice access hole (2).
CAUTION: If probe tip (1) breaks off within the

lash adjuster (6), replace the affected rocker arm
(3).
b. Gently unseat lash adjuster’s internal check

ball (4).
c. While the internal check ball (4) is held
unseated, press the rocker arm (3) into the
valve tip (5), allowing the lash adjuster (6) to
fully collapse. Hold this fully collapsed position
for about one second, or longer.
d. Slowly release the rocker arm (3), thereby
allowing the lash adjuster (6) to extend, which in turn refills the high pressure chamber with non-aerated oil.
e. Remove probe to allow check ball (4) to seat.
f. Recheck for sponginess. If the lash adjuster (6) sponginess is not completely or nearly eliminated, then
repeat procedure.
g. If the spongy condition cannot be removed, replace effected rocker arm(s) (3).
5. For exhaust rocker arm (3) positions:
a. Adjust Special Tool 8351 (1) Release Probe gauge pin to extend approximately 20 mm (0.787 in.). Then,
using two release probes, carefully insert gauge pins into the lash adjuster service access holes.
CAUTION: If probe tip (1) breaks off within the lash adjuster (6), replace the affected rocker arm (3).
b. Gently unseat BOTH lash adjuster’s internal check ball (4) at the same time.
c. While the internal check ball (4) is held unseated, press the rocker arm (6) into the valve tip, allowing the
lash adjuster to fully collapse. Hold this fully collapsed position for about one second, or longer.
d. Slowly release the rocker arm (3), thereby allowing the lash adjuster (6) to extend, which in turn refills the
high pressure chamber with non-aerated oil.
e. Remove probes (1) to allow check balls (4) to seat.
f. Recheck for sponginess. If the lash adjuster (6) sponginess is not completely or nearly eliminated, then
repeat procedure.
g. If the spongy condition cannot be removed, replace effected rocker arm(s) (3).
6. Install cylinder head cover(s).
REMOVAL
CAUTION: The rocker arm shafts are hollow and
are used as lubrication oil passages. The rocker
arm and shaft assembly on the RIGHT side of the
engine has an oil passage hole from the cylinder
head to the third rocker shaft support. The rocker
arm shaft assembly on the LEFT side of the
engine has an oil passage hole from the cylinder
head to the second rocker shaft support.
1. Remove cylinder head covers. (Refer to 9 -

COVER(S) - REMOVAL)
2. Identify the rocker arm assembly and rocker arms
before disassembly.
3. Remove rocker arm assembly bolts.
4. Remove rocker arm assembly.
NOTE: To prevent air ingestion into lash adjusters, avoid turning rocker arm assembly upside down.
CAUTION: Do not allow rocker arm assembly to rest on lash adjusters, as damage may occur to lash adjust-
ers and/or plastic retainers.
DISASSEMBLY
1. Remove rocker arm and shafts. (Refer to 9 -
ADJUSTER ASSY - REMOVAL)
2. Remove dowel pin using a 4 mm screw, nut,
spacer, and washer installed into the pin. Thread
the screw into the pin, then loosen the nut on the
screw. This will pull the dowel out of the shaft sup-
port. Do not reuse dowel pins. Remove the rocker
arms and pedestals in order.
3. Check the rocker arm mounting portion of the
shafts for wear or damage. Replace if damaged or
heavily worn.
4. Check shaft oil holes for clogging with small wire,
clean as required.
INSPECTION
The rocker arm shafts are hollow and are used as
lubrication oil ducts. The rocker arm and shaft assem-
bly on the right side of the engine has an oil passage
hole from the cylinder head located at the third rocker
shaft support pedestal. The rocker arm and shaft
assembly on the left side of the engine has an oil
passage hole from the cylinder head located at the
second rocker shaft support pedestal.
NOTE: To prevent air ingestion into lash adjusters,

avoid turning rocker arm assembly upside down.
CAUTION: Do not allow rocker arm assembly to

rest on lash adjusters, as damage may occur to
lash adjuster and plastic retainer.
The intake and exhaust rocker arms are different. They should be identified before disassembling the assembly.
Check rocker arms for wear or damage :

• Roller scuffing or wear
• Shaft bore scuffing or wear
• Swivel pad on lash adjuster missing or broken
• Rocker arm showing signs of fatigue or cracking
• Roller axle protruding from arm
Replace assembly as necessary if any rocker arms
shows signs of wear.
CAUTION: Do Not remove lash adjuster from

rocker arm assembly. Damage to the adjuster and
rocker arm will result.
ASSEMBLY
CAUTION: New dowel pins must be installed when
reassembling.
1. Install the rocker arms, and pedestals (3) onto the

shaft.
2. Install dowel pins (2). Dowel pins (2) pass through
the pedestal (3) into the exhaust rocker shafts.
Dowel pins (2) should be pressed in until they bot-
tom-out against the rocker shaft in the pedestal (3).
3. Install rocker arm and shafts. (Refer to 9 -
ADJUSTER ASSY - INSTALLATION)
INSTALLATION

RIGHT
LEFT
NOTE: Rocker arm and shaft assembly can be installed either prior to or after (preferred) cylinder head
installation.
1. Rotate camshaft gears to the position shown in (1,8,9). With the camshaft gears in these positions the lobes are
in a neutral position (no load to the valve). This will allow the rocker arm shaft assembly to be tightened into
position with little or no valve spring load on it.
2. Install the rocker arm and shaft assembly making
sure that the identification marks face toward the
front of engine for left head and toward the rear of
the engine for right head.
3. Tighten rocker arm/shaft assembly bolts in
sequence to 31 N·m (275 in. lbs.).
INSTALLATION).
TUBE -SPARK PLUG

REMOVAL
1. Remove cylinder head cover(s). (Refer to 9 -
COVER(S) - REMOVAL)
2. Using suitable locking pliers, remove the tube from
the cylinder head and discard tube.
3. Clean area around spark plug with MoparT Parts
Cleaner or equivalent.
INSTALLATION
1. Apply MoparT Stud and Bearing Mount to a new
tube (1) approximately 1 mm (0.039 in.) from the
end of tube, in a 3 mm (0.118 in.) wide area.
2. Install sealer end of tube (1) into the cylinder head.
Then carefully install the tube (1) using a hardwood
block and mallet. Install the tube (1) until it is
seated into the bottom of the bore.
3. For spark plug tube (1) seal replacement, (Refer to
9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD
4. Install cylinder head cover(s). (Refer to 9 -
COVER(S) - INSTALLATION)
SEAL -VALVE STEM

REMOVAL
1. Remove valve spring. (Refer to 9 - ENGINE/CYL-
INDER HEAD/VALVE SPRINGS - REMOVAL)
2. Remove valve stem seals by using a valve stem
seal tool.
INSTALLATION
1. The valve stem seal/valve spring seat should be
pushed firmly and squarely over the valve guide
using the valve stem as guide. Do Not Force seal
against top of guide. When installing the valve
retainer locks, compress the spring only enough
to install the locks.
CAUTION: Do not remove garter spring (2) around

the seal at the top of the valve stem seal.
2. Install valve spring. (Refer to 9 - ENGINE/CYLIN-

DER HEAD/VALVE SPRINGS - INSTALLATION)
SPRING -VALVE
DESCRIPTION
The valve springs are made from chrome silicon alloy
wire and incorporate a “bee-hive” design. Valve spring
retainers and locks are common from valve-to-valve.
The valve spring seat is integral with the valve stem
oil seal, which incorporates a garter spring to maintain
consistent lubrication control to the valve stem.
The valve springs are unique for intake compared to
exhaust. Both have different lengths and are wound in
opposite directions. The valve springs are color coded,
intake spring is right hand coil direction with orange
dye on the top coils, and the exhaust spring is left
hand coil direction with a yellow or white dye on the
top coils.
The exhaust spring with the white dye on the top of the coils has an increased open and closed load when com-
pared to the exhaust spring with the yellow dye. A yellow and a white exhaust valve spring should never be used
on a single forked rocker arm. Color coated exhaust springs should always be used in pairs for a forked exhaust
rocker springs.
OPERATION
The valve spring returns the valve against its seat for a positive seal of the combustion chamber.
REMOVAL
CYLINDER HEAD OFF
1. Compress valve spring with valve spring compressor C-3422-D and adapter 6526 (Refer to 9 - ENGINE - SPE-
CIAL TOOLS).
2. Remove valve retaining locks. Release valve spring compressor. Remove valve spring retainer and valve spring.
3. Remove valve stem seal assembly. (Refer to 9 - ENGINE/CYLINDER HEAD/VALVE STEM SEALS - REMOVAL)
CYLINDER HEAD ON
REMOVAL).
3. Remove cylinder head cover(s) (Refer to 9 -
4. Remove rocker arm and shaft assembly (Refer to 9
- ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - REMOVAL).
5. Remove spark plugs.
6. Rotate the crankshaft clockwise, until the number 1
piston is at Top Dead Center (TDC) on the com-
pression stroke.
7. With air hose attached to spark plug adapter
installed in number 1 spark plug hole, apply 620.5
to 689 kPa (90 to 100 psi) air pressure. This is to
hold valves into place while servicing components.
8. Using Tool MD 998772A (1) with adapter 6527 (4)
or equivalent, compress valve spring and remove
valve locks (5). Release tension on valve spring, remove retainer (5) and valve spring (Refer to 9 - ENGINE -
SPECIAL TOOLS).
9. Remove valve stem seal, if required. (Refer to 9 - ENGINE/CYLINDER HEAD/VALVE STEM SEALS -
REMOVAL)
10. Follow the same procedure on the remaining 5 cylinders using the firing sequence 1-2-3-4-5-6. Make sure pis-
ton is at TDC in each cylinder of the valve spring that is being removed.
11. Remove spark plug adapter tool.
INSPECTION
When valves have been removed for inspection,
reconditioning or replacement, valve springs should be
tested. As an example; the compression length of the
spring to be tested is 38.00 mm (1.496 in.). Turn table
of Tool C-647 until surface is in line with the 38.00 mm
(1.496 inches.) mark on the threaded stud and the
zero mark on the front. Place spring over stud on the
table and lift compressing lever to set tone device.
Pull on torque wrench until ping is heard. Take reading
on torque wrench at this instant. Multiply this reading
by two. This will give the spring load at test length.
Fractional measurements are indicated on the table
for finer adjustments. Refer to Engine Specifications to
obtain specified height and allowable tensions (Refer
to 9 - ENGINE - SPECIFICATIONS). Replace springs
that do not meet specifications.
INSTALLATION
CYLINDER HEAD OFF
1. Install valves if removed.
2. Install valve stem seal/spring seat assembly (5)
over valve guides on all valve stems. Ensure that
the garter spring is intact around the top of the rub-
ber seal.
3. Place valve spring (color-coded end facing up) (4)
and valve retainer into position.
4. Compress valve spring with valve spring compres-

sor. Install locks and release tool. If valve and/or
seat are reground, measure the installed height
of springs (B), make sure measurements are
taken from top of spring seat to the bottom sur-
face of spring retainer. If height is greater than
38.75 mm (1.5256 in.), install a 0.762 mm (0.030
in.) spacer in head counterbore under the valve
spring seat to bring spring height back within
specification.
CYLINDER HEAD ON
1. Install new valve seal(s) if required (Refer to 9 -
ENGINE/CYLINDER HEAD/VALVE STEM SEALS -
INSTALLATION).
2. Place valve spring (color-coded end facing up) and
valve retainer into position.
3. Compress valve spring using Special Tool MD
998772A (1) with Adaptor 6527 (4) only enough to
install locks (5).
4. After installing locks, release tension on valve
spring and verify proper installation.
5. Remove Special Tool MD 998772A (1) and spark
plug adapter tool.
6. Install rocker arm and shaft assembly. (Refer to 9 -
ADJUSTER ASSY - INSTALLATION)
7. Install cylinder head cover(s) (Refer to 9 - ENGINE/
INSTALLATION).
8. Install spark plugs.
TION).
BLOCK -CYLINDER
DESCRIPTION
The cylinder block is made of heat treated aluminum
with cast-in-place iron liners. The block is a closed
deck design with the right bank forward. To provide
high rigidity and improved noise, vibration and harsh-
ness (NVH), the block has cast-in contours and ribs,
along with powdered metal 6 bolt main caps (4 verti-
cal, 2 horizontal), with a die cast aluminum structural
beam windage tray mounted to the main caps.
CLEANING
Clean cylinder block thoroughly using a suitable cleaning solvent.
INSPECTION
ENGINE BLOCK
1. Clean cylinder block thoroughly and check all core hole plugs for evidence of leaking.
2. If new core plugs are to be installed, (Refer to 9 - ENGINE - STANDARD PROCEDURE - ENGINE CORE AND
OIL GALLERY PLUGS).
3. Examine block and cylinder bores for cracks or fractures.
4. Check block deck surfaces for flatness. Deck surface must be within service limit of 0.1 mm (0.004 in.).
CYLINDER BORE
NOTE: The cylinder bores should be measured at

normal room temperature, 21°C (70°F).

and taper with Tool C119 cylinder bore gauge, or
equivalent (Refer to 9 - ENGINE - SPECIFICATIONS).
If the cylinder walls are badly scuffed or scored, the
cylinder block should be replaced, and new pistons
and rings fitted.
in.) up from bottom of bore. (Refer to 9 - ENGINE -
SPECIFICATIONS).
BEARING -CONNECTING ROD

STANDARD PROCEDURE
CONNECTING RODS AND BEARINGS
CAUTION: The bearing caps are not interchange-

able and should be paint marked or scribed at
removal to insure correct assembly. DO NOT use a
metal stanp.
The bearing shells must be installed with the tangs

inserted into the machined grooves in the rods and
caps. Install cap with the tangs on the same side as
the rod.
Fit all rods on one bank until complete.
Limits of out-of-round on any crankshaft journals
should be held to 0.008 mm (0.0003 in.). Bearings are
available in standard, 0.025 mm (0.001 in.), and 0.254
mm (0.010 in.) undersizes. Install the bearings in
pairs. Do not use a new bearing half with an old
bearing half. Do not file the rods or bearing caps.
1. For measuring main bearing clearance and con-
necting rod bearing clearance use plastigage. For
more information on using plastigage (Refer to 9 -
ENGINE - STANDARD PROCEDURE). Refer to
Engine Specifications for bearing clearance specifi-
cations (Refer to 9 - ENGINE - SPECIFICATIONS).
NOTE: The rod bearing bolts should be examined before reuse. If the threads are necked down the bolts
must be replaced.
CONNECTING ROD BOLTS

1. Examine connecting rod bolts for stretching (1).
Stretching (1) can be checked by holding a scale
or straight edge against the threads. If all the
threads do not contact the scale the bolt must be
replaced.
2. Before installing the bolts the threads should be
cleaned and inspected.
3. Install clean bolts finger tight. Then alternately
torque each bolt to assemble the cap properly.
4. Tighten the connecting rod cap bolts to specifica-
tion. (Refer to 9 - ENGINE - SPECIFICATIONS).
CONNECTING ROD SIDE CLEARANCE
1. Mount a dial indicator to a stationary point on

engine. Locate probe perpendicular to and resting
against the connecting rod cap being checked.
Move connecting rod all the way to rear of its
travel. Zero the dial indicator. Move connecting rod
forward to limit of travel and read the dial indicator.
Compare measurement to specification listed in
engine specifications (Refer to 9 - ENGINE -
SPECIFICATIONS). Repeat procedure for each
connecting rod. Turn crankshaft for connecting rod
accessibility.
CRANKSHAFT
DESCRIPTION
The crankshaft is constructed of a forged micro alloy steel. A six throw, nine counterweight crankshaft is supported
by four select fit main bearings with number two serving as the thrust washer location. The six separate connecting
rod throws are an even-firing design which reduces torque fluctuations while a torsional vibration damper is used to
control torsion caused vibration of the crankshaft. Rubber lipped seals are used at front and rear. The front seal is
retained in the oil pump case and the rear seal is retained in a block-mounted housing.
OPERATION
The crankshaft transfers force generated by combustion within the cylinder to the flywheel or flexplate.
REMOVAL
- REMOVAL).
3. Remove oil pickup tube.
4. Remove front timing belt cover (Refer to 9 -
5. Remove timing belt and tensioner (Refer to 9 -
6. Remove crankshaft sprocket (Refer to 9 - ENGINE/
SPROCKETS - REMOVAL).
7. Tap dowel pin out of crankshaft.
8. Remove oil pump assembly (Refer to 9 - ENGINE/
LUBRICATION/OIL PUMP - REMOVAL).
9. Remove crankshaft rear oil seal retainer (Refer to 9
- ENGINE/ENGINE BLOCK/CRANKSHAFT REAR
OIL SEAL RETAINER - REMOVAL).
CAUTION: Connecting rod bearing caps are not interchangeable and should be paint marked or scribed
before removal to insure correct assembly. DO NOT use a metal stamp to mark the bearing caps.
10. Remove connecting rod bearing caps.

WARNING: Main bearing caps are not interchange-

able and should be paint marked or scribed before
removal to insure correct assembly. DO NOT use a
metal stamp to mark the bearing caps.
11. Remove main bearing caps (1). Main bearing

caps (1) are not interchangeable and are marked
to insure correct assembly.
12. Remove crankshaft (4) from cylinder block (7).
NOTE: Before installing crankshaft, refer to Fitting

Main Bearings and Installation of Connecting Rod
Bearings. (Refer to 9 - ENGINE/ENGINE BLOCK/
CRANKSHAFT MAIN BEARINGS - STANDARD
PROCEDURE) (Refer to 9 - ENGINE/ENGINE
BLOCK/CONNECTING ROD BEARINGS - STAN-
DARD PROCEDURE)
INSPECTION
The crankshaft journals should be checked for excessive wear, taper and scoring. Limits of taper on any crankshaft
journals should be held to 0.010 mm (0.0004 in.). Limits for journal roundness should be 0.008 mm (0.0003 in.).
Journal grinding should not exceed 0.254 mm (0.010 in.) under the standard journal diameter. DO NOT grind thrust
faces of Number 2 main bearing. DO NOT nick crank pin or bearing fillets. After grinding, remove rough edges from
crankshaft oil holes and clean out all passages. Crank journals must be polished smooth 0.10 micron ra.
CAUTION: With a forged steel crankshaft it is important that the final paper or cloth polish after any journal
regrind be in the same direction as normal rotation in the engine.
INSTALLATION
CAUTION: Main bearings are select fit (Refer to 9 -
BEARINGS - STANDARD PROCEDURE) for proper
bearing size selection.
1. Install crankshaft upper main bearings in cylinder

block. Ensure oil holes in bearings line up with oil
holes in cylinder block. (Refer to 9 - ENGINE/EN-
GINE BLOCK/CRANKSHAFT MAIN BEARINGS -
STANDARD PROCEDURE)
NOTE: Care must be taken not to damage the jour-

nals or bearings during crankshaft installation.
2. Install the crankshaft (4) to cylinder block (7)
3. Move crankshaft forward to limit of travel. Lubricate

and install the front thrust washer (1) by rolling the
washer (1) onto the machined shelf between the
No. 2 upper main bulk head and crankshaft thrust
surface.
4. Move crankshaft rearward to limit of travel. Lubri-
cate and install the rear thrust washer by rolling the
washer onto the machined shelf between the No. 2
upper main bulk head and crankshaft thrust
surface.
5. Install lower main bearings (3) into main bearing

caps (1).
6. Lubricate lower main bearings (3) with clean
engine oil.
NOTE: Lubricate main bearing cap bolts (2) with

7. Install each main cap (1) and tighten bolts finger

tight.
The main bearing cap bolts (2) must be tightened in
the proper sequence. First the inner main cap bolts
(2), secondly the windage tray bolts, lastly the main
cap tie (horizontal) bolts (6).
8. Install the inside main bearing cap bolts (2) and
tighten to 20 N·m + 1/4 turn (15 ft. lbs. + 1/4 turn).
9. Measure crankshaft end play. (Refer to 9 -
DARD PROCEDURE)
10. Install connecting rods and measure side clear-
ance. (Refer to 9 - ENGINE/ENGINE BLOCK/
CONNECTING ROD BEARINGS - STANDARD
PROCEDURE)
11. Install windage tray. Lubricate bolts with engine oil
and tighten to 27 N·m + 1/4 turn (20 ft. lbs. + 1/4
turn).
12. Install the main cap tie (horizontal) bolts and

13. Install rear crankshaft oil seal retainer and oil seal
(Refer to 9 - ENGINE/ENGINE BLOCK/CRANK-
SHAFT REAR OIL SEAL RETAINER - INSTALLA-
TION) and (Refer to 9 - ENGINE/ENGINE
BLOCK/CRANKSHAFT OIL SEAL - REAR -
INSTALLATION)
14. Install oil pump assembly (Refer to 9 - ENGINE/
LUBRICATION/OIL PUMP - INSTALLATION).
15. Install dowel pin in crankshaft (Refer to 9 -
ENGINE/ENGINE BLOCK/CRANKSHAFT OIL
SEAL - FRONT - INSTALLATION).
16. Install crankshaft sprocket (Refer to 9 - ENGINE/
17. Install timing belt and tensioner (Refer to 9 -
18. Install front timing belt cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
19. Install oil pickup tube and tighten bolt to 28 N·m (250 in. lbs.).
20. Install oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
21. Install engine assembly (Refer to 9 - ENGINE - INSTALLATION).
22. Fill engine crankcase with proper amount of oil.
BEARING -CRANKSHAFT MAIN

STANDARD PROCEDURE
CRANKSHAFT MAIN BEARING FITTING
The main bearings are a “select fit” to achieve proper
oil clearances. For main bearing selection, the block
and crankshaft have grade identification marks.
The marks for the cylinder block main bore grade are
located on the right front side of the engine block.
These grade marks (1, 2, or 3) are read left to right,
corresponding to main bore 1, 2, 3, 4. The 5th digit is
a check some digit for plant validation during
manufacturing.
The grade marks for the crankshaft are located on the

rearmost crankshaft counter weight as shown in. The
crankshaft journal grade marks (A, B, or C) are read
left to right, corresponding with journal number 1, 2, 3,
4.
Refer to the MAIN BEARING SELECTION CHART to
properly select the main bearings. For an example, if
the main bore grade is 3 and the journal grade is B,
the proper select fit bearing would be a (2) +0.003 mm
(+0.0002 in.).
NOTE: Service main bearings have a number from

(1–5) marked in ink on the bearing surface. For
verification, refer to the MAIN BEARING SELEC-
TION CHART for number to size identification.
The upper main bearing (2) has a oil feed hole and a
center groove to allow lubrication of the main journal
and must be properly positioned in the block.
MAIN BEARING SELECTION CHART
Main Bearing Bore Grade Marks
1 2 3
Crankshaft Main Journal Grade (2) +003 mm (1) +0.006 mm
A (3) Standard
Marks (+0.0001 in.) (+0.0002 in.)
Each bearing grade increment of
(4) -0.003 mm (2) +003 mm
0.003 mm is for wall thickness so B (3) Standard
(-0.0001 in.) (+0.0001 in.)
diametrical clearances are
adjusted 0.006 mm per select fit (5) -0.006 mm (4) -0.003 mm
C (3) Standard
class (-0.0002 in.) (-0.0001 in.)
CHART 1
Crankshaft Diameter (mm)

Min Max Grade
63.9870 mm 63.9956 mm A
63.9957 mm 64.0042 mm B
64.0043 mm 64.0130 mm C
CHART 2
Block Main Bore Diameter (mm)

Min Max Grade
68.9895 mm 68.9964 mm 1
68.9965 mm 69.0034 mm 2
69.0035 mm 69.0105 mm 3
Block Main Bore Grade
1 2 3
Crankshaft Journal Grade A Class 3 Class 2 Class 1
B Class 4 Class 3 Class 2
C Class 5 Class 4 Class 3
REMOVAL
Bearing caps are not interchangeable and are marked
to insure correct assembly. Upper and lower bearing
halves are NOT interchangeable.
1. Remove oil pan. (Refer to 9 - ENGINE/LUBRICA-
TION/OIL PAN - REMOVAL)
2. Remove oil pick-up tube and windage tray.
3. Identify bearing caps before removal.
4. Remove bearing caps one at a time. Remove

upper half of bearing by inserting Main Bearing
Tool C-3059 into the oil hole of crankshaft.
5. Slowly rotate crankshaft clockwise, forcing out
upper half of bearing shell.
INSTALLATION
Bearing caps are not interchangeable and are marked
to insure correct assembly. Upper and lower bearing
halves are NOT interchangeable.
CAUTION: Main bearings are select fit. (Refer to 9

- ENGINE/ENGINE BLOCK/CRANKSHAFT MAIN
BEARINGS - STANDARD PROCEDURE)
NOTE: Only one main bearing should be selec-

tively fitted while all other main bearing caps are
properly tightened.
When installing a new upper bearing shell, slightly

chamber the sharp edges from the plain side.
1. Lubricate main bearing (4) with clean engine oil.

2. Start bearing (4) in place, and insert Main Bearing
Tool C-3059 (3) into oil hole of crankshaft.
3. Slowly rotate crankshaft counterclockwise sliding
the bearing into position. Remove Main Bearing
Tool C-3059.
NOTE: Lubricate main bearing cap bolts with

4. Lubricate and install lower bearing half and main

cap Tighten bolts finger tight.
5. For installing thrust washers (1) at the No. 2 main

bearing location, use the following procedure:
a. Move crankshaft forward to limit of travel.
Lubricate and install the front thrust washer (1)
by rolling the washer onto the machined shelf
between the No. 2 upper main bulk head and
crankshaft thrust surface.
b. Move crankshaft rearward to limit of travel.
Lubricate and install the rear thrust washer by
rolling the washer onto the machined shelf
between the No. 2 upper main bulk head and
crankshaft thrust surface.
The main bearing cap bolts (2) must be tightened in

the proper sequence. First the inner main cap bolts,
secondly the windage tray bolts, lastly the main cap
tie (horizontal) bolts.
6. Install each main bearing cap (1) and tighten inner
bolts finger tight.
7. Tighten inner main bearing cap bolts (2) to 20 N·m
+ 1/4 turn (15 ft. lbs. + 1/4 turn).
8. Measure crankshaft end play. (Refer to 9 -
DARD PROCEDURE)
9. Install windage tray. Lubricate bolts with engine oil
and tighten to 27 N·m + 1/4 turn (20 ft. lbs. + 1/4
turn).
10. Install the main cap tie (horizontal) bolts and

tighten to 28 N·m (250 in. lbs.)
11. Install oil pick-up tube.
12. Install oil pan. (Refer to 9 - ENGINE/LUBRICA-
TION/OIL PAN - INSTALLATION)
level.
SEAL -CRANKSHAFT OIL FRONT

REMOVAL
1. Remove the crankshaft sprocket. (Refer to 9 -
AND SPROCKETS - REMOVAL)
2. Tap the dowel pin (2) out of the crankshaft.
3. Remove crankshaft seal using Tool 6341A (1).
CAUTION: Do not nick shaft seal surface or seal

bore.
4. Shaft seal lip surface must be free of varnish, dirt

or nicks. Polish with 400 grit paper if necessary.
INSTALLATION
1. Install crankshaft seal using Special Tool 6342 (1).
2. Install the dowel pin into the crankshaft to 1.2 mm
(0.047 in.) protrusion.
3. Install the crankshaft sprocket (Refer to 9 -
AND SPROCKETS - INSTALLATION.)
SEAL - CRANKSHAFT OIL REAR

DESCRIPTION
The rear crankshaft oil seal (1) and retainer (3) are
molded and serviced as an assembly. This assembly
also includes a separate rear crankshaft seal protector
(1) that should not be removed before the seal is
installed on the engine block. Once the seal protector
(1) is separated from the assembly it can not be re-in-
stalled on the assembly or reused.
REMOVAL
1. Remove the engine oil pan (Refer to 9 - ENGINE/
LUBRICATION/OIL PAN - REMOVAL).
2. Lower the weight of the engine back onto the
engine mounts.
3. Remove transmission from vehicle. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC -
42LE - REMOVAL)
4. Remove the flex plate.
5. Remove the rear crankshaft oil seal retainer bolts.
6. Remove the crankshaft oil seal and clean all mat-
ing surfaces.
INSTALLATION
NOTE: The seal lip (2) must always uniformly curl
inward toward the engine on the crankshaft (1).
CAUTION: If a burr or scratch is present on the

crankshaft edge (chamfer), clean surface using
400 grit sand paper to prevent seal damage during
installation.
NOTE: The rear crankshaft oil seal and retainer are

an assembly. DO NOT separate the seal protector
from the rear crankshaft oil seal before installation
on engine. Damage to the seal lip will occur if the
seal protector is removed and installed prior to
installation on engine.
1. Apply engine oil to crankshaft seal surface.

2. Carefully position the oil seal, retainer and seal
protector on crankshaft and push firmly into place
on engine block (the seal protector will be removed
from the rear oil seal assembly as a result of
installing the rear oil seal). Hand tighten the rear oil
seal fasteners.
NOTE: The following steps must be performed to

prevent oil leaks at sealing joints.
3. Attach Special Tools 8225 (1) to pan rail using the

oil pan fasteners.
NOTE: Special Tools 8225 (1), are use to assist

with the fit of the flush mount rear main seal
retainer. The notch on tool should be located away
the seal retainer.
4. While applying firm pressure to the seal retainer

against Special Tools 8225 (1), tighten seal retainer
screws to 12 N·m (105 in. lbs.).
5. Remove special tool #8225 (1).
NOTE: Make sure that the seal flange is flush with

the block oil pan sealing surface.
6. Install oil pan. Tighten the 6mm fasteners to 12N·m

(105 in.lbs.) and the 8mm fasteners to 28N·m (250
in.lbs.).
7. Install the flex plate and transmission.
PLATE - FLEX
REMOVAL
1. Remove the transmission.
2. Remove flex plate attaching bolts (2).
3. Remove the flex plate (1).
INSTALLATION
1. Position flex plate (1) with backing plate (3) on the
crankshaft.
2. Apply MoparT Lock & Seal Adhesive to the flex
plate bolts (2).
3. Install flex plate bolts (2). Tighten bolts to 95 N·m
(70 ft. lbs.).
4. Install the transmission.
ROD - PISTON & CONNECTING

DESCRIPTION
The pistons are made of a high strength aluminum alloy. Top land height has been decreased to reduce emissions.
Piston skirts are coated with a solid lubricant for scuff resistance. Connecting rod is forged steel with a fractured
connecting rod cap design. The connecting rod is also equipped with a squirt hole and attaches to the piston with
a full floating pin retained by lock rings.
OPERATION
The piston and connecting rod assembly is the link between the combustion force and the crankshaft.
STANDARD PROCEDURE
FITTING PISTONS
The pistons are machined to two different weight
specifications and matched to rods based on weight.
All piston and rod assemblies weigh the same to
maintain engine balance.
Piston and cylinder wall must be clean and dry. Piston
diameter should be measured 90° to piston pin at size
location shown in. Cylinder bores should be measured
halfway down the cylinder bore and transverse to the
engine crankshaft center line (Refer to 9 - ENGINE -
SPECIFICATIONS). Pistons and cylinder bores
should be measured at normal room temperature,
70°F (21°C).
REMOVAL
1. Remove the cylinder heads (Refer to 9 - ENGINE/
CYLINDER HEAD - REMOVAL)
2. Remove the oil pan. (Refer to 9 - ENGINE/LUBRI-
CATION/OIL PAN - REMOVAL)
3. Remove top ridge of cylinder bores with a reliable
ridge reamer before removing pistons from cylinder
block. Be sure to keep tops of pistons covered
during this operation. Pistons and connecting
rods must be removed from top of cylinder
block. When removing piston and connecting
rod assemblies from the engine, rotate crank-
shaft so that each connecting rod is centered in
cylinder bore.
CAUTION: DO NOT stamp the connecting rods for

cylinder identification
4. Inspect connecting rods and connecting rod caps

for cylinder identification. Identify them with a paint
mark or scribe, if necessary.
5. Remove connecting rod cap. Install protectors, tool

8189, on connecting rod. Guide each piston and
rod assembly out of cylinder bore.
NOTE: Be careful not to nick crankshaft journals.
6. After removal, install bearing cap on the mating

rod.
INSTALLATION
1. Install the piston rings. (Refer to 9 - ENGINE/EN-
GINE BLOCK/PISTON RINGS - INSTALLATION).
NOTE: The connecting rod bearing cap bolts must

be examined before reuse. If the threads are
necked down, the bolts must be replaced.
2. Check connecting rod bolts for necking by holding

a scale or straight edge against the threads. If all
threads do not contact the scale, the bolt must be
replaced.
3. Before installing pistons and connecting rod

assemblies into the bore, ensure that compression
ring gaps are staggered so that neither is in line
with oil ring rail gap.

oil, slide the ring compressor over the piston and
tighten with the special wrench. Ensure position
of rings does not change during this operation.
5. Install connecting rod bolt protectors, special tool #
8189.
nal is on the center of the cylinder bore. Insert the
rod and piston into cylinder bore and guide the rod
over the crankshaft journal.
CAUTION: Do Not interchange piston assemblies

cylinder-to-cylinder or bank-to-bank.
7. The arrow on top of piston must be pointing toward

front of engine.
CAUTION: View of connecting rod oil squirt hole is from the front of the engine.
8. The oil squirt hole on connecting rod faces the major thrust side of the cylinder bore.
NOTE: Make sure the rod bearings are seated with the oil squirt hole aligned.
9. Tap the piston down in cylinder bore, using a hammer handle. At the same time, guide connecting rod into posi-
tion on connecting rod journal.
NOTE: Connecting rod bolts must be lubricated with clean engine oil.
10. Install the rod caps. Install cleaned and inspected connecting rod bolts and tighten to 27 N·m (20 ft. lbs.) Plus
1/4 turn.
11. Install the cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION)

12. Install the oil pan. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION.)
RING - PISTON
DESCRIPTION
The piston rings include a moly-filled top ring with a
symmetric barrel face. The intermediate piston ring is
of the standard chrome design OR Micro-Napier
design. The Micro-Napier design has a reduced “hook”
on the running face, removes the need for chroming
and improves oil economy. The oil control package
consists of two steel rails and an expander spacer.
STANDARD PROCEDURE
PISTON RING FITTING
positioning at least 12 mm (0.50 in.) from bottom of
cylinder bore. Check gap with feeler gauge. For
clearance specifications, (Refer to 9 - ENGINE -
SPECIFICATIONS).
2. Check piston ring to groove clearance:. For clear-

ance specifications, (Refer to 9 - ENGINE -
SPECIFICATIONS).
REMOVAL
1. Remove piston and connecting rod. (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON & CONNECT-
ING ROD - REMOVAL)
2. Remove No. 1 and No.2 piston rings from piston
using a ring expander tool.
3. Remove upper oil control ring side rail.

4. Remove lower oil control ring side rail.
5. Remove oil control ring expander
INSTALLATION
1. Measure clearance of piston rings to the cylinder
bore and piston. (Refer to 9 - ENGINE/ENGINE
BLOCK/PISTON RINGS - STANDARD PROCE-
DURE)
The No. 1 and No. 2 piston rings have a different
cross section. Insure that which ever design No. 2 ring
is installed, it is installed with manufacturers I.D. mark
(dot) facing up, towards top of the piston (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON RINGS -
DESCRIPTION).
CAUTION: Install piston rings in the following

order:

• Lower oil control ring side rail.
• Upper oil control ring side rail.
2. Install the side rail by placing one end between the
piston ring groove and the spacer. Hold end firmly
and press down the portion to be installed until
side rail is in position. Do not use a piston ring
expander tool during this step.
3. Install lower side rail first and then the upper side
rail.
The No. 1 and No. 2 piston rings have a different
cross section. Insure that which ever design No. 2 ring
is installed, it is installed with manufacturers I.D. mark
(dot) facing up, towards top of the piston (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON RINGS -
DESCRIPTION).
4. Install No. 2 piston ring and then No. 1 piston ring.
5. Position piston ring end gaps as shown in.

6. Position oil control ring expander gap at least 45°
from the side rail gaps but not on the piston pin
center or on the thrust direction. Staggering ring
gap is important for oil control.
DAMPER - CRANKSHAFT
REMOVAL
2. Remove the accessory drive belt (Refer to 7 -
REMOVAL).
4. Remove crankshaft damper bolt.

5. Use 1023 puller, and insert 9020–R, remove crank-
shaft damper
INSTALLATION
1. Install crankshaft damper using Special Tools
C-4685-C1 (5.9 in.) Bolt, with Nut and Thrust Bear-
ing from 6792, and 6792-1 Installer.
2. Install crankshaft damper bolt. Torque bolt to 95

N·m (70 ft. lbs.) while holding damper with Special
Tool 9365.
3. Lower vehicle.
4. Install accessory drive belt.

ENGINE MOUNTING
DESCRIPTION
The engine mounting system are of molded rubber material and consist of two mounts; right and a left side support
the powertrain, and control powertrain torque.
MOUNT -LEFT
REMOVAL
3. Remove both engine mount to cradle nuts and
remove the left engine mount studs.
4. Using a suitable jack and a block of wood under
the oil pan, raise the engine until the weight is off
of the mounts (approximately 5mm).
5. Remove the engine mount heat shield.
6. Remove the engine mount bolts and remove the

mount.
INSTALLATION
1. Install the left mount (2) to the engine mounting
bracket. Hand tighten fasteners.
2. Install and hand tighten the engine mount through
studs.
3. Tighten the engine mount to mounting bracket fas-
teners to 75 N·m ( 55 ft.lbs.).
4. Lower the engine and remove lifting device.
5. Tighten the engine mount through studs to nut to
12 N·m ( 106 in.lbs.).
6. Install the engine mount heat shield (2). Tighten

fasteners to 11 N·m ( 97 in.lbs.).
7. Install the left engine mount to cradle nuts and
tighten both to 75 N·m (55 ft. lbs.).
MOUNT LEFT - AWD

REMOVAL
3. Remove the left front wheel.
4. Remove the left engine mount to cradle fastener.
5. Place a jack stand under the engine and support
the engine weight.
6. Remove the engine mount fasteners and remove
the mount.
INSTALLATION
1. Carefully position the engine mount and hand
tighten the mount retaining bolts.
2. Tighten the engine mount to bracket bolts to 60
N·m (44 lbs. ft.).
3. Lower the engine onto the cradle and remove the
jack stand.
4. Tighten the engine mount to cradle bolt to 75 N·m
(55 lbs. ft.).
5. Install the right front wheel.
MOUNT - RIGHT
REMOVAL
3. Remove both of the engine mount to cradle nuts.
4. Remove both of the engine mount through studs.
5. Using a suitable jack stand and a block of wood
positioned under the oil pan, raise the engine until
the weight is off of the mounts (approximately 5
mm.).
6. Remove the right mount heat shield (2) bolts.
7. Remove the engine mount (2).

INSTALLATION
1. Install the engine mount to the engine bracket and
hand tighten . Tighten bolts to 54 N·m (40 lbs. ft.).
2. Install and hand tighten the engine mount through
studs.
3. Tighten the engine mount to engine bracket fasten-
ers to 75 N·m (55 lbs. ft.).
4. Install the engine mount heat shield (2). Tighten the

fasteners to 11 N·m (97 in. lbs.).
5. Lower the engine and remove the lifting devise.
6. Tighten the engine mount through studs to 12 N·m
(106 in. lbs.).
7. Install the right engine mount to cradle nuts and
tighten both engine mount fasteners to 75 N·m (55
lbs. ft.).
MOUNT RIGHT - AWD

REMOVAL
3. Remove the right front wheel.
4. Place a jack stand under the engine.
5. Remove the engine mount to cradle fastener.
6. Raise the engine with the jack stand and support
the engine weight.
7. Remove the engine mount bolts and the engine
mount.
INSTALLATION
1. Carefully position the engine mount and hand
tighten the mount retaining bolts.
2. Tighten the engine mount to bracket bolts to 60
N·m (44 lbs. ft.).
3. Lower the engine onto the cradle and remove the
jack stand.
4. Tighten the engine mount to cradle bolt to 75 N·m
(55 lbs. ft.).
5. Install the right front wheel.
MOUNT - REAR
REMOVAL
2. Remove cross member to mount bolts (2).
3. Place transmission jack under transmission pan
and raise transmission.
4. Remove cross member attaching bolts and remove
cross member (1).
5. Remove mount to transmission bolts (2), remove

mount (1).
INSTALLATION
1. Install mount to transmission bolts (2) and tighten
to 47 N·m (35 ft.lbs.).
2. Install cross member (1) and attaching bolts.

Tighten bolts to 68 N·m (50 ft.lbs.).
3. Lower transmission so cross member to mount
bolts (2) can be started tightened by hand.
4. Lower transmission and remove jack.
5. Tighten mount bolts (2) to 47 N·m (39 ft.lbs.).
LUBRICATION
DESCRIPTION
Oil Lubrication System
1 - CRANKSHAFT 9 - PEDESTAL DRILLED PASSAGE

2 - OUTER ROTOR 10 - EXHAUST ROCKER SHAFT
3 - INNER ROTOR 11 - SHAFT/PEDESTAL DOWEL PASSAGE
4 - RELIEF VALVE 12 - CAMSHAFT BEARING BORE
5 - OIL PAN 13 - CYLINDER BLOCK OIL GALLERY
6 - OIL SCREEN 14 - CYLINDER HEAD GASKET
7 - OIL PUMP CASE 15 - HEAD BOLT HOLE
8 - OIL FLOWS TO ONLY ONE PEDESTAL ON EACH HEAD - 16 - INTAKE ROCKER SHAFT
SECOND FROM REAR ON RIGHT HEAD - SECOND FROM FRONT
ON LEFT HEAD
The oil lubrication system is a full-flow filtration, pressure feed type. The oil pump body is mounted to the engine
block. The pump inner rotor is driven by the crankshaft. A windage tray, increases power by minimizing oil windage
at high engine RPM. For increased oil cooling, an oil pan mounted, oil-to-coolant oil cooler is used.
OPERATION
Oil Lubrication System
1 - CRANKSHAFT 9 - PEDESTAL DRILLED PASSAGE

2 - OUTER ROTOR 10 - EXHAUST ROCKER SHAFT
3 - INNER ROTOR 11 - SHAFT/PEDESTAL DOWEL PASSAGE
4 - RELIEF VALVE 12 - CAMSHAFT BEARING BORE
5 - OIL PAN 13 - CYLINDER BLOCK OIL GALLERY
6 - OIL SCREEN 14 - CYLINDER HEAD GASKET
7 - OIL PUMP CASE 15 - HEAD BOLT HOLE
8 - OIL FLOWS TO ONLY ONE PEDESTAL ON EACH HEAD - 16 - INTAKE ROCKER SHAFT
SECOND FROM REAR ON RIGHT HEAD - SECOND FROM FRONT
ON LEFT HEAD
Engine oil stored in the oil pan (5) is drawn in and discharged by a gear rotor type oil pump (2, 3). The oil pump
is directly coupled to the crankshaft (1). Oil pressure is regulated by a relief valve (4). The oil is fed through an oil
filter and to the crankshaft journals from the oil gallery (8) in the cylinder block. This gallery also feeds oil under
pressure to the cylinder heads. Oil flows through each cylinder heads oil passage to the rocker shafts (10, 16). Oil
then feeds the camshaft journals (12), rocker arms, and hydraulic lash adjusters.

CHECKING ENGINE OIL PRESSURE
Check oil pressure using a gauge at oil pressure
switch (1) location.
1. Remove the oil pressure switch (1) (Refer to 9 -
ENGINE/LUBRICATION/OIL PRESSURE SEN-
SOR/SWITCH - REMOVAL).
2. Install oil pressure test gauge, C-3292 with Adapter
8406. For Special Tool identification, (Refer to 9 -
ENGINE - SPECIAL TOOLS).
CAUTION: If oil pressure is 0 at idle, Do Not Run

engine at 3000 RPM.
3. Warm engine to normal operating temperature.

4. Monitor gauge readings at idle and 3000 rpm. For
specifications (Refer to 9 - ENGINE -
SPECIFICATIONS).
OIL
DESCRIPTION
For engine oil type and capacity (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - DESCRIPTION -
ENGINE OIL)
STANDARD PROCEDURE
ENGINE OIL LEVEL CHECK
The best time to check engine oil level (2) is after the
engine has sat overnight, or if the engine has been
running, allow the engine to be shut off for at least 5
minutes before checking oil level.
Checking the oil (2) while the vehicle is on level
ground will improve the accuracy of the oil level read-
ing. Add oil (1) only when the level is at, or below, the
ADD mark on the indicator (2).
ENGINE OIL AND FILTER CHANGE

Change engine oil at mileage and time intervals described in the Maintenance Schedule. (Refer to LUBRICATION &
MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIPTION)
WARNING: NEW OR USED ENGINE OIL CAN BE IRRITATING TO THE SKIN. AVOID PROLONGED OR
REPEATED SKIN CONTACT WITH ENGINE OIL. CONTAMINANTS IN USED ENGINE OIL, CAUSED BY INTER-
NAL COMBUSTION, CAN BE HAZARDOUS TO YOUR HEALTH. THOROUGHLY WASH EXPOSED SKIN WITH
SOAP AND WATER. DO NOT WASH SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR SOLVENTS,
HEALTH PROBLEMS CAN RESULT. DO NOT POLLUTE, DISPOSE OF USED ENGINE OIL PROPERLY. CON-
TACT YOUR DEALER OR GOVERNMENT AGENCY FOR LOCATION OF COLLECTION CENTER IN YOUR
AREA.
TO CHANGE ENGINE OIL
1. Run engine until achieving normal operating tem-

perature.
2. Position the vehicle on a level surface and turn
engine off.
3. Open hood, remove engine oil fill cap (1).

5. Place a suitable drain pan under crankcase drain.
6. Remove oil pan drain plug from crankcase and
allow oil to drain into pan. Inspect drain plug
threads for stretching or other damage. Replace
drain plug and gasket if damaged.
8. Install drain plug in crankcase. Torque oil pan drain
plug to 27 N·m (20 ft. lbs.).
9. Install new oil filter (3).
10. Lower vehicle.

11. Fill crankcase (1) with specified amount and type
of engine oil. (Refer to LUBRICATION & MAINTE-
NANCE/FLUID TYPES - DESCRIPTION -
ENGINE OIL) (Refer to LUBRICATION & MAIN-
TENANCE - SPECIFICATIONS)
12. Install oil fill cap (1).
14. Stop engine and inspect oil level (2).
OIL FILTER SPECIFICATION

All engines are equipped with a high quality full-flow, disposable type oil filter. When replacing oil filter, use a
MoparT filter or equivalent.
USED ENGINE OIL DISPOSAL

Care should be exercised when disposing used engine oil after it has been drained from a vehicle engine. Refer to
the WARNING above.
COOLER-ENGINE OIL
DESCRIPTION
The engine oil cooler is a oil-to-coolant type and is
mounted between the oil filter and the oil pan.
OPERATION
Engine oil travels from the oil cooler and into the oil filter. Engine oil then exits the filter into the main gallery. Engine
coolant flows into the cooler from the heater return tube and exits into the water inlet tube.
REMOVAL
GINE/COOLANT - STANDARD PROCEDURE).
3. Disconnect coolant hoses (2) from oil cooler (1).
5. Remove oil cooler attaching fastener from center of
oil cooler (1).
6. Remove oil cooler (1).
INSTALLATION
1. Position oil cooler to fitting on oil pan.
NOTE: Remove all oil and debris from the seal

retainer surface. The cut out section of the oil
cooler seal retainer flange (top), must be aligned
with the tab on the oil pan. The oil cooler must be
prevented from turning during the tightening
sequence.
2. Install oil cooler (1) attaching fastener and tighten

to 61 N·m (45 ft. lbs.).
3. Install oil filter (3) and tighten to 12 N·m (106 in.
lbs.).
4. Connect coolant hoses to oil cooler (2).
GINE/COOLANT - STANDARD PROCEDURE).
FILTER -OIL
REMOVAL
NOTE: When servicing the oil filter, avoid deform-
ing the filter can. Install the remove/install tool
band strap against the base lock seam. The lock
seam joining the can to the base is reinforced by
the base plate.
1. Using a suitable oil filter wrench, unscrew filter (3)

from base and discard.
INSTALLATION
1. Wipe base clean, then inspect gasket contact sur-
face.
2. Lubricate gasket of new filter (2) with clean engine
oil.
3. Install and tighten filter to 12 N·m (106 in. lbs.) of
torque after gasket contacts base. Use filter wrench
if necessary.
PAN - OIL
REMOVAL
RWD
2. Lock the steering wheel in the center position.
3. Remove engine oil indicator.
5. Remove the splash shield.
6. Drain engine oil and remove the oil filter (Refer to 9
- ENGINE/LUBRICATION/OIL - STANDARD PRO-
CEDURE).
7. Remove the oil filter / oil cooler mounting stud and
set oil cooler aside (Refer to 9 - ENGINE/LUBRI-
CATION/OIL COOLER & LINES - REMOVAL).
8. Separate the steering column coupler (1) from the
steering gear (3).
9. Remove steering gear (3) to cradle mounting bolts
and suspend steering gear aside.
10. Remove the flex plate access cover (1).

11. Remove the rear oil pan (2) to transmission (3)

bolts (1).
12. Remove the two rear oil pan bolts (3).

13. Remove the remaining oil pan bolts and nuts.

14. Loosen the engine mount bolts at the cradle.
15. Raise and support the engine using a suitable
floor jack with a block of wood at the transmission
housing.
16. Remove the oil pan (1).
NOTE: A small amount of oil will remain in the oil

pan. Use care when removing the oil pan from the
engine.
17. Clean all mating surfaces.
AWD
2. Drain the cooling system (Refer to 7 - COOLING -
3. Remove the oil level indicator tube (2) fastener at
the right exhaust manifold.

5. Remove the splash shield.
6. Drain engine oil and remove the oil filter.
7. Remove the left axle shaft (2).
8. Disconnect the power steering hoses from the
power steering rack.
9. Remove the left front axle intermediate shaft sup-
port bracket and housing (3).
10. Remove the front drive shaft heat shield (4).

11. Paint mark and remove the front drive shaft.
12. Remove the right catalytic converter.
13. Separate the power steering hose from cradle
hold down and position the hose aside.
14. Remove the lower engine mount to cradle fasten-
ers.
15. Remove the front sway bar.
16. Raise and support the engine with a jack stand.
17. Remove the front axle housing support bracket
(1).
18. Remove the front axle housing (3) fasteners,

rotate the housing position and remove the axle
housing (3).
19. Lower the engine and remove the jack stand.
20. Remove the oil cooler hoses from the oil cooler
and remove the oil cooler (if equipped) (Refer to 9
- ENGINE/LUBRICATION/OIL COOLER & LINES
- REMOVAL).
21. Separate the oil level indicator tube from the oil
pan.
22. Remove the flex plate cover (1).
23. Remove the oil pan (1).

INSTALLATION
RWD
1. Clean oil pan and all gasket surfaces.
2. Apply a 1/8 inch bead of MoparT Engine RTV GEN
II at the parting line of the oil pump housing and
the rear seal retainer.
3. Install oil pan gasket to the engine block.

4. Install the oil pan while aligning the oil level indica-
tor tube and attach fasteners finger tight.
NOTE: Assure that the rear face of the oil pan is

flush to the transmission bell housing when
installing the oil pan.
5. Pre-torque the horizontal rear oil pan to transmis-

sion bolts to 1.4 N·m (12 in. lbs.).
6. First tighten the M8 (1) oil pan alignment bolt to
28N·m (250 lbs. in.), then tighten bolt (2) to 28N·m
(250 lbs. in.).
7. Tighten the remaining M8 bolts and M8 nuts to 28
N.m (250 in. lbs.), and the M6 bolts to 12 N.m (105
in. lbs.).
8. Tighten the four M10 oil pan to transmission bolts
to 55 N·m (40 ft.lbs.).
9. Lower the engine and remove the lifting fixture.
Tighten the engine mount to cradle fasteners to 75
N·m (55 lbs. ft.).
10. Install the flex plate inspection cover (1) and

tighten the fastener (2) to 11 N·m (97 in. lbs.).
11. Install the oil cooler (align the oil cooler notch to
oil pan tab) (Refer to 9 - ENGINE/LUBRICATION/
OIL COOLER & LINES - INSTALLATION).
12. Install the engine oil filter. Tighten filter to 12 N·m
(106 in. lbs.).
13. Install the steering gear to cradle bolts and tighten

the fasteners to 70 N·m (95 ft. lbs.).
14. Connect the steering gear coupler and tighten the
fastener to 30 N·m (22 ft. lbs.)
15. Attach the splash shield.
17. Install the engine oil indicator.
level.
AWD
1. Clean oil pan and all mating surfaces.
2. Replace the oil level indicator tube seal.
3. Apply a 1/8 inch bead of MoparT Engine RTV GEN
II at the parting line of the oil pump housing and
the rear seal retainer.
4. Install the oil pan gasket (4) to the engine block

(5).
5. Install the oil pan (1) while aligning the oil level
indicator tube and attach the fasteners finger tight.
NOTE: Assure that the rear face of the oil pan is

flush to the transmission bell housing when
installing the oil pan.
6. Pre-torque the horizontal rear oil pan to transmis-

sion bolts to 1.4 N·m (12 lbs. in.).
7. First tighten the M8 (1) oil pan alignment bolt to 28
N·m (250 lbs. in.), then tighten bolt (2) to 28 N·m
(250 lbs. in.).
8. Tighten the remaining M8 bolts and M8 nuts to 28
N·m (250 lbs. in.), and the M6 bolts to 12 N·m (105
lbs. in).
9. Tighten the four M10 oil pan (2) to transmission (3)

bolts (1) to 55 N·m (40 lbs.ft.).
10. Install the torque converter access cover (1) and

tighten the fastener (2) to 11 N·m (97 lbs. in.).
11. Install the engine oil cooler and new oil filter
(Refer to 9 - ENGINE/LUBRICATION/OIL
COOLER & LINES - INSTALLATION).
12. Support the engine with a jack stand.

13. Install the front drive axle housing (3). Tighten
mounting bolts to oil pan to 65 N·m (48 lbs. ft.).
14. Remove the jack stand.
15. Install the front drive axle housing support bracket

(1).
16. Install the front suspension sway bar to cradle.
17. Install the engine mount to front cradle fasteners.
Tighten the fasteners to 75 N·m (55 lbs. ft.).
18. Position and install the power steering hose to
cradle hold downs.
19. Install the right catalytic converter.
20. Align the paint marks and install the front drive
shaft.
21. Install the front drive shaft heat shield (4).
22. Install the left front drive axle intermediate shaft

housing (3) and support bracket. Tighten fasten-
ers to 25 N·m (19 lbs. ft.).
23. Connect the power steering hoses to the steering
rack.
24. Install the left front drive axle (2).
25. Install the right front drive axle (2).

27. Fill engine crankcase with the proper oil to the correct level (Refer to LUBRICATION & MAINTENANCE/FLUID
TYPES - SPECIFICATIONS).
28. Fill the cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
29. Fill the power steering.
SWITCH-OIL PRESSURE SENSOR

REMOVAL
2. Position an oil collecting container under switch
location.
3. Disconnect electrical connector.
4. Unscrew oil pressure switch (1).
INSTALLATION
1. Apply MoparT Thread Sealant to the switch (1)
threads.
2. Install oil pressure switch (1) to fitting.
3. Connect electrical connector.
4. Lower vehicle.
6. Check engine oil level and adjust as necessary.
PUMP - OIL
REMOVAL
1. Drain the cooling system. (Refer to 7 - COOLING -
STANDARD PROCEDURE)
2. Remove the timing belt. (Refer to 9 - ENGINE/
SPROCKETS - REMOVAL)
3. Remove the crankshaft sprocket. (Refer to 9 -
AND SPROCKETS - REMOVAL)
5. Remove the oil pickup tube.

6. Remove the oil pump fasteners. Remove the oil

pump and gasket from engine.
DISASSEMBLY
1. Remove oil pump cover screws (3) and lift off cover
(4).
2. Remove pump rotors (2, 5).
3. Wash all parts in a suitable solvent and inspect
carefully for damage or wear.
CLEANING
1. Clean all parts thoroughly in a suitable solvent.
INSPECTION
NOTE: DO NOT inspect the oil relief valve assembly. If the oil relief valve is suspect, replace the oil pump.
1. Disassemble oil pump. (Refer to 9 - ENGINE/LU-

BRICATION/OIL PUMP - DISASSEMBLY)
2. Clean all parts thoroughly. Mating surface of the oil
pump housing should be smooth. Replace pump
cover if scratched or grooved.
3. Lay a straightedge (1) across the pump cover (3)
surface. If a 0.025 mm (0.001 in.) feeler gauge can
be inserted between cover and straight edge, cover
should be replaced.
4. Measure thickness and diameter of outer rotor. If

outer rotor thickness measures 14.299 mm (0.563
in.) or less , or if the diameter is 79.78 mm (3.141
inches.) or less, replace outer rotor.
5. If inner rotor measures 14.299 mm (0.563 in.) or

less replace inner rotor.
6. Slide outer rotor (2) into body, press to one side

with fingers and measure clearance between rotor
and body. If measurement is 0.39 mm (0.015 inch.)
or more, replace body only if outer rotor is in
specifications.
7. Install inner rotor into body. If clearance between

inner (3) and outer rotors (2) is 0.20 mm (0.008
inch.) or more, replace both rotors.
8. Place a straightedge (1) across the face of the

body, between bolt holes. If a feeler gauge of 0.077
mm (0.003 in.) or more can be inserted between
rotors and the straightedge, replace pump assem-
bly ONLY if rotors are in specs.
9. Assemble oil pump. (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - ASSEMBLY)

ASSEMBLY
1. Assemble oil pump using new parts as required.
2. Tighten cover screws (3) to 12 N·m (105 in. lbs.).
4. If oil pressure is low and pump is within specifica-
tions, inspect for worn engine bearings or other
reasons for oil pressure loss.
INSTALLATION
1. Prime oil pump (4) before installation by filling rotor
cavity with clean engine oil.
2. Install oil pump (4) and gasket (3) carefully over
the crankshaft. Position pump onto block and
tighten bolts to 28 N·m (250 in. lbs.).
3. Install new O-ring (3) on oil pickup tube (1).

4. Install oil pickup tube (1).
TION/OIL PAN - INSTALLATION)
6. Install crankshaft sprocket. (Refer to 9 - ENGINE/
SPROCKETS - INSTALLATION)
7. Install timing belt. (Refer to 9 - ENGINE/VALVE
INSTALLATION)
8. Install the timing belt covers. (Refer to 9 - ENGINE/
- INSTALLATION)
9. Install the crankshaft vibration damper (4). (Refer

to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - INSTALLATION)
10. Install the accessory drive belt (6). (Refer to 7 -
INSTALLATION)
11. Fill the cooling system. (Refer to 7 - COOLING -
STANDARD PROCEDURE)
12. Fill engine crankcase with proper oil to the correct
level.
MANIFOLD - INTAKE
REMOVAL
UPPER INTAKE MANIFOLD
2. Disconnect the IAT sensor electrical connector.
3. Remove air inlet hose from the throttle body.
4. Disconnect the MAP sensor electrical connector.

5. Separate the engine electrical harness connectors

from the intake manifold.
6. Disconnect the EGR tube, PCV, Purge and power
brake booster vacuum hoses from the upper intake
manifold.
7. Disconnect the electronic throttle control electrical
connector.
8. Remove the throttle bracket (4) fasteners from the
throttle body and cylinder head.
9. Disconnect electrical connectors from the Manifold

Tuning Valve (MTV) and Short Runner Valve.
10. Remove the right intake manifold support

brackets.
11. Remove the upper intake manifold retaining bolts, insulation foam pad and manifold. Clean all gasket sealing
surfaces.
LOWER INTAKE MANIFOLD

1. Perform fuel pressure release procedure. (Refer to
14 - FUEL SYSTEM/FUEL DELIVERY - STAN-
DARD PROCEDURE)
2. Drain the cooling system (Refer to 7 - COOLING/
ENGINE/COOLANT - STANDARD PROCEDURE).
3. Disconnect the upper radiator hose from the ther-
mostat housing.
REMOVAL).
5. Reposition power steering fluid reservoir and
bracket.
6. Disconnect the electrical connectors to fuel injec-
tors and coolant temperature sensor.
7. Disconnect heater hose from the rear intake mani-

fold.
8. Disconnect the coolant container hose at the rear
intake manifold.
9. Disconnect the fuel supply hose from fuel rail

(Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/
FUEL LINES - STANDARD PROCEDURE).
10. Remove the bolts attaching fuel rail.
11. Remove fuel rail and injectors as an assembly.
12. Remove bolts attaching lower intake and remove
intake manifold.
INSTALLATION
UPPER INTAKE MANIFOLD
1. Clean and inspect gasket sealing surfaces.
2. Position new gasket.
3. Install the upper intake manifold insulator foam.
4. Install the upper intake manifold. Tighten bolts to
12 N·m (105 in.lbs.) starting in the center working
outward in a cross sequence pattern.
5. Install the right manifold support brackets. Tighten
fasteners to 12 N·m (105 in.lbs.).
6. Install the throttle bracket. Tighten fasteners to 12

N·m (105 in.lbs.) at the throttle body and 28N·m
(259 in.lbs.) at the cylinder head.
7. Connect the manifold tuning valve and short runner

valve electrical connectors.
8. Connect the electronic throttle control harness con-

nector.
9. Connect the engine electrical connectors to the
intake manifold.
10. Connect the EGR tube, PCV, Purge and power
brake booster vacuum hoses to the intake
manifold.
11. Connect the MAP sensor harness connector.
12. Install the inlet hose and connect the IAT sensor
harness connector.
LOWER INTAKE MANIFOLD

1. Clean all sealing surfaces.
2. Position new gaskets and intake manifold on cylin-
der head surfaces.
3. Install intake manifold bolts and gradually tighten in
sequence shown until a torque of 28 N·m (250 in.
lbs.) is obtained.
4. Install fuel rail and injectors as an assembly, (Refer

to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL
INJECTOR - INSTALLATION).
5. Connect fuel supply hose to fuel rail. (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY/FUEL LINES -
STANDARD PROCEDURE)
6. Connect heater hose to rear lower intake manifold.

7. Connect coolant container hose to the rear lower
intake manifold.
8. Connect electrical connectors to fuel injectors and coolant temperature sensor.

9. Install power steering fluid reservoir and bracket.
10. Install upper intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
11. Connect the upper radiator hose to the thermostat housing.
12. Fill the cooling system (Refer to 7 - COOLING/ENGINE/COOLANT - STANDARD PROCEDURE).
MANIFOLD-EXHAUST LEFT
REMOVAL
1. Disconnect and isolate the negative battery cable.
3. Separate the front exhaust pipe to manifold union
(2).

5. Disconnect and remove the oxygen sensor from
the exhaust manifold (7)
6. Remove the exhaust manifold shield (5) retaining
bolts, exhaust manifold (7) , and discard gasket (1).
INSPECTION
1. Inspect exhaust manifolds for damage or cracks.
2. Check manifold flatness.
3. Inspect the exhaust manifold gasket for obvious discoloration or distortion.
4. Check distortion of the cylinder head mounting surface with a straightedge and thickness gauge.
INSTALLATION
NOTE: If replacing the exhaust manifold, tighen
the exhaust outlet studs to manifold to 40N·m (350
in.lbs.).
1. Position the exhaust manifold (7) and gasket (1).

Install the retaining bolts (2). Tighten 4 bolts start-
ing at the center working outward to 23 N.m (200
in. lbs.).
2. Install the exhaust manifold heat shields (5,6).
Tighten the bolts to 12N·m (105 in. lbs.).
3. Tighten the out most stud nuts to 8N·m (73 in.lbs.).
4. Connect the oxygen sensor.

6. Connect the exhaust pipe to manifold union (3).
Tighten the exhaust stud nuts to 34N·m (300
in.lbs.).
MANIFOLD-EXHAUST RIGHT
REMOVAL
2. Disconnect the upstream oxygen sensor electrical
connector.
4. Remove the exhaust manifold to exhaust pipe
flange retaining bolts (1).

6. Remove the exhaust manifold heat shield and
manifold.
7. Remove the oxygen sensor from the exhaust
manifold.
INSTALLATION
1. Clean gasket surfaces.
NOTE: If replacing the exhaust manifold, tighten

the exhaust outlet studs to 39N·m (350 in.lbs.).
2. Position the exhaust manifold and gasket. Install

the retaining bolts. Tighten 4 bolts starting at the
center working outward to 23 N.m (200 in. lbs.).
3. Install the heat shields. Tighten the heat shield fas-
teners to 12 N·m (105 in.lbs.).
4. Tighten the 2 out most nuts to 8 N·m (73 in.lbs.).
5. Connect the oxygen sensor.
7. Connect the front exhaust pipe to exhaust mani-

fold. Tighten the fasteners to 34 N.m (300 in. lbs.).
VALVE TIMING
DESCRIPTION
The timing drive system has been designed to provide
quiet performance and reliability to support a NON
free-wheeling engine.
The timing drive components include a crankshaft
sprocket (4), camshaft sprockets, tensioner pulley,
hydraulic tensioner and a timing belt (3). The water
pump (2) is driven by the back side of the timing belt
(3). The right and left camshaft sprockets are keyed
and not interchangeable because of the cam sensor
pick-up wheel on the left sprocket.
COVER-FRONT TIMING BELT

REMOVAL
DARD PROCEDURE).
3. Remove accessory drive belt (Refer to 7 - COOL-
REMOVAL).
4. Remove accessory drive belt tensioner.
5. Remove bolts for power steering pump. Reposition
power steering pump aside.
7. Remove crankshaft damper (Refer to 9 - ENGINE/
ENGINE BLOCK/VIBRATION DAMPER -
REMOVAL).
8. Remove the lower front timing belt cover fasteners.

10. Remove the upper timing belt cover bolts and
remove front timing belt cover.
INSTALLATION
1. Exchange the accessory drive belt pulley if neces-
sary. Tighten bolt to 61 N·m (45 ft.lbs.).
2. Install upper front timing belt cover.
3. Install lower timing belt front cover.
4. Tighten the timing cover bolts as follows:
• M6 bolts - 12N·m (105 in.lbs.)
• M8 bolts - 28N·m (250 in.lbs.)
• M10 bolts - 54N·m (40 lbs.ft.)
5. Install power steering pump fasteners. Tighten bolts
to 23 N·m (200 lbs. in.).
6. Install crankshaft damper (Refer to 9 - ENGINE/
ENGINE BLOCK/VIBRATION DAMPER - INSTAL-
LATION).
7. Install accessory drive belt tensioner (Refer to 7 -
COOLING/ACCESSORY DRIVE/BELT TENSION-
ERS - INSTALLATION). Torque fastener to 28 N·m
(250 in. lbs.).
8. Install accessory drive belt (Refer to 7 - COOLING/
ACCESSORY DRIVE/DRIVE BELTS - INSTALLA-
TION).
9. Lower vehicle.
COVER-REAR TIMING BELT

REMOVAL
NOTE: The rear timing belt cover has O-rings to
seal the water pump passages to cylinder block.
Do not reuse the O-rings.

DARD PROCEDURE).
3. Remove timing belt (Refer to 9 - ENGINE/VALVE
REMOVAL).
4. Remove camshaft sprockets (Refer to 9 - ENGINE/
5. Remove rear timing belt cover bolts (1, 2, 3).
6. Remove the rear cover.
INSTALLATION
1. Clean rear timing belt cover O-ring (1) sealing sur-
faces and grooves. Lubricate new O-rings with
MoparT Dielectric Grease or equivalent to facilitate
assembly.
2. Position NEW O-rings on cover (2).
3. Install rear timing belt cover (4). Tighten bolts to

the following specified torque:
• M10 (2, 5) - 54 N·m (40 ft. lbs.)
• M8 (1) - 28 N·m (20 ft. lbs.)
• M6 (3) - 12 N·m (105 in. lbs.)
4. Install camshaft sprockets (Refer to 9 - ENGINE/
5. Install timing belt (Refer to 9 - ENGINE/VALVE
INSTALLATION).
BELT-TIMING AND SPROCKETS

REMOVAL
TIMING BELT

RIGHT
LEFT
CAUTION: The 3.5L is NOT a freewheeling engine. Therefore, loosen the valve train rocker assemblies
before servicing the timing drive.
1. Perform fuel pressure release procedure. (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PRO-
CEDURE).
3. Remove both cylinder head covers and loosen the rocker arm assemblies (Refer to 9 - ENGINE/CYLINDER
HEAD/ROCKER ARM / ADJUSTER ASSY - REMOVAL).
4. Remove the front timing belt cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
REMOVAL).
5. Mark belt running direction, if timing belt is to be reused.
CAUTION: When aligning timing marks, always rotate engine by turning the crankshaft. Failure to do so will
result in valve and/or piston damage.
6. Rotate engine clockwise until crankshaft (10) mark aligns with the TDC mark on oil pump housing (9) and the
camshaft sprocket (2, 7) timing marks (1, 8) are aligned with the marks on the rear cover.
7. Remove the timing belt tensioner (12) and remove timing belt.
8. Inspect the tensioner for fluid leakage.

9. Inspect the pivot and bolt for free movement, bearing grease leakage, and smooth rotation. If not rotating freely,
replace the arm and pulley assembly.
10. When tensioner is removed from the engine it is
necessary to compress the plunger into the ten-
sioner body.
CAUTION: Index the tensioner in the vise the same

way it is installed on the engine. This ensures
proper pin orientation when tensioner is installed
on the engine.
a. Place the tensioner into a vise (1) and

SLOWLY compress the plunger. Total bleed
down of tensioner should take about 5 min-
utes.
b. When plunger is compressed into the tensioner
body install a pin (2) through the body and
plunger to retain plunger in place until ten-
sioner is installed.
CAMSHAFT SPROCKETS
CAUTION: The 3.5L engine is NOT a free-wheeling
design. Therefore, care should be taken not to
rotate the camshafts or crankshaft with the timing
belt removed.
NOTE: The camshaft timing gears are keyed to the

camshaft.

DARD PROCEDURE).
3. Position crankshaft sprocket to the TDC mark on
the oil pump housing by turning crankshaft in the
clockwise direction.
4. Install a dial indicator in number 1 cylinder to check TDC of the piston. Rotate the crankshaft until the piston is
at exactly TDC.
5. Remove camshaft retainer/thrust plate (1) from rear of right cylinder head.
7. Remove the right rocker arm assembly.
8. Remove the timing belt tensioner and timing belt.
9. Hold left camshaft sprocket with a 36 mm (1 7/16

in.) box end wrench.
10. Loosen and remove the camshaft gear retaining
bolt and washer. The left bolt is 255 mm (10.0 in.)
long.

camshaft.
11. Remove the camshaft sprocket.
CAUTION: The right camshaft must be pushed

rearward approximately 3 1/2 inches to remove the
camshaft gear retaining bolt and gear. Care must
be taken not to scratch or nick the camshaft or
cylinder head journals when moving camshaft.
12. Hold right camshaft sprocket with a 36 mm (1

7/16 in.) box end wrench.
13. Loosen and remove the camshaft gear retaining
bolt and washer. The right bolt is 213 mm (8 3/8
in.) long.

camshaft.
14. Remove the camshaft sprocket.

CRANKSHAFT SPROCKET
1. Remove the timing belt (Refer to 9 - ENGINE/
2. Remove crankshaft sprocket using Special Tool
L-4407-A (1).
INSPECTION
TIMING BELT
2. Inspect both sides of the timing belt. Replace belt if
any of the following conditions exist :
a. Hardening of back rubber back side is glossy
without resilience and leaves no indent when
pressed with fingernail.
b. Cracks (4) on rubber back.
c. Cracks or peeling (1) of canvas.
d. Cracks on rib root.
e. Cracks on belt sides.
f. Missing teeth (2).
g. Abnormal wear (7) of belt sides. The sides are
normal if they are sharp as if cut by a knife.
h. Vehicle mileage or time at component mainte-
nance requirement. (Refer to LUBRICATION &
MAINTENANCE/MAINTENANCE SCHEDULES
- DESCRIPTION)
3. If none of the above conditions are seen on the belt, the front timing belt cover can be installed (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION).
TIMING VERIFICATION

RIGHT
LEFT
Remove the outer timing covers. Rotate the crankshaft until the pointer on the crankshaft sprocket (10) aligns the
TDC mark on the oil pump (9). Check to determine if the camshaft sprocket (2, 7) timing marks (1, 8) are aligned
with the marks on the inner timing cover. It may take an additional full revolution of the crankshaft before the cam-
shaft sprocket marks are aligned.
INSTALLATION
TIMING BELT
CAUTION: If camshafts have moved from the timing marks, always rotate camshaft towards the direction
nearest to the timing marks (DO NOT TURN CAMSHAFTS A FULL REVOLUTION OR DAMAGE to valves
and/or pistons could result).

RIGHT
LEFT
1. Align the crankshaft sprocket (10) with the TDC mark (9) on oil pump cover.
2. Align the camshaft sprockets (2, 7) timing reference marks (1, 8) with the marks on the rear cover.
3. Install the timing belt starting at the crankshaft sprocket (10) going in a counterclockwise direction. Install the belt
around the last sprocket. Maintain tension on the belt as it is positioned around the tensioner pulley (11).
NOTE: If the camshaft gears have been removed it is only necessary to have the camshaft gear retaining
bolts installed to a snug torque at this time.
4. Holding the tensioner pulley (11) against the belt, install the tensioner into the housing and tighten to 28 N·m
(250 in. lbs.). Each camshaft sprocket mark should remain aligned the cover marks.
5. When tensioner is in place pull retaining pin to allow the tensioner to extend to the pulley bracket.
6. Rotate crankshaft sprocket 2 revolutions and check the timing marks on the camshafts and crankshaft. The
marks should line up within their respective locations. If marks do not line up, repeat procedure.
NOTE: If camshaft gears have been removed and timing is correct, counterhold and tighten the camshaft
gears to final torque specification (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCK-
ETS - INSTALLATION).
7. Install the front timing belt cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
8. Tighten the rocker arm assemblies and install the cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/
ROCKER ARM / ADJUSTER ASSY - INSTALLATION).
CAMSHAFT SPROCKETS
CAUTION: The camshaft sprockets are keyed and not interchangeable from side to side because of the
camshaft position sensor pick-up.

RIGHT
LEFT
1. Install camshaft sprockets onto the camshafts. Install NEW sprocket attaching bolts into place. The 255 mm (10
in.) bolt is to be installed in the left camshaft and the 213 mm (8 3/8 in.) bolt is to be installed into the right
camshaft. Do not tighten the bolts; tightened at later step. Camshaft sprocket (2, 7) marks (1, 8) should be
aligned with the marks on the cover at both sprockets.
2. Install the camshaft thrust plates (1) and o-ring (3).
Tighten bolts (2) to 28 N·m (250 in. lbs.).
3. Install the timing belt starting first at the crankshaft
sprocket (10), then to remaining components in a
counterclockwise direction.
4. Install the belt around the last sprocket. Maintain
tension on the belt as it is positioned around the
tensioner pulley (11). Each camshaft sprockets
mark should still be aligned with the rear cover
marks.
NOTE: For timing belt tensioner reset procedure,

(Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT
AND SPROCKETS - TIMING BELT - REMOVAL).
5. Hold the tensioner pulley against the belt and install the reset (pinned) timing belt tensioner into the housing.
Tighten attaching bolts to 28 N·m (250 in. lbs.).
6. Remove tensioner retaining pin to allow the tensioner to extend to the pulley bracket.
7. Using a dial indicator, position the number 1 piston at TDC.
8. Hold the camshaft sprocket hex with a 36 mm (1 7/16 in.) wrench and tighten the camshaft bolts to the following:
• Right side = 102 N·m (75 ft. lbs.) +90° turn
• Left side = 102 N·m (75 ft. lbs.) +90° turn
9. Remove dial indicator and install spark plug.
10. Remove Special Tools 6642.
11. Install front timing belt cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTAL-
LATION).
CRANKSHAFT SPROCKET
CAUTION: To ensure proper installation depth of
crankshaft sprocket, Special Tool 6641 must be
used.
1. Install crankshaft sprocket using Special Tools 6641

(1) and C-4685-C1.
2. Install timing belt (Refer to 9 - ENGINE/VALVE
INSTALLATION).
TENSIONER - TIMING BELT & PULLEY

REMOVAL
TENSIONER
1. For timing belt tensioner removal procedure (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT AND SPROCK-
ETS - REMOVAL - TIMING BELT)
TENSIONER PULLEY ASSEMBLY

1. Remove the timing belt. (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT AND SPROCKETS -
REMOVAL - TIMING BELT)
2. Remove the timing belt tensioner pulley (1) and
bracket (3) assembly by unscrewing the pivot bolt
(2) from the oil pump housing.
INSPECTION
TENSIONER
1. Inspect hydraulic tensioner (2) for fluid loss around
the plunger (1) seal. Replace tensioner if leaking.

NOTE: The tensioner pulley (1), bracket (3), and
pivot bolt (2) is serviced as an assembly.
1. Inspect pulley (1) for free movement. Replace if

pulley is loose, seized, or rough turning.
2. Inspect pulley bearing and seal. Replace if dam-
aged.
3. Inspect pivot bolt (2) for free movement in assem-
bly housing. Replace assembly if seized or exces-
sive looseness.
INSTALLATION
1. Install the timing belt tensioner pulley (1) assembly.
Tighten the pivot bolt (2) to 61 N·m (45 ft. lbs.).
2. Install the timing belt. (Refer to 9 - ENGINE/VALVE
TIMING/TIMING BELT AND SPROCKETS -
INSTALLATION - TIMING BELT)
TENSIONER
1. For timing belt tensioner installation procedure (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT AND
SPROCKETS - INSTALLATION - TIMING BELT).
LX ENGINE - 5.7L SERVICE INFORMATION 9 - 2285
ENGINE - 5.7L SERVICE INFORMATION
TABLE OF CONTENTS
page page
ENGINE - 5.7L SERVICE INFORMATION ROCKER ARM

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2287 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2337
DIAGNOSIS AND TESTING - ENGINE SEALS-VALVE GUIDE
DIAGNOSIS - INTRODUCTION. . . . . . . . . . . . 2287 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2342
DIAGNOSIS AND TESTING - ENGINE SPRINGS-VALVE
DIAGNOSIS - PERFORMANCE . . . . . . . . . . . 2287 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2343
DIAGNOSIS AND TESTING - ENGINE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2349
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . . 2288 ENGINE BLOCK
DIAGNOSIS AND TESTING - CYLINDER CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2354
COMPRESSION PRESSURE . . . . . . . . . . . . . 2289 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2354
DIAGNOSIS AND TESTING - CYLINDER CAMSHAFT
COMBUSTION PRESSURE LEAKAGE . . . . . 2289 REMOVAL
DIAGNOSIS AND TESTING - ENGINE REMOVAL - CAMSHAFT CORE HOLE PLUG . . 2355
DIAGNOSIS - LUBRICATION. . . . . . . . . . . . . . 2290 REMOVAL - CAMSHAFT . . . . . . . . . . . . . . . . . . . 2355
DIAGNOSIS AND TESTING - ENGINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2359
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . . 2291 INSTALLATION
STANDARD PROCEDURE CAMSHAFT CORE HOLE PLUG . . . . . . . . . . . 2359
STANDARD PROCEDURE - REPAIR INSTALLATION - CAMSHAFT . . . . . . . . . . . . . . 2360
DAMAGED OR WORN THREADS . . . . . . . . . 2293 CRANKSHAFT
STANDARD PROCEDURE - HYDROSTATIC REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2365
LOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2293 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2369
REMOVAL - ENGINE . . . . . . . . . . . . . . . . . . . . . . . . 2294 BEARINGS-CRANKSHAFT MAIN
INSTALLATION - ENGINE . . . . . . . . . . . . . . . . . . . 2301 STANDARD PROCEDURE - CRANKSHAFT
SPECIFICATIONS MAIN BEARING - FITTING . . . . . . . . . . . . . . . . 2374
5.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2308 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2374
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2313 SEAL-CRANKSHAFT OIL-FRONT
SPECIAL TOOLS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2375
5.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2315 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2376
AIR INTAKE SYSTEM SEAL-CRANKSHAFT OIL-REAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2318 DIAGNOSIS AND TESTING - REAR SEAL
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2319 AREA LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2377
CYLINDER HEAD REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2377
OPERATION—CYLINDER HEAD . . . . . . . . . . . . . 2320 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2378
DIAGNOSIS AND TESTING - CYLINDER HEAD RETAINER-CRANK REAR OIL - SEAL
GASKET FAILURE . . . . . . . . . . . . . . . . . . . . . . . 2320 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2379
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2323 FLEX PLATE
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2323 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2380
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2324 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2380
COVER-CYLINDER HEAD TAPPETS-HYDRAULIC ROLLER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2329 DIAGNOSIS AND TESTING - HYDRAULIC
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2332 TAPPETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2381
VALVES & SEATS - INTAKE/EXHAUST REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2381
DESCRIPTION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2382
DESCRIPTION - VALVE GUIDES . . . . . . . . . . . 2335 PISTON & CONNECTING ROD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 2335 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2384
STANDARD PROCEDURE - REFACING . . . . . . . 2335 STANDARD PROCEDURE - PISTON FITTING . 2384
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2336 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2385
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2336 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2386
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2386
9 - 2286 ENGINE - 5.7L SERVICE INFORMATION LX
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2387 PAN-ENGINE OIL

RINGS-PISTON REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2415
STANDARD PROCEDURE - PISTON RING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2417
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2389 PAN-ENGINE OIL-AWD
DAMPER-CRANKSHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2421
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2392 PUMP-ENGINE OIL
COVER-STRUCTURAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2430
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2394 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2430
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2394 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2431
SOLENOID-MDS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2432
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2395 COOLER ENGINE OIL
DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . . . 2395 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2433
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2396 MANIFOLD - INTAKE
ENGINE MOUNTING-FRONT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2434
REMOVAL DIAGNOSIS AND TESTING - INTAKE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2397 MANIFOLD LEAKAGE . . . . . . . . . . . . . . . . . . . . 2434
REMOVAL - AWD . . . . . . . . . . . . . . . . . . . . . . . . . 2399 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2434
INSTALLATION CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2434
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 2401 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2434
INSTALLATION - AWD . . . . . . . . . . . . . . . . . . . . . 2405 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2435
MOUNTING-ENGINE REAR MANIFOLD - EXHAUST
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2411 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2438
DIAGNOSIS AND TESTING INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2438
DIAGNOSIS AND TESTING - CHECKING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2438
ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . 2411 COVER-TIMING
DIAGNOSIS AND TESTING - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2441
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2411 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2443
OIL TIMING CHAIN & SPROCKETS
STANDARD PROCEDURE - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2445
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2413 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2448
FILTER-ENGINE OIL TENSIONER - TIMING CHAIN

DESCRIPTION
The 5.7L engine (345 CID) eight-cylinder engine is a 90° V-Type lightweight, deep skirt cast iron block, aluminum
heads, single cam, overhead valve engine with hydraulic roller tappets. The heads incorporate splayed valves with
a hemispherical style combustion chamber and dual spark plugs. The cylinders are numbered from front to rear; 1,
3, 5, 7 on the left bank and 2, 4, 6, 8 on the right bank. The firing order is 1-8-4-3-6-5-7-2.

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - INTRODUCTION
tenance.
These malfunctions may be classified as either performance (e.g., engine idles rough and stalls) or mechanical
(e.g., a strange noise).
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) - PERFORMANCE and (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)—MECHANICAL for possible causes and corrections of malfunctions. (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY - DIAGNOSIS AND TESTING) and (Refer to 14 - FUEL SYSTEM/FUEL INJECTION - DIAGNO-
SIS AND TESTING) for the fuel system diagnosis.
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be iso-
following diagnosis:
• Cylinder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
• Cylinder Combustion Pressure Leakage Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
• Engine Cylinder Head Gasket Failure Diagnosis (Refer to 9 - ENGINE/CYLINDER HEAD - DIAGNOSIS AND
TESTING).
• Intake Manifold Leakage Diagnosis (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - DIAGNOSIS
AND TESTING).
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE
ENGINE WILL NOT START 1. Weak battery 1. Charge or replace as necessary.

mineral grease to the terminals.
3. Faulty starter. 3. (Refer to 8 - ELECTRICAL/
STARTING - DIAGNOSIS AND
TESTING).
4. Incorrect spark plug gap. 4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).
5. Dirt or water in fuel system. 5. Clean system and replace fuel
filter.
6. Faulty fuel pump, relay or wiring. 6. (Refer to 9 - ENGINE -
ENGINE STALLS OR ROUGH IDLE 1. Idle speed set to low. 1. (Refer to 9 - ENGINE -
2. Vacuum leak. 2. Inspect intake manifold and

vacuum hoses, repair or replace as
necessary.
3. Incorrect engine timing. 3. (Refer to 9 - ENGINE/VALVE
TIMING - STANDARD
PROCEDURE).
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped spark 1. Replace spark plugs.
plugs.
filter.
3. Blown cylinder head gasket. 3. Replace cylinder head gasket.
4. Low compression. 4. (Refer to 9 - ENGINE -
5. Burned, warped or pitted valves. 5. Replace as necessary.
6. Plugged or restricted exhaust 6. Inspect and replace as
system. necessary.
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL
CONDITION POSSIBLE CAUSES CORRECTIONS
NOISY VALVES 1. High or low oil level in 1. (Refer to LUBRICATION &

crankcase. MAINTENANCE -
SPECIFICATIONS)
2. Thin or diluted oil. 2. Change oil and filter.
3. Low oil pressure. 3. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.
4. Dirt in lash adjusters. 4. Replace as necessary.
5. Worn rocker arms. 5. Replace as necessary.
6. Worn lash adjusters 6. Replace as necessary.
7. Worn valve guides. 7. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
8. Excessive runout of valve seats 8. (Refer to 9 - ENGINE/CYLINDER
on valve faces. HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

MAINTENANCE -
SPECIFICATIONS)

wear.
4. Excessive bearing clearance. 4. Replace as necessary.
5. Connecting rod journal 5. Service or replace crankshaft.
out-of-round.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

MAINTENANCE -
SPECIFICATIONS)
wear.
5. Excessive end play. 5. Check thrust washers for wear.
6. Crankshaft journal out-of round. 6. Service or replace crankshaft.
7. Loose flywheel or torque 7. Tighten to correct torque
converter.
DIAGNOSIS AND TESTING - CYLINDER COMPRESSION PRESSURE

1. Clean the spark plug recesses with compressed air.
3. Disable the fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - DESCRIPTION).
4. Remove the ASD relay (Refer to 8 - ELECTRICAL/IGNITION CONTROL/AUTO SHUT DOWN RELAY -
REMOVAL).
5. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three revolutions.
6. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders.
7. (Refer to 9 - ENGINE - SPECIFICATIONS) for the correct engine compression pressures.
DIAGNOSIS AND TESTING - CYLINDER COMBUSTION PRESSURE LEAKAGE

1. Check the coolant level and fill as required. DO NOT install the radiator cap.
5. Remove the air cleaner hose.

483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended.
7. Perform the test procedures on each cylinder according to the tester manufacturer’s instructions. Set piston of
cylinder to be tested at TDC compression,While testing, listen for pressurized air escaping through the throttle
body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal, with no more than 25% leakage.
cylinder.
Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART .
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART

AIR ESCAPES THROUGH Intake valve bent, burnt, or not Inspect valve and valve seat.
THROTTLE BODY seated properly Reface or replace, as necessary.
Inspect valve springs. Replace as
necessary.
AIR ESCAPES THROUGH Exhaust valve bent, burnt, or not Inspect valve and valve seat.
TAILPIPE seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and inspect.
RADIATOR cylinder head or block Replace defective part
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and inspect.
FROM ADJACENT CYLINDERS cylinder head or block between Replace gasket, head, or block as
adjacent cylinders necessary
MORE THAN 25% LEAKAGE AND Stuck or broken piston rings; Inspect for broken rings or piston.
AIR ESCAPES THROUGH OIL cracked piston; worn rings and/or Measure ring gap and cylinder
FILLER CAP OPENING ONLY cylinder wall diameter, taper and out-of-round.
Replace defective part as necessary
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION
OIL LEAKS 1. Gaskets and O-Rings. 1. Replace as necessary.

(a) Misaligned or damaged. (a) Replace as necessary.
(b) Loose fasteners, broken or (b) Tighten fasteners, Repair or
porous metal parts. replace metal parts.
2. Crankshaft rear seal 2. Replace as necessary.
3. Crankshaft seal flange. 3. Polish or replace crankshaft.
Scratched, nicked or grooved.
4. Oil pan flange cracked. 4. Replace oil pan.
5.Front cover seal, damaged or 5. Replace seal.
misaligned.
6. Scratched or damaged vibration 6. Polish or replace damper.
damper hub.
7. Crankshaft Rear Flange 7. Replace Crankshaft
Microporosity
OIL PRESSURE DROP 1. Low oil level. 1. Check and correct oil level.
2. Faulty oil pressure sending unit. 2. Replace sending unit.

3. Low oil pressure. 3. Check pump and bearing
clearance.
4. Clogged oil filter. 4. Replace oil filter.
5. Worn oil pump. 5. Replace as necessary.
8. Oil pump relief valve stuck. 8. Replace oil pump.
9. Oil pickup tube loose or 9. Replace as necessary.
damaged.
OIL PUMPING AT RINGS; SPARK 1. Worn or damaged rings. 1. Hone cylinder bores and replace
PLUGS FOULING rings.
2. Carbon in oil ring slots. 2. Replace rings.
3. Incorrect ring size installed. 3. Replace rings.
4. Worn valve guides. 4. Ream guides and replace valves.
5. Leaking intake gasket. 5. Replace intake gaskets.
6. Leaking valve guide seals. 6. Replace valve guide seals.

ENGINE MECHANICAL DIAGNOSIS CHART
NOISY VALVES/LIFTERS 1. High or low oil level in crankcase 1. Check for correct oil level. Adjust
oil level by draining or adding as
needed
2. Thin or diluted oil 2. Change oil. (Refer to 9 -
ENGINE/LUBRICATION/OIL -
STANDARD PROCEDURE)
3. Low oil pressure 3. Check engine oil level. If ok,
Perform oil pressure test. (Refer to
9 - ENGINE/LUBRICATION -
DIAGNOSIS AND TESTING) for
engine oil pressure test/
specifications
4. Dirt in tappets/lash adjusters 4. Clean/replace hydraulic
tappets/lash adjusters
5. Bent push rod(s) 5. Install new push rods
6. Worn rocker arms 6. Inspect oil supply to rocker arms
and replace worn arms as needed
7. Worn tappets/lash adjusters 7. Install new hydraulic tappets/lash
adjusters
8. Worn valve guides 8. Inspect all valve guides and
replace as necessary
9. Excessive runout of valve seats 9. Grind valves and seats
or valve faces
CONNECTING ROD NOISE 1. Insufficient oil supply 1. Check engine oil level.

DIAGNOSIS AND TESTING) engine
oil pressure test/specifications
3. Thin or diluted oil 3. Change oil to correct viscosity.
(Refer to 9 - ENGINE/
LUBRICATION/OIL - STANDARD
PROCEDURE) for correct
procedure/engine oil specifications
4. Excessive connecting rod 4. Measure bearings for correct
bearing clearance clearance with plasti-gage. Repair
as necessary
5. Connecting rod journal out of 5. Replace crankshaft or grind
round journals
6. Misaligned connecting rods 6. Replace bent connecting rods
MAIN BEARING NOISE 1. Insufficient oil supply 1. Check engine oil level.

4. Excessive main bearing 4. Measure bearings for correct
clearance clearance. Repair as necessary
5. Excessive end play 5. Check crankshaft thrust bearing
for excessive wear on flanges
6. Crankshaft main journal out of 6. Grind journals or replace
round or worn crankshaft
7. Loose flywheel or torque 7. Inspect crankshaft, flexplate/
converter flywheel and bolts for damage.
Tighten to correct torque
LOW OIL PRESSURE 1. Low oil level 1. Check oil level and fill if
necessary
2. Faulty oil pressure sending unit 2. Install new sending unit
3. Clogged oil filter 3. Install new oil filter
4. Worn oil pump 4. Replace oil pump assembly.
6. Excessive bearing clearance 6. Measure bearings for correct
clearance
7. Oil pump relief valve stuck 7. Remove valve to inspect, clean
and reinstall
8. Oil pickup tube loose, broken, 8. Inspect oil pickup tube and pump,
bent or clogged and clean or replace if necessary
9. Oil pump cover warped or 9. Install new oil pump
cracked
OIL LEAKS 1. Misaligned or deteriorated 1. Replace gasket

gaskets
2. Loose fastener, broken or porous 2. Tighten, repair or replace the part

metal part
3. Front or rear crankshaft oil seal 3. Replace seal
leaking
4. Leaking oil gallery plug or cup 4. Remove and reseal threaded
plug plug. Replace cup style plug
EXCESSIVE OIL CONSUMPTION 1. CCV System malfunction 1. (Refer to 25 - EMISSIONS

OR SPARK PLUGS OIL FOULED CONTROL/EVAPORATIVE
EMISSIONS - DESCRIPTION) for
correct operation
2. Defective valve stem seal(s) 2. Repair or replace seal(s)
3. Worn or broken piston rings 3. Hone cylinder bores. Install new
rings
4. Scuffed pistons/cylinder walls 4. Hone cylinder bores and replace
pistons as required
5. Carbon in oil control ring groove 5. Remove rings and de-carbon
piston
6. Worn valve guides 6. Inspect/replace valve guides as
necessary
7. Piston rings fitted too tightly in 7. Remove rings and check ring end
grooves gap and side clearance. Replace if
necessary
STANDARD PROCEDURE
STANDARD PROCEDURE - REPAIR DAMAGED OR WORN THREADS
Damaged or worn threads can be repaired. Essentially, this repair consists of:
• Drilling out worn or damaged threads.
• Tapping the hole with a special Heli-Coil Tap, or equivalent.
• Installing an insert into the tapped hole to bring the hole back to its original thread size.
STANDARD PROCEDURE - HYDROSTATIC LOCK

CAUTION: DO NOT use the starter motor to rotate the crankshaft. Severe damage could occur.
When an engine is suspected of hydrostatic lock (regardless of what caused the problem), follow the steps below.
1. Perform the Fuel Pressure Release Procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD
PROCEDURE).
2. Disconnect the negative cable(s) from the battery.
3. Inspect air cleaner, induction system, and intake manifold to ensure system is dry and clear of foreign material.
4. Place a shop towel around the spark plugs to catch any fluid that may possibly be under pressure in the cylinder
head. Remove the spark plugs.
5. With all spark plugs removed, rotate the crankshaft using a breaker bar and socket.
6. Identify the fluid in the cylinders (coolant, fuel, oil, etc.).
7. Be sure all fluid has been removed from the cylinders.
8. Repair engine or components as necessary to prevent this problem from occurring again.
9. Squirt a small amount of engine oil into the cylinders to lubricate the walls. This will prevent damage on restart.
10. Install new spark plugs. Tighten the spark plugs to 41 N·m (30 ft. lbs.) torque.
11. Drain engine oil. Remove and discard the oil filter.
12. Install the drain plug. Tighten the plug to 34 N·m (25 ft. lbs.) torque.
14. Fill engine crankcase with the specified amount and grade of oil. (Refer to LUBRICATION & MAINTENANCE -
SPECIFICATIONS).
15. Connect the negative cable(s) to the battery.
16. Start the engine and check for any leaks.
REMOVAL - ENGINE
1. Remove the engine cover (1).
2. Perform the Fuel System Pressure Release proce-
dure (Refer to 14 - FUEL SYSTEM/FUEL DELIV-
ERY - STANDARD PROCEDURE).
3. Disconnect the battery negative cable.
4. Remove the air cleaner resonator and duct work as
an assembly.
5. Remove the cowl top panel (Refer to 23 - BODY/
EXTERIOR/COWL GRILLE - REMOVAL).
REMOVAL).
8. Remove radiator fan shroud (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - REMOVAL).
9. Remove the A/C compressor (3) with the lines

attached. Secure compressor out of the way.
10. Remove the generator support bracket (1).
11. Remove generator (2) (Refer to 8 - ELECTRICAL/

CHARGING/GENERATOR - REMOVAL).
12. Remove the intake manifold and IAFM as an

assembly (Refer to 9 - ENGINE/MANIFOLDS/IN-
TAKE MANIFOLD - REMOVAL).
13. Remove the ground wires from the rear of each
cylinder head.
14. Disconnect the heater hoses (1).
NOTE: It is not necessary to disconnect P/S hoses

from pump, for P/S pump removal.
15. Remove the power steering pump and set aside.

16. Disconnect the fuel supply line (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY/QUICK CON-
NECT FITTING - STANDARD PROCEDURE).
17. Raise and support the vehicle on a hoist and
drain the engine oil.
18. Remove the belly pan (2) (Refer to 23 - BODY/
EXTERIOR/BELLY PAN - REMOVAL).
19. Remove engine front mount to frame nuts.

20. FOR AWD ONLY Mark the front driveshaft to the
flange at both ends to ensure correct installation.
21. FOR AWD ONLY Remove front drive shaft fasten-
ers from the differential and transfer case.
Remove the driveshaft from the vehicle.
22. FOR AWD ONLY Remove the left (2) and right
front drive axles.
23. FOR AWD ONLY Remove the differential support

bracket (1) from the differential to the engine
block.
24. FOR AWD ONLY Unbolt the differential (4) from

the oil pan (3).
25. FOR AWD ONLY Rotate the differential (4) so the
drive flange is facing forward and the oil pan side
is facing up. Remove the differential out through
the opening at the rear of the cradle.
26. FOR AWD ONLY Remove the intermediate shaft

(2) from the oil pan (3).
27. Disconnect the transmission oil cooler lines from

their retainers at the oil pan bolts.
28. Disconnect exhaust pipe at manifolds.
29. Disconnect the starter wires. Remove starter
motor (1) (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - REMOVAL).
30. Remove the torque converter access cover (1).
31. Remove drive plate to converter bolts (1).

32. Remove transmission bell housing to engine block

bolts (2).

34. Install engine lift fixture (2), special tool # 8984
and 8984–UPD (4).
35. Separate engine from transmission, remove
engine from vehicle, and install engine assembly
on a repair stand.
INSTALLATION - ENGINE
1. Install engine lift fixture (2) Special tool # 8984 and
8984–UPD (4).
2. Position the engine in the engine compartment.
3. Lower engine into compartment and align engine
with transmission.
4. Mate engine and transmission and install two trans-
mission to engine block mounting bolts finger tight.
5. Lower engine assembly until engine mount studs
rest in frame perches.
6. Install remaining transmission to engine block

mounting bolts (1, 2)and tighten.
7. Install and tighten engine mount to frame nuts.
8. Install drive plate to torque converter bolts (1).
9. Install the torque convertor access cover (1).

10. Install the starter (1) and connect the starter wires
(Refer to 8 - ELECTRICAL/STARTING/STARTER
MOTOR - INSTALLATION).
11. FOR AWD ONLY Install the intermediate shaft (2)

to the oil pan (3). Torque fasteners to 28N·m (21ft.
lbs).
12. FOR AWD ONLY Install the front differential

through the opening at the rear of the cradle, and
attach to the oil pan.
13. FOR AWD ONLY Fasten the differential (4) to the
oil pan (3) Torque to 65 N·m (48 ft. lbs).
14. FOR AWD ONLY Install the differential support

bracket (1) to the differential and the engine block.
15. FOR AWD ONLY Install the left (2) and right front
drive axles. (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/HALF SHAFT - INSTALLATION).
16. FOR AWD ONLY Install front drive shaft into the
differential and transfer case. (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/PROPELLER SHAFT -
INSTALLATION)
17. Install exhaust pipe to manifold.
19. Remove engine lift fixture (2), special tool # 8984

and 8984–UPD (4).
20. Connect the fuel supply line (Refer to 14 - FUEL
21. Reinstall the power steering pump.
22. Connect the heater hoses(1, 1,).

23. Reconnect the ground wires to the rear of each
cylinder head.
24. Install the intake manifold. (Refer to 9 - ENGINE/
INSTALLATION).
25. Install the generator (2), generator support

bracket (1), and wire connections (Refer to 8 -
ELECTRICAL/CHARGING/GENERATOR -
INSTALLATION).
26. Install a/c compressor (3) (Refer to 24 - HEATING

& AIR CONDITIONING/PLUMBING/A/C COM-
PRESSOR - INSTALLATION).
27. Install the accessory drive belt (Refer to 7 -
INSTALLATION).
28. Install the radiator fan shroud (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - INSTALLATION).
29. Connect the radiator lower hose.
30. Connect the transmission oil cooler lines to the
radiator.
31. Connect the radiator upper hose.
32. Install cowl top panel (Refer to 23 - BODY/EXTE-

RIOR/COWL GRILLE - INSTALLATION).
33. Install the air cleaner resonator and duct work.
34. Add engine oil to crankcase (Refer to LUBRICA-
TION & MAINTENANCE/FLUID TYPES - SPECI-
FICATIONS).
36. Install the engine cover (1).
37. Connect battery negative cable.

39. Install the belly pan (2) (Refer to 23 - BODY/EX-
TERIOR/BELLY PAN - INSTALLATION).
40. Road test vehicle.
SPECIFICATIONS
5.7L ENGINE
GENERAL DESCRIPTION
Engine Type 90° V-8 OHV
Displacement 5.7 Liters
345 ( Cubic Inches)
Bore 99.5 mm (3.91 in.)
Stroke 90.9 mm (3.58 in.)
Max. Variation Between Cylinders 25%
Firing Order 1-8-4-3-6-5-7-2
Lubrication Pressure Feed - Full Flow
Filtration
Cooling System Liquid Cooled - Forced
Circulation
Cylinder Block Cast Iron
Cylinder Head Aluminum
Crankshaft Nodular Iron
Camshaft Hollow Assembled Camshaft
Pistons Aluminum Alloy
Connecting Rods Powdered Metal
CYLINDER BLOCK
Metric Standard
Cylinder Bore Diameter 99.50 mm 3.917 in.
Out of Round (MAX) 0.0076 mm 0003 in.
Taper (MAX) 0.0127 mm 0.0005 in.
Lifter Bore Diameter 21.45 - 21.425 mm 0.8444 - 0.8435 in.
PISTONS
Metric Standard
Clearance 0.0215 - 0.0485 mm 0.0008 - 0.0019 in.
Measured at 38.0 mm ( 1.5 in.)
Below Deck
Ring Groove Diameter
Groove #1 89.6 - 89.8 mm 3.527 - 3.535 in.
Groove #2 88.1 - 88.3 mm 3.468 - 3.476 in.
Weight 414.5 grams 14.62 oz
Piston Length 54.70 - 55.30 2.153 - 2.177 in.
Ring Groove Width
No. 1 1.51 - 1.54 mm 0.0594 - 0.0606 in
No. 2 1.51 - 1.53 mm 0.0594 - 0.0602 in.
No. 3 3.030 - 3.055 mm 0.1192 - 0.1202 in.
PISTON PINS
Metric Standard
Clearance In Piston 0.009 - 0.018 mm 0.00035 - 0.0007 in.
Diameter 24.0 - 24.003 mm 0.9448 - 0.9449 in.
Length 70.53 - 71.03 mm 2.78 - 2.80 in.
PISTON RINGS
Metric Standard
Ring Gap
Top Compression Ring 0.23 - 0.38 mm 0.0090 - 0.0149 in.
Second Compression Ring 0.35 - 0.60 mm 0.0137 - 0.0236 in.
Oil Control (Steel Rails) 0.15 - 0.66 mm 0.0059 - 0.0259 in.
Side Clearance
Top Compression Ring .02 - .068 mm 0.0007 - 0.0026 in.
Oil Ring (Steel Ring) .019 - .229 mm .0007 - .0091 in.
Ring Width
Oil Ring (Steel Rails) 0.447 - 0.473 mm 0.0175 - 0.0186 in.
CONNECTING RODS
Metric Standard
Piston Pin Bore Diameter 23.955 - 23.975 mm 0.9431 - 0.9438 in.
Side Clearance 0.10 - 0.35 mm 0.003 - 0.0137 in.
CRANKSHAFT
Metric Standard
Main Bearing Journal Diameter 64.988 - 65.012 mm 2.5585 - 2.5595 in.
Bearing Clearance 0.023 - 0.051 mm 0.0009 - 0.002 in.
Out of Round (MAX) 0.005 mm 0.0002 in.
Taper (MAX) 0.003 mm 0.0001 in.
End Play 0.052 - 0.282 mm 0.002 - 0.011 in.
Connecting Rod Journal Diameter 53.992 - 54.008 mm 2.125 - 2.126 in.
Taper (MAX) 0.003 mm 0.0001 in.
CAMSHAFT
Metric Standard
Bearing Journal Diameter
No. 1 58.2 mm 2.29 in.
No. 2 57.8 mm 2.27 in.
No. 3 57.4 mm 2.26 in.
No. 4 57.0 mm 2.24 in.
No. 5 43.633 mm 1.72 in.
Bearing To Journal Clearance
Standard
No. 1 0.040 - 0.080 mm .0015 - .003 in.
No. 2 0.050 -0.090 mm 0.0019 - .0035 in.
No. 3 0.040 - 0.080 mm .0015 - .003 in.
No. 4 0.050 - 0.090 mm 0.0019 - .0035 in.
No. 5 0.040 - 0.080 mm .0015 - .003 in.
Camshaft End Play .080 - 0.290mm 0.0031 - 0.0114 in.
VALVE TIMING
Intake
Opens (BTDC) 5.0°
Closes (ATDC) 255.0°
Exhaust
Opens (BTDC) 236°
Closes (ATDC) 32°
Duration 269.3°
Valve Overlap 37°
CYLINDER HEAD
Valve Seat Angle 44.5° - 45.0°
Valve Seat Runout (MAX) 0.05 mm (0.0019 in.)
Valve Seat Width (Finish)

Intake 1.018 - 1.62 mm
(0.0464 - 0.0637 in.)
Exhaust 1.48 - 1.92 mm
(0.0582 - 0.0755 in.)
Guide Bore Diameter (Std.) 7.975 - 8.00 mm

(0.313 - 0.314 in.)
HYDRAULIC TAPPETS
Metric Standard
Body Diameter 21.387 - 21.405 mm 0.8420 - 0.8427 in.
Clearance (To Bore) 0.020 - 0.063 mm 0.0007 - 0.0024 in.
Dry Lash 3.0 mm (at the valve) 0.1181 in.
VALVES
Face Angle 45.0° - 45.5°
Head Diameter
Intake 50.67 - 50.93 mm
(1.99 - 2.00 in.)
Exhaust 39.27 - 39.53 mm
(1.54 - 1.55 in.)
Length (Overall)
Intake 123.38 - 123.76 mm
(4.857 - 4.872 in.)
Exhaust 120.475 - 120.855 mm
(4.743 - 4.758 in.)
Stem Diameter
Intake 7.935 - 7.953 mm
(0.312 - 0.313 in.)
Exhaust 7.932 - 7.950 mm
(0.312 - 0.313 in.)
Stem - to - Guide Clearance

Intake 0.022 - 0.065 mm
(0.0008 - 0.0025 in.)
Exhaust 0.025 - 0.065 mm
(0.0009 - 0.0025 in.)
Valve Lift ( @ Zero Lash)

Intake 12.0 mm (0.472 in.)
Exhaust 11.70 mm (0.460 in.)
VALVE SPRING
Spring Force (Valve Closed)
Intake and Exhaust 435.0 N +/- 22.0 N @ 45 mm
(97.8 lbs +/- 5.0 lbs. @ 1.771 in.)
Spring Force (Valve Open) 1077.0 N +/- 48.0 N @ 32.6 mm.
Intake and Exhaust ( 242.0 lbs. +/- 11 lbs. @ 1.283 in. )
Free Length (approx) 55.6 mm (2.189 in.)
Number of Coils
Intake and Exhaust 7.95
Wire Diameter
Intake and Exhaust 4.95 × 4.1 mm
(0.194 - 0.161 in.)
Installed Height (Spring Seat to Bottom of Retainer)
Intake and Exhaust 46.0 mm (1.81 in.)
OIL PUMP
Clearance Over Rotors (MAX) 0.095 mm (0.0038 in.)
Outer Rotor to Pump Body Clearance (MAX) .235 mm (.009 in.)
Tip Clearance Between Rotors (MAX) 0.150 mm (0.006 in.)
OIL PRESSURE
SPECIFICATION SPECIFICATION
At Curb Idle Speed (MIN)* 25 kPa (4 psi)
@ 3000 rpm 170 - 758 kPa (25 - 110 psi)
* CAUTION: If pressure is zero at curb idle, DO NOT run engine
TORQUE
TORQUE CHART 5.7L ENGINE
DESCRIPTION N·m Ft. In.

Lbs. Lbs.
Block Pipe Plugs 20 — 177
(1/4 NPT)
(3/8 NPT) 27 — 240
Camshaft Sprocket—Bolt 122 90 —
Camshaft Tensioner Plate—Bolts 28 — 250
Coil to Cylinder Head Cover— Bolts 7 — 62
Timing Chain Case Cover—Bolts 28 — 250
Lifting Stud 55 40 —
Connecting Rod Cap—Bolts 21 15 —
plus 90° Turn plus 90° Turn
Main Bearing Cap—Bolts 27 — —
M-12 plus 90° Turn
Crossbolts 28 — —
M-8
Cylinder Head—Bolts
M-12 Bolts
Step 1 34 25 —
Step 2 54 40 —
Step 3 Turn 90° Turn 90° —

M-8 Bolts —
Step 1 20 15 —
Step 2 34 25 —
Cylinder Head Cover—Bolts 8 — 70
Exhaust Manifold to Cylinder Head 25 — 220
Flexplate to crankshaft—Bolts 95 70 —
Flywheel to crankshaft—Bolts 75 55 —
Front Insulator—Through bolt/nut 95 70 —
Front Insulator to Block—Bolts 95 70 —
Generator—Mounting Bolt 55 40 —
Intake Manifold—Bolts Refer to Procedure
Lifter Guide Holder 12 — 106
Oil Pan Bolts 12 - 105
Oil Dipstick Tube 12 — 105
Oil Pan—Drain Plug 27 20 —
Oil Pump—Attaching Bolts 28 — 250
Oil Pump Pickup Tube – Bolt and Nut 28 — 250
Rear Seal Retainer Attaching Bolts 15 — 132
Rear Insulator to Bracket— 68 50 —
Rear Insulator to Crossmember 41 30 —
Rear Insulator to Transmission— 68 50 —
Rear Insulator Bracket—Bolts 68 50 —
Rocker Arm—Bolts 22 — 195
Spark Plugs — — —
Thermostat Housing—Bolts 28 — 250
Throttle Body—Bolts 12 — 105
Vibration Damper—Bolt 176 129 —
Water Pump to Timing Chain 28 — 250
Case Cover—Bolts
SPECIAL TOOLS
5.7L ENGINE
Crankshaft Damper Installer 8512
CRANKSHAFT DAMPER REMOVER INSERT - 8513-A
BLOC-CHEK KIT C-3685
Bore Size Indicator C-119

Puller 1023
Valve Spring Compressor C-3422-B

Oil Pressure Gauge C-3292
Piston Ring Compressor C-385
Pressure Tester Kit 7700
Rear Crankshaft Seal Installer 8349
Adapter, Valve Spring Compressor Off-vehicle 8464
Rear Crankshaft Seal Remover 8506

ENGINE SUPPORT FIXTURE 8534 PUSHROD RETAINING PLATE - 9070
FRONT CRANK SEAL REMOVER - 9071

ENGINE LIFT FIXTURE AND ADAPTER
FRONT CRANK SEAL INSTALLER 9072
VALVE SPRING COMPRESSOR 9065A

AIR INTAKE SYSTEM

REMOVAL
Filter Element Only
Housing removal is not necessary for element (filter)
replacement.
1. Loosen clamp and disconnect air duct at air
cleaner cover.
2. Pry over 4 spring clips (5) from housing cover (3)
(spring clips retain cover to housing).
3. Release housing cover (3) from locating tabs (4) on
housing and remove cover (3).
4. Remove air cleaner element (filter) from housing.
5. Clean inside of housing before replacing element.
Housing Assembly
cleaner cover.
2. Lift entire housing (1) assembly from 4 locating
pins (2).
INSTALLATION
1. Install filter element into housing.
2. Position housing cover into housing locating tabs
(4).
3. Pry up 4 spring clips(5) and lock cover to housing.
4. Install air duct to air cleaner cover and tighten hose
clamp to 3 N·m (30 in. lbs.) torque.
5. If any other hose clamps were removed from air
intake system, tighten them to 3.4 N·m (30 in. lbs.)
torque.
6. If any bolts were removed from air resonator hous-
ing or air intake tubing, tighten them to 4.5 N·m (40
in. lbs.) torque.
7. Install filter housing (1) into locating pins (2).

CYLINDER HEAD
OPERATION—CYLINDER HEAD
The cylinder head closes the combustion chamber allowing the pistons to compress the air fuel mixture to the cor-
rect ratio for ignition. The valves located in the cylinder head open and close to either allow clean air into the com-
bustion chamber or to allow the exhaust gases out, depending on the stroke of the engine.
DIAGNOSIS AND TESTING - CYLINDER HEAD GASKET FAILURE

water jacket.
• Possible indications of the cylinder head gasket leaking between adjacent cylinders are:
− Loss of engine power
− Engine misfiring
− Poor fuel economy
• Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are:
− Engine overheating
− Loss of coolant
− Excessive steam (white smoke) emitting from exhaust
− Coolant foaming

inder Compression Pressure Test in this section. An engine cylinder head gasket leaking between adjacent cylinders
will result in approximately a 50–70% reduction in compression pressure.

REMOVED.
VISUAL TEST METHOD
opens.
REMOVAL

ERY - STANDARD PROCEDURE). Disconnect the
fuel supply line (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/QUICK CONNECT FITTING -
4. Remove the air cleaner resonator and duct work
(Refer to 9 - ENGINE/AIR INTAKE SYSTEM -
REMOVAL).
5. Remove closed crankcase ventilation system.
6. Disconnect the exhaust at the exhaust manifolds.
7. Disconnect the evaporation control system.
8. Disconnect heater hoses.
9. Remove the power steering pump.
10. Remove cylinder head covers (1), using the
sequence provided, and gaskets (2). (Refer to 9 -
COVER(S) - REMOVAL) .
11. Remove intake manifold and throttle body as an
assembly. (Refer to 9 - ENGINE/MANIFOLDS/IN-
12. Remove rocker arm assemblies and push rods.
Identify to ensure installation in original locations.
(Refer to 9 - ENGINE/CYLINDER HEAD/
ROCKER ARM / ADJUSTER ASSY - REMOVAL).
13. Remove the head bolts from each cylinder head,

using the sequence provided, and remove cylin-
der heads. Discard the cylinder head gasket.
CLEANING
Clean all surfaces of cylinder block and cylinder heads.
Clean cylinder block front and rear gasket surfaces using a suitable solvent.
INSPECTION
1. Inspect the cylinder head for out-of-flatness, using a straightedge and a feeler gauge. If tolerances exceed
0.0508 mm (0.002 in.) replace the cylinder head.
2. Inspect the valve seats for damage. Service the valve seats as necessary.
3. Inspect the valve guides for wear, cracks or looseness. If either condition exist, replace the cylinder head.
4. Inspect pushrods. Replace worn or bent pushrods.
INSTALLATION
1. Clean all surfaces of cylinder block and cylinder heads.

2. Clean cylinder block front and rear gasket surfaces using a suitable solvent.
CAUTION: The head gaskets (1) are not interchangeable between left and right sides. They are marked “L”
and “R” to indicate left and right sides.
CAUTION: The head gaskets (1) are marked “TOP” to indicate which side goes up.
3. Position new cylinder head gaskets (5) onto the

cylinder block.
4. Position cylinder heads (4) onto head gaskets (5)
and cylinder block.
5. Tighten the cylinder head bolts in three steps using

the sequence provided :
• Step 1— Snug tighten M12 cylinder head bolts,
in sequence, to 34 N·m (25 ft. lbs.) and M8 bolts
to 20 N·m (15 ft. lbs.) torque.
• Step 2— Tighten M12 cylinder head bolts, in
sequence, to 54 N·m (40 ft. lbs.) and verify M8
bolts to 20 N·m (15 ft. lbs.) torque..
• Step 3— Turn M12 cylinder head bolts, in
sequence, 90 degrees and tighten M8 bolts to 34
N·m (25 ft. lbs.) torque.
6. Install push rods and rocker arm assemblies in

their original position, using pushrod retaining plate
(1) special tool# 9070. (Refer to 9 - ENGINE/CYL-
INDER HEAD/ROCKER ARM / ADJUSTER ASSY -
INSTALLATION).
7. Install the intake manifold and throttle body assem-
bly (Refer to 9 - ENGINE/MANIFOLDS/INTAKE
MANIFOLD - INSTALLATION).
8. If required, adjust spark plugs to specifications.
Install the plugs.
9. Connect the heater hoses.
10. Install the fuel supply line.
11. Install the power steering pump.
12. Install the drive belt (Refer to 7 - COOLING/AC-
CESSORY DRIVE/DRIVE BELTS -
INSTALLATION).
13. Install cylinder head covers (1) (Refer to 9 -

14. Connect the evaporation control system.
15. Install the air cleaner (Refer to 9 - ENGINE/AIR
INTAKE SYSTEM - INSTALLATION).
17. Connect the negative cable to the battery.
18. Start engine check for leaks.
COVER-CYLINDER HEAD
REMOVAL
1. Disconnect battery negative cable.
2. Disconnect ignition coil connector (1).
3. Remove ignition coil retaining bolts (3).
4. Remove ignition coil (1).

5. Remove cylinder head cover retaining bolts.

6. Remove cylinder head cover (1).
NOTE: The gasket (2) may be used again, provided

no cuts, tears, or deformation has occurred.
INSTALLATION
CAUTION: Do not use harsh cleaners to clean the
cylinder head covers. Severe damage to covers
may occur.
CAUTION: DO NOT allow other components

including the wire harness to rest on or against
the engine cylinder head cover. Prolonged contact
with other objects may wear a hole in the cylinder
head cover.
1. Clean cylinder head cover (1) and both sealing sur-

faces (1,4,). Inspect and replace gasket (2) as nec-
essary.
teners. Verify that all double ended studs (3) are in
the correct location.
3. Tighten cylinder head cover bolts and double

ended studs to 8N·m (70 in. lbs). Begin torque
sequence in the middle of head cover and torque
bolts moving outward in a crisscross pattern from
top to bottom.
4. Before installing coil(s), apply dielectric grease to

inside of spark plug boots (1).
5. Install ignition coils.
6. Torque fasteners (3) to 7N·m (62 in. lbs).

7. Connect, ignition coil electrical connectors (1).
8. Install PCV hose.
VALVES & SEATS - INTAKE/EXHAUST

DESCRIPTION
DESCRIPTION - VALVE GUIDES
The valve guides are made of powdered metal and are pressed into the cylinder head. The guides are not replace-
able or serviceable, and valve guide reaming is not recommended. If the guides are worn beyond acceptable limits,
replace the cylinder heads.
DESCRIPTION
Both the intake and exhaust valves are made of steel. The intake valve is 50.93 mm (2.00 inches) in diameter and
the exhaust valve is 39.53 mm (1.55 inches) in diameter. All valves use three bead lock keepers to retain the
springs and promote valve rotation.
STANDARD PROCEDURE - REFACING

NOTE: Valve seats that are worn or burned can be reworked, provided that correct angle and seat width are
maintained. Otherwise the cylinder head must be replaced.
NOTE: When refacing valves and valve seats, it is important that the correct size valve guide pilot be used
for reseating stones. A true and complete surface must be obtained.
1. Using a suitable dial indicator measure the center of the valve seat Total run out must not exceed 0.051 mm
(0.002 in).
2. Apply a small amount of Prussian blue to the valve seat, insert the valve into the cylinder head, while applying
light pressure on the valve rotate the valve. Remove the valve and examine the valve face. If the blue is trans-
ferred below the top edge of the valve face, lower the valve seat using a 15 degree stone. If the blue is trans-
ferred to the bottom edge of the valve face, raise the valve seat using a 65 degree stone.
3. When the seat is properly positioned the width of the intake seat must be 1.018 - 1.62 mm (0.0464 - 0.0637 in.)
and the exhaust seat must be 1.48 - 1.92 mm (0.058 - 0.075 in.).
4. Check the valve spring installed height after refacing the valve and seat. The installed height for both intake and
exhaust valve springs must not exceed 46.0 mm (1.81 in.).
VALVE FACE AND VALVE SEAT ANGLE CHART
SEAT WIDTH
INTAKE 1.018 - 1.62 mm
(0.0464 - 0.0637 in.)
EXHAUST 1.48 - 1.92 mm
(0.058 - 0.075 in.)
FACE ANGLE
(INT. AND EXT.) 45° - 451⁄2°
SEAT ANGLE
(INT. AND EXT.) 441⁄2° - 45°
5. The valve seat must maintain an angle of 44.5 –

45.0 degrees angle.
6. The valve face must maintain a face angle of 45.0
– 45.5 degrees angle.
REMOVAL
1. Remove the cylinder head (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL).
2. Compress valve springs using Valve Spring Compressor Tool special tool # C-3422 and adapter 8464.
3. Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs.
4. Before removing valves, remove any burrs from valve stem lock grooves to prevent damage to the valve guides.
Identify valves to ensure installation in original location.
INSTALLATION
1. Clean valves thoroughly. Discard burned, warped and cracked valves.
2. Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
3. Measure valve stems for wear. If wear exceeds 0.051 mm (0.002 inch), replace the valve.
4. Coat valve stems with lubrication oil and insert them in cylinder head.
5. If valves or seats are reground, check valve stem height. If valve is too long, replace cylinder head.
6. Install new seals on all valve guides. Install valve springs and valve retainers.
7. Compress valve springs with Valve Spring Compressor Tool special tool # C- 3422 and adapter 8464, install
locks and release tool. If valves and/or seats are ground, measure the installed height of springs. Make sure the
measurement is taken from bottom of spring seat in cylinder head to the bottom surface of spring retainer.
8. Install cylinder head (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
ROCKER ARM
REMOVAL
1. Remove cylinder head cover. (Refer to 9 -
2. Install pushrod retaining plate (1)special tool 9070.

3. Loosen the rocker shafts using the sequence pro-

vided.
CAUTION: The rocker shaft assemblies are not

interchangeable between intake and exhaust. The
intake rocker arms are marked with an “I”.
4. Remove the rocker shafts. Note location for reas-

sembly.
CAUTION: The longer push rods are for the

exhaust side, and the shorter push rods are for
intake side.
5. Remove the pushrods. Note pushrod location for

reassembly.
CAUTION: Do not remove the retainers from the rocker shaft. The assembly tangs (1) at the bottom of the
retainers (2) can be damaged, causing the assembly tangs to break off, and get into the engine.
INSTALLATION
intake side.
1. Install the push rods in the same order as

removed.
2. Install the pushrod retaining plate (1) special tool
9070.
CAUTION: Ensure that retainers (2) and rocker arms (4) are not overlapped when torquing bolts.
CAUTION: Verify that pushrod is installed into rocker arm (4) and tappet correctly while installing rocker
shaft assembly. Recheck after rocker shaft has been torqued to specification.

intake rocker arms are marked with the letter “I”.
3. Install rocker shaft assemblies in the same order

as removed.
4. Tighten the rocker shaft bolts to 22 N·m (195 in.
lbs.) torque,using the sequence provided.
CAUTION: DO NOT rotate or crank the engine dur-

ing or immediately after rocker arm installation.
Allow the hydraulic roller tappets adequate time to
bleed down (about 5 minutes).
5. Remove pushrod retaining plate (1) special tool

9070.

INSTALLATION).
SEALS-VALVE GUIDE
DESCRIPTION
The valve guide seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter
spring maintains consistent lubrication control to the valve stems.
SPRINGS-VALVE
REMOVAL
2. Remove air cleaner assembly.
3. Remove air intake resonator.
4. Remove ignition coil connector (1).
6. Remove one spark plug.
7. Remove cylinder head cover (1) using the

sequence shown (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
CAUTION: The piston must be at TDC, and both

valves closed on the cylinder to be serviced.
NOTE: If removing intake valve spring, install spe-

cial tool# 9070, pushrod retaining plate (1), to
retain the intake pushrods (2).
8. Remove exhaust/intake rocker arm shafts using the

sequence shown.
9. Install rocker arm shaft (1) special tool# 9065.

10. Install spring compressor (1,3,), special tool#

9065, and exhaust adapter arm (1) tool # 9065if
needed.
NOTE: All valve springs and seals are removed in

the same manner.
11. Insert air hose (1) into spark plug hole and charge cylinder with air.
NOTE: Tap the top of the valve spring retainer to loosen the spring retainers locks.
12. Compress valve spring with valve spring compessor (3) tool # 9065and remove valve retainer locks.
13. Release spring compressor (3) and remove valve spring.
NOTE: The valve springs are interchangeable between intake and exhaust.
14. Remove valve seal.

INSTALLATION
1. Install valve seal.

2. Install valve spring.
3. Using special tool# 9065 (1,3,), compress valve
spring and install valve spring retainer and locks.
4. Release air charge in cylinder (1).

5. Remove spring compressor tool # 9065 (3).
CAUTION: Verify that the pushrods are fully seated into lifter and rocker arm. Recheck after rocker arm
shaft has been torqued to specification.
6. Install rocker arm shaft and pushrods (Refer to 9 -

lbs.) torque, using the rocker shaft torque
sequence.
8. Remove special tool# 9070, pushrod retaining plate

(1), if used.
9. Install cylinder head cover (1).


ended studs (Refer to 9 - ENGINE/CYLINDER
TION) .
12. Install ignition coil on plug (2), and torque fasten-

ers (3) to 7 N·m (62 in. lbs)
13. Install ignition coil connectors (4).
14. Install air intake resonator.
15. Install air cleaner assembly.
ENGINE BLOCK
CLEANING
Thoroughly clean the oil pan and engine block gasket surfaces.
Use compressed air to clean out:
• The galley at the oil filter adaptor hole.
• The front and rear oil galley holes.
• The MDS oil galley holes in the valley.
• The feed holes for the crankshaft main bearings.
Drill and tapped holes should be free of debris upon assembly.
Once the block has been completely cleaned, apply Loctite PST pipe sealant with Teflon 592 to the threads of the
front and rear oil galley plugs, and coolant drain plugs. Tighten the oil galley 1/4 inch x 18 NPT plugs to 20 N·m
(177 in. lbs.) torque. Tighten the coolant drain 1/4 inch x 18 NPT plugs to 34N·m (300 in. lbs.) torque. Tighten the
3/8 inch x 18 NPT plugs to 27 N·m (240 in. lbs.) torque.
INSPECTION
1. It is mandatory to use a dial bore gauge to mea-
sure each cylinder bore diameter. To correctly
select the proper size piston, a cylinder bore
gauge, capable of reading in 0.003 mm (.0001 in.)
INCREMENTS is required. If a bore gauge is not
available, do not use an inside micrometer.
2. Measure the inside diameter of the cylinder bore at
three levels below top of bore. Start perpendicular
(across or at 90 degrees) to the axis of the crank-
shaft and then take two additional reading.
3. Measure the cylinder bore diameter crosswise to
the cylinder block near the top of the bore. Repeat
the measurement near the middle of the bore, then
repeat the measurement near the bottom of the
bore.
4. Determine taper by subtracting the smaller diame-
ter from the larger diameter.
5. Rotate measuring device 90° and repeat steps
above.
6. Determine out-of-roundness by comparing the dif-
ference between each measurement.
7. If cylinder bore taper does not exceed 0.025 mm (0.001 inch) and out-of-roundness does not exceed 0.015 mm
(0.0006 inch), the cylinder bore can be honed. If the cylinder bore taper or out- of-round condition exceeds these
maximum limits, the cylinder block must be replaced. A slight amount of taper always exists in the cylinder bore
after the engine has been in use for a period of time.
CAMSHAFT
REMOVAL
REMOVAL - CAMSHAFT CORE HOLE PLUG
CAUTION: Do not damage the rear surface of the camshaft or the core plug sealing surface, when removing
the core plug.
1. Remove the rear cam bearing core plug.
REMOVAL - CAMSHAFT
1. Remove the battery negative cable.
2. Remove the air cleaner assembly. (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - REMOVAL)
3. Drain coolant. (Refer to 7 - COOLING - STAN-
DARD PROCEDURE)
4. Remove the accessory drive belt. (Refer to 7 -
REMOVAL)
5. Remove the generator.
6. Remove the A/C compressor, and set aside.
7. Remove the radiator (Refer to 7 - COOLING/EN-
GINE/RADIATOR - REMOVAL).
8. Remove intake manifold (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
10. Remove both left and right cylinder heads (4)

REMOVAL).
11. Remove the oil pan (Refer to 9 - ENGINE/LUBRI-
12. Remove timing case cover (1) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
REMOVAL).
13. Remove the oil pick up tube.
14. Remove the oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL).

15. Remove timing chain (2) (Refer to 9 - ENGINE/

16. Remove camshaft tensioner/thrust plate assembly.
NOTE: Identify lifters to ensure installation in original location.
17. Remove the tappets (2) and retainer (1) assembly.

18. Install a long bolt into front of camshaft to aid in

removal of the camshaft. Remove camshaft, being
careful not to damage cam bearings with the cam
lobes.
INSPECTION
1. The cam bearings are not serviceable. Do not attempt to replace cam bearings for any reason.
INSTALLATION
CAMSHAFT CORE HOLE PLUG
1. Clean core hole in block.
NOTE: Do not apply adhesive to the new core hole plug. A new plug will have adhesive pre-applied.
2. Install a new core hole plug at the rear of camshaft, using suitable flat faced tool. The plug must be fully seated
on the cylinder block shoulder.
INSTALLATION - CAMSHAFT
CAUTION: The 5.7L LX engine uses a unique cam-
shaft for use with the Multi Displacement System.
When installing a new camshaft, the replacement
camshaft must be compatible with the Multi Dis-
placement System.
1. Lubricate camshaft lobes and camshaft bearing

journals and insert the camshaft.
2. Install camshaft Tensioner plate assembly. Tighten

bolts to 28 N·m (250 in. lbs.) torque.
4. Measure camshaft end play (Refer to 9 - ENGINE -
SPECIFICATIONS). If not within limits install a new
thrust plate.
5. Install the oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).

6. Install the oil pick up tube.
7. Each tappet reused must be installed in the same position from which it was removed. When camshaft is
replaced, all of the tappets must be replaced.
CAUTION: The 5.7L LX engine uses both standard roller tappets and deactivating roller tappets, for use with
the Multi Displacement System. The deactivating roller tappets must be used in cylinders 1,4,6,7. The deac-
tivating tappets can be identified by the two holes in the side of the tappet body, for the latching pins.
8. Install tappets (2) and retaining yoke assembly (1). (Refer to 9 - ENGINE/ENGINE BLOCK/HYDRAULIC LIFT-
ERS (CAM IN BLOCK) - INSTALLATION).
9. Install both left and right cylinder heads (4) (Refer
to 9 - ENGINE/CYLINDER HEAD - INSTALLA-
TION).
10. Install pushrods.
11. Install rocker arms (Refer to 9 - ENGINE/CYLIN-

DER HEAD/ROCKER ARM / ADJUSTER ASSY -
INSTALLATION).
12. Install timing case cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTAL-
LATION).
13. Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).

INSTALLATION).
15. Install intake manifold (Refer to 9 - ENGINE/MAN-
IFOLDS/INTAKE MANIFOLD - INSTALLATION).
16. Install the A/C compressor.
17. Install the generator.
18. Install the accessory drive belt. (Refer to 7 -
INSTALLATION)
19. Install the radiator (Refer to 7 - COOLING/EN-
GINE/RADIATOR - INSTALLATION).
20. Install the air cleaner assembly. (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - INSTALLATION)
21. Install the battery negative cable.
22. Refill coolant. (Refer to 7 - COOLING - STAN-
DARD PROCEDURE)
23. Refill engine oil.
CRANKSHAFT
REMOVAL
1. Remove the vibration damper (1) (Refer to 9 -
REMOVAL).
2. Remove the rear oil seal retainer (Refer to 9 -

ENGINE/ENGINE BLOCK/CRANKSHAFT REAR
OIL SEAL RETAINE - REMOVAL).
4. Remove the oil pump pickup.
5. Remove the windage tray/oil pan gasket.
6. Remove the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
REMOVAL).

8. Remove the timing drive (2) (Refer to 9 - ENGINE/

9. Identify rod bearing caps before removal. Remove rod bearing caps with bearings.
10. Identify main bearing caps (1) before removal.
11. Remove main bearing caps (1) and bearings one

at a time.
12. Remove the thrust washers.

13. Remove the crankshaft out of the block.
INSTALLATION
1. Select the proper main bearings (Refer to 9 -

2. Install main bearings in block and caps, and lubri-
cate bearings.
3. Position the crankshaft into the cylinder block.
4. Install the thrust washers (1).
NOTE: The main cap crossbolts are torqued after

final torque of the main cap bolts. Always use a
new washer/seal on crossbolts.
5. Clean and oil all cap bolts. Install all main bearing
caps (1). Install all cap bolts and alternately tighten
in two steps using the following sequence.
6. • Step 1 – 27 N·m ( 20 ft. lbs.) torque.

7. • Step 2 – Turn main cap bolts an additional 90°.
8. Install the crossbolts with new washer/gasket.
Starting with crossbolt A torque each crossbolt to
28 N·m ( 21 ft. lbs.)torque.
9. Repeat crossbolt torque procedure.
11. Position the connecting rods onto the crankshaft and install the rod bearing caps (Refer to 9 - ENGINE/ENGINE
BLOCK/PISTON & CONNECTING ROD - INSTALLATION).
12. Install timing drive (2) (Refer to 9 - ENGINE/

13. Install oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).

14. Install the timing chain cover (1) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
15. Install the rear main seal and retainer (Refer to 9
OIL SEAL RETAINE - INSTALLATION).
16. Install the windage tray/oil pan gasket.
18. Install the oil pan (Refer to 9 - ENGINE/LUBRICA-
TION/OIL PAN - INSTALLATION).
19. Install the vibration damper (Refer to 9 - ENGINE/
LATION).
20. Install the engine (Refer to 9 - ENGINE -
INSTALLATION).
STANDARD PROCEDURE - CRANKSHAFT MAIN BEARING - FITTING
MAIN BEARING JOURNAL DIAMETER (CRANKSHAFT REMOVED)
Crankshaft removed from the cylinder block.
Clean the oil off the main bearing journal.
Determine the maximum diameter of the journal with a micrometer. Measure at two locations 90° apart at each end
of the journal.
The maximum allowable taper is 0.008mm (0.0004 inch.) and maximum out of round is 0.005mm (0.0002 inch).
Compare the measured diameter with the journal diameter specification (Main Bearing Fitting Chart). Select inserts
required to obtain the specified bearing-to-journal clearance.
CRANKSHAFT MAIN BEARING SELECTION

The main bearings are “select fit” to achieve proper oil clearances. For main bearing selection, the crankshaft coun-
terweight has grade identification marks stamped into it. These marks are read from left to right, corresponding with
journal number 1, 2, 3, 4 and 5.
NOTE: Service main bearings are coded. These codes identify what size (grade) the bearing is.
MAIN BEARING SELECTION CHART - 5.7L
GRADE SIZE mm (in.) FOR USE WITH

MARKING JOURNAL SIZE
A 0.008 mm U/S 64.988–64.995 mm

(0.0004 in.) U/S (2.5585– 2.5588in.)
B NOMINAL 64.996–65.004 mm
(2.5588–2.5592 in.)
C 0.008 mm O/S 65.005–65.012 mm

(0.0004 in.) O/S (2.5592–2.5595 in.)
INSPECTION
Wipe the inserts clean and inspect for abnormal wear
patterns and for metal or other foreign material imbed-
ded in the lining. Normal main bearing insert wear pat-
terns are illustrated.
NOTE: If any of the crankshaft journals are scored,

the crankshaft must be repaired or replaced.
Inspect the back of the inserts for fractures, scrapings

or irregular wear patterns.
Inspect the upper insert locking tabs for damage.
Replace all damaged or worn bearing inserts.
SEAL-CRANKSHAFT OIL-FRONT
REMOVAL
1. Disconnect negative cable from battery.
REMOVAL).
4. Remove upper radiator hose.
5. Remove radiator shroud attaching fasteners.
6. Remove radiator cooling fan and shroud (Refer to
7 - COOLING/ENGINE/RADIATOR FAN -
REMOVAL).
8. Remove damper using Special Tools 8513A Insert
(2) and 1023 Three Jaw Puller (1) (Refer to 9 -
REMOVAL).
9. Using Special Tool 9071 (1), remove crankshaft

front seal (2).
INSTALLATION
CAUTION: The front crankshaft seal must be installed dry. Do not apply lubricant to sealing lip or to outer
edge.
1. Using Special Tool 9072 and 8512A, install crankshaft front seal.
CAUTION: To prevent severe damage to the Crankshaft or Damper, thoroughly clean the damper bore and
the crankshaft nose before installing Damper.
2. Install vibration damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION).

3. Install radiator cooling fan and shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
4. Install upper radiator hose.
5. Install accessory drive belt refer (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
6. Refill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
7. Connect negative cable to battery.
SEAL-CRANKSHAFT OIL-REAR
DIAGNOSIS AND TESTING - REAR SEAL AREA LEAKS
to check for the oil leak:
b. Where leakage tends to run straight down, possible causes are a porous block, camshaft bore cup plugs, oil
galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces. See Engine, for
proper repair procedures of these items.
4. If no leaks are detected, pressurized the crankcase as outlined in the section, Inspection (Engine oil Leaks in
general)
CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks or
6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled. (Refer
to 9 - ENGINE - DIAGNOSIS AND TESTING), under the Oil Leak row, for components inspections on possible
causes and corrections.
7. After the oil leak root cause and appropriate corrective action have been identified, (Refer to 9 - ENGINE/EN-
GINE BLOCK/CRANKSHAFT OIL SEAL - REAR - REMOVAL).
REMOVAL
NOTE: This procedure can be performed in vehi-
cle.
1. If being performed in vehicle, remove the transmis-

sion.
2. Remove the flexplate (Refer to 9 - ENGINE/EN-
GINE BLOCK/FLEX PLATE - REMOVAL).
NOTE: The crankshaft oil seal CAN NOT be reused

after removal.
NOTE: The crankshaft rear oil seal remover Spe-

cial Tool 8506 must be installed deeply into the
seal. Continue to tighten the removal tool into the
seal until the tool can not be turned farther. Fail-
ure to install tool correctly the first time will cause
tool to pull free of seal without removing seal from
engine.
3. Using Special Tool 8506 (1), remove the crankshaft rear oil seal (2).
INSTALLATION
CAUTION: The rear seal must be installed dry for
proper operation. Do not lubricate the seal lip or
outer edge.
1. Position the plastic seal guide (2) onto the crank-

shaft rear face. Then position the crankshaft rear
oil seal (3) onto the guide.
2. Using Special Tools 8349 Crankshaft Rear Oil Seal
Installer (1) and C-4171 Driver Handle, with a ham-
mer, tap the seal (3) into place. Continue to tap on
the driver handle until the seal installer seats
against the cylinder block crankshaft bore.
3. Install the flexplate. (Refer to 9 - ENGINE/ENGINE
RETAINER-CRANK REAR OIL - SEAL

REMOVAL
2. Remove the transmission. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - NAG1 -
REMOVAL).
3. Remove the flexplate. (Refer to 9 - ENGINE/EN-
5. Remove the rear oil seal retainer mounting bolts.
6. Carefully remove the retainer from the engine
block.
INSTALLATION
1. Throughly clean all gasket resdue from the engine
block.
2. Use extream care and clean all gasket resdue from
the retainer.
3. Position the gasket onto the retainer.
4. Position the retainer onto the engine block.
5. Install the retainer mounting bolts. Tighten the bolts
to 15 N·m (132 in. lbs.) using the procedure shown.
7. Install the flexplate (Refer to 9 - ENGINE/ENGINE
8. Install the transmission (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - NAG1 -
INSTALLATION).
9. Check and verify engine oil level.
FLEX PLATE
REMOVAL
REMOVAL).
2. Remove the bolts and flexplate (1).
INSTALLATION
1. Position the flexplate or flywheel onto the crank-
shaft and install the bolts hand tight.
2. For automatic transmissions: Tighten the flex-
plate retaining bolts to 95 N·m (70 ft. lbs.).
3. Install the transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - INSTALLATION).

TAPPETS-HYDRAULIC ROLLER
DIAGNOSIS AND TESTING - HYDRAULIC TAPPETS
Before disassembling any part of the engine to correct tappet noise, check the oil pressure. If vehicle has no oil
pressure gauge, install a reliable gauge at the pressure sending-unit. The pressure should be between 207-552 kPa
(30-70 psi) at 3,000 RPM.
Check the oil level after the engine reaches normal operating temperature. Allow 5 minutes to stabilize oil level,
check dipstick. The oil level in the pan should never be above the FULL mark or below the ADD OIL mark on
dipstick. Either of these two conditions could be responsible for noisy tappets.
OIL LEVEL
HIGH
If oil level is above the FULL mark, it is possible for the connecting rods to dip into the oil. With the engine running,
this condition could create foam in the oil pan. Foam in oil pan would be fed to the hydraulic tappets by the oil pump
causing them to lose length and allow valves to seat noisily.
LOW
Low oil level may allow oil pump to take in air. When air is fed to the tappets, they lose length, which allows valves
to seat noisily. Any leaks on intake side of oil pump through which air can be drawn will create the same tappet
action. Check the lubrication system from the intake strainer to the pump cover, including the relief valve retainer
cap. When tappet noise is due to aeration, it may be intermittent or constant, and usually more than one tappet will
be noisy. When oil level and leaks have been corrected, operate the engine at fast idle. Run engine for a sufficient
time to allow all of the air inside the tappets to be bled out.
TAPPET NOISE DIAGNOSIS

1. To determine source of tappet noise, crank over engine with cylinder head covers removed.
2. Feel each valve spring or rocker arm to detect noisy tappet. The noisy tappet will cause the affected spring
and/or rocker arm to vibrate or feel rough in operation.
NOTE: Worn valve guides or cocked springs are sometimes mistaken for noisy tappets. If such is the case,
noise may be dampened by applying side thrust on the valve spring. If noise is not appreciably reduced, it
can be assumed the noise is in the tappet. Inspect the rocker arm push rod sockets and push rod ends for
wear.
3. Valve tappet noise ranges from light noise to a heavy click. A light noise is usually caused by excessive leak-
down around the unit plunger, or by the plunger partially sticking in the tappet body cylinder. The tappet should
be replaced. A heavy click is caused by a tappet check valve not seating, or by foreign particles wedged between
the plunger and the tappet body. This will cause the plunger to stick in the down position. This heavy click will be
accompanied by excessive clearance between the valve stem and rocker arm as valve closes. In either case,
tappet assembly should be removed for inspection and cleaning.
4. The valve train generates a noise very much like a light tappet noise during normal operation. Care must be
taken to ensure that tappets are making the noise. If more than one tappet seems to be noisy, it’s probably not
the tappets.
REMOVAL
1. Disconnect the negative cable from the battery.
2. Remove the air cleaner (Refer to 9 - ENGINE/AIR INTAKE SYSTEM - REMOVAL).
3. Remove intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
4. Remove cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) -
REMOVAL).
5. Remove rocker arm assembly and push rods (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - REMOVAL). Identify push rods to ensure installation in original location.
7. Remove bolt from tappet guide holder.

8. Remove tappet guide holder.
9. Pull tappet out of bore with a twisting motion. If all tappets are to be removed and reused, identify tappets
to ensure installation in original location.
10. Check camshaft lobes for abnormal wear.
INSTALLATION
1. Lubricate tappets.
2. Install tappets in their original positions.

CAUTION: 5.7L engines equipped with MDS uses both standard roller tappets and deactivating roller tap-
pets, for use with the Multi Displacement System. The deactivating roller tappets must be used in cylinders
1,4,6,7. The deactivating tappets can be identified by the two holes in the side of the tappet body, for the
latching pins.
3. Install tappet guide yoke. Install the tappet guide yoke bolt and tighten to 12 N·m (106 in. lbs.) torque.
5. Install pushrods and rocker arm assembly (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER
ASSY - INSTALLATION).
6. Install cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
7. Install intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
8. Install the air cleaner (Refer to 9 - ENGINE/AIR INTAKE SYSTEM - INSTALLATION).
CAUTION: To prevent damage to valve mechanism, engine must not be run above fast idle until all hydrau-
lic tappets have filled with oil and have become quiet.
10. Road test vehicle and check for leaks.

PISTON & CONNECTING ROD

DESCRIPTION
CAUTION: Do not use a metal stamp to mark connecting rods as damage may result, instead use ink or a
scratch awl.
The pistons are made of a high strength aluminum alloy. Piston skirts are coated with a solid lubricant (Molykote) to
reduce friction and provide scuff resistance. The piston top ring groove and land is anodized. The connecting rods
are made of forged powdered metal, with a “fractured cap” design. A pressed fit piston pin is used to attach the
piston and connecting rod.
STANDARD PROCEDURE - PISTON FITTING

1. To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm ( .0001 in.)
INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer.
2. Measure the inside diameter of the cylinder bore at a point 38.0 mm (1.5 inches) below top of bore. Start per-
pendicular (across or at 90 degrees) to the axis of the crankshaft at point A and then take an additional bore
reading 90 degrees to that at point B.
3. The coated pistons will be serviced with the piston pin and connecting rod pre-assembled. The piston-rod assem-
bly is specific for the left cylinder bank ( odd numbered) and the right cylinder bank ( even numbered) and must
not be interchanged.
4. The coating material is applied to the piston after

the final piston machining process. Measuring the
outside diameter of a coated piston will not provide
accurate results. Therefore measuring the inside
diameter of the cylinder bore with a dial Bore
Gauge is MANDATORY. To correctly select the
proper size piston, a cylinder bore gauge capable
of reading in 0.003 mm (.0001 in.) increments is
required.
5. Piston installation into the cylinder bore requires
slightly more pressure than that required for non-
coated pistons. The bonded coating on the piston
will give the appearance of a line-to-line fit with the
cylinder bore.
REMOVAL
2. Remove the following components:
• Oil pan and gasket/windage tray (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
• Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL) and
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
• Timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL).
• Cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL) and (Refer to 9 - ENGINE/CYLINDER
HEAD - REMOVAL).
3. If necessary, remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cyl-
inder block. Be sure to keep tops of pistons covered during this operation. Pistons and connecting rods
must be removed from top of cylinder block. When removing piston and connecting rod assemblies from the
engine, rotate crankshaft so the each connecting rod is centered in cylinder bore.
CAUTION: DO NOT use a number stamp or a punch to mark connecting rods or caps, as damage to con-
necting rods could occur
NOTE: Connecting rods and bearing caps are not

interchangeable and should be marked before
removing to ensure correct reassembly.
4. Mark connecting rod and bearing cap positions

using a permanent ink marker or scribe tool.

5. Remove connecting rod cap. Install Special Tool 8507 Connecting Rod Guides into the connecting rod being
removed. Remove piston from cylinder bore. Repeat this procedure for each piston being removed.
CAUTION: Care must be taken not to nick crankshaft journals, as engine damage may occur
6. Immediately after piston and connecting rod removal, install bearing cap on the mating connecting rod to prevent
damage to the fractured cap and rod surfaces.
7. Carefully remove piston rings from piston(s), starting from the top ring down.
CLEANING
CAUTION: DO NOT use a wire wheel or other abrasive cleaning devise to clean the pistons or connecting
rods. The pistons have a Moly coating, this coating must not be damaged.
1. Using a suitable cleaning solvent clean the pistons in warm water and towel dry.
2. Use a wood or plastic scraper to clean the ring land grooves.
CAUTION: DO NOT remove the piston pin from the piston and connecting rod assembly.
INSPECTION
Check the connecting rod journal for excessive wear, taper and scoring (Refer to 9 - ENGINE/ENGINE BLOCK/
CONNECTING ROD BEARINGS - STANDARD PROCEDURE).
Check the connecting rod for signs of twist or bending.
Check the piston for taper and elliptical shape before it is fitted into the cylinder bore (Refer to 9 - ENGINE/ENGINE
BLOCK/PISTON & CONNECTING ROD - STANDARD PROCEDURE).
Check the piston for scoring, or scraping marks in the piston skirts. Check the ring lands for cracks and/or deteri-
oration.
INSTALLATION
1. Before installing piston and connecting rod assemblies into the bore, install the piston rings (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON RINGS - STANDARD PROCEDURE).
2. Immerse the piston head and rings in clean engine oil. Position a ring compressor over the piston and rings.
Tighten ring compressor. Ensure position of rings do not change during this operation.
3. Position bearing onto connecting rod. Lubricate bearing surface with clean engine oil.
4. Install Special Tool 8507 Connecting Rod Guides into connecting rod bolt threads.
5. The pistons are marked on the piston pin bore sur-
face with an raised “F” or arrow on top of piston
indicating installation position. This mark must be
pointing toward the front of engine on both cylinder
banks.
6. Wipe cylinder bore clean and lubricate with engine
oil.
7. Rotate crankshaft until connecting rod journal is on the center of cylinder bore. Insert rod and piston into cylinder
bore and carefully position connecting rod guides over crankshaft journal.
8. Tap piston down in cylinder bore using a hammer handle. While at the same time, guide connecting rod into
position on rod journal.
CAUTION: Connecting Rod Bolts are Torque to Yield Bolts and Must Not Be Reused. Always replace the
Rod Bolts whenever they are loosened or removed.
9. Lubricate rod bolts and bearing surfaces with engine oil. Install connecting rod cap and bearing. Tighten bolts to
21 N·m (15 ft. lbs.) plus a 90° turn.
10. Install the following components:
• Cylinder head(s). (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
• Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
• Install the intake manifold.
• Oil pan and gasket/windage tray. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
11. Fill crankcase with proper engine oil to correct level.
RINGS-PISTON
Before reinstalling used rings or installing new rings, the ring clearances must be checked.
1. Wipe the cylinder bore clean.
2. Insert the ring in the cylinder bore.
NOTE: The ring gap measurement must be made

with the ring positioned at least 12mm (0.50 inch.)
from bottom of cylinder bore.
3. Using a piston, to ensure that the ring is squared in

the cylinder bore, slide the ring downward into the
cylinder.
4. Using a feeler gauge check the ring end gap.
Replace any rings not within specification.
NOTE: Make sure the piston ring grooves are

clean and free of nicks and burrs.
5. Measure the ring side clearance as shown make

sure the feeler gauge fits snugly between the ring
land and the ring. Replace any ring not within
specification.
6. Rotate the ring around the piston, the ring must
rotate in the groove with out binding.
PISTON RING SPECIFICATION CHART
Ring Position Ring/Groove Maximum

Side Clearance Clearance
Upper Ring 0.02-0.07mm 0.11mm
(0.0008- 0.0028 in.) (0.004 in.)
Intermediate Ring 0.02-0.06 mm 0.10mm
(0.0008-0.0023 in.) (0.004 in.)

Ring Position Ring Gap Wear Limit
(0.0090-0.0149 in.) (0.017 in.)
Intermediate Ring 0.35-0.60mm 0.74mm
(0.0137-0.0236 in.) (0.029 in.)
Oil Control Ring 0.015-0.66mm 0.76mm
(Steel Rail) (0.0059- 0.0259 in.) (0.030 in.)
7. The No. 1 and No. 2 piston rings have a different cross section. Ensure No. 2 ring is installed with manufacturers
I.D. mark (Dot) facing up, towards top of the piston.
NOTE: Piston rings are installed in the following order:

8. Install the oil ring expander.

9. Install upper side rail by placing one end between
the piston ring groove and the expander ring. Hold
end firmly and press down the portion to be
installed until side rail is in position. Repeat this
step for the lower side rail.
10. Install No. 2 intermediate piston ring using a pis-

ton ring installer.
11. Install No. 1 upper piston ring using a piston ring
installer.
12. Position piston ring end gaps as shown in. It is

important that expander ring gap is at least 45°
from the side rail gaps, but not on the piston pin
center or on the thrust direction.
DAMPER-CRANKSHAFT
REMOVAL
2. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL).
3. Drain cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
4. Remove radiator upper hose.
5. Remove fan shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
and 1023 Three Jaw Puller.
INSTALLATION
CAUTION: To prevent severe damage to the Crank-
shaft, Damper or Special Tool 8512–A, thoroughly
clean the damper bore and the crankshaft nose
before installing Damper.
1. Slide damper onto crankshaft slightly.
CAUTION: Special Tool 8512–A, is assembled in a

specific sequence. Failure to assemble this tool in
this sequence can result in tool failure and severe
damage to either the tool or the crankshaft.
2. Assemble Special Tool 8512–A as follows, The nut

is threaded onto the shaft first (2). Then the roller
bearing (1) is placed onto the threaded rod (3) The
hardened bearing surface of the bearing (1) MUST
face the nut (2). Then the hardened washer (5)
slides onto the threaded rod (3). Once assembled coat the threaded rod’s threads with MoparT Nickel Anti-Seize
or (Loctite No. 771).
3. Using Special Tool 8512–A, press damper onto crankshaft.
4. Install then tighten crankshaft damper bolt to 176 N·m (129 ft. lbs.).
5. Install radiator upper hose.
6. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).

COVER-STRUCTURAL
DESCRIPTION
The structural dust cover is made of die cast aluminum and joins the lower half of the transmission bell housing to
the engine. The LX uses an integral one piece aluminum oil pan/structural cover.
OPERATION
The structural cover provides additional powertrain stiffness and reduces noise and vibration. The LX uses an inte-
gral structural cover/oil pan.
SOLENOID-MDS
DESCRIPTION
The Multi Displacement System selectively deactivates cylinders 1,4,6, and 7, to improve fuel economy. It has two
modes of operation :
• 8 cylinders for acceleraton and heavy loads.
• 4 cylinders for cruising and city traffic.
The main components of the Multi Displacement System are :
• Unique MDS camshaft.
• Deactivating roller tappets.
• 4 control valves/solenoids.
• control valve/solenoid wiring harness.
• oil temp sensor.
OPERATION
Cylinder Deactivation
• Trap an exhaust charge from a normal combustion event
• Normal combustion event
• Don’t open the exhaust valve
• Don’t open the intake valve
• Piston is an air spring
• Cylinders deactivated in firing sequence
Cylinder Reactivation
• Open the exhaust valve
• Empty the cylinder
• Open the intake valve
• Normal combustion event
• Cylinders reactivated in firing sequence

The Multi Displacement System has the following detectible issues:
• Solenoid circuit
• Fail to deactivate a cylinder(s)
• Fail to reactivate a cylinder(s)
• Low oil pressure
MDS does not activate 1. Low oil pressure 1. Check for proper oil pressure
2. Bad oil temp sensor 2. Replace oil temp sensor
3. Malfunctioning MDS Solenoid 3. Replace Solenoid
4. Malfunctioning MDS Tappet 4. Replace Tappet
MDS Does Not Deactivate 1. Low oil pressure 1. Check for proper oil pressure
2. Bad oil temp sensor 2. Replace oil temp sensor
3. Malfunctioning MDS Solenoid 3. Replace Solenoid
4. Malfunctioning MDS Tappet 4. Replace Tappet
REMOVAL
2. Remove the intake manifold. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
3. Remove wiring harness connectors from the MDS solenoids.
4. Remove hold down bolt from MDS solenoid.
5. Remove MDS solenoid.
INSTALLATION
1. Verify that MDS bores are free of debris, before solenoid installation.
2. Install MDS solenoid fully into block.
3. Install hold down bolt and torque to 11 N·m (97 in. lbs.).
4. Reconnect the MDS wiring harness to the solenoids.
5. Install the intake manifold. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
ENGINE MOUNTING-FRONT
REMOVAL
REMOVAL

2. Raise vehicle.
4. Remove hydromount to frame studs (3,4) and nuts.

5. Raise engine using suitable jack.
6. Remove hydromount to bracket fasteners (1,2).
7. Remove hydromount from engine.
8. Remove engine mount brackets (1), if needed.
REMOVAL - AWD

2. Raise vehicle.
3. Remove the generator support bracket.
4. Remove the heat shield (1).
5. Remove engine hydromount to frame nuts, and

studs (3).
7. Remove engine mount to insulator bolts (2).
8. Remove engine hydromount (1) from engine.
INSTALLATION
INSTALLATION
1. Install the engine mount brackets (1), if removed.

2. Install hydromount (3) on the engine. Tighten

hydromount to bracket fasteners.
3. Install the studs (3,1) to the hydromount (2).
4. Install the generator support bracket (1).

5. Lower the engine.
6. Install the nuts on the studs (3,4), and tighten.

7. Lower vehicle.
INSTALLATION - AWD
1. Install the engine mount brackets, if removed.
3. Install the fasteners to the hydromount (2,3,).
4. Install the generator support bracket.
5. Install the heat shields (1).

7. Install the hydromount (1) to frame nuts on the

studs, and tighten.
8. Lower vehicle.
MOUNTING-ENGINE REAR
REMOVAL
1. Raise the vehicle on a hoist.
2. Using a suitable jack, support transmission.
3. Remove the crossmember (2).
4. Remove the fasteners (1) from the transmission

mount (3) to crossmember.
5. Remove the mount (3).
6. Remove the transmission mount bracket (2), if

required.
INSTALLATION
1. Install the transmission mount bracket (2), if
removed.
2. Position the transmission mount (3) on the trans-

mission mount bracket (2). Install the bolts (1) that
attach the transmission mount (3) to the bracket
(2).
3. Torque the bolts to N·m ( ft.lbs.) torque.
4. Install the crossmember (2).

LUBRICATION
DESCRIPTION
The lubrication system is a full flow filtration pressure feed type.

DIAGNOSIS AND TESTING - CHECKING ENGINE OIL PRESSURE
1. Remove oil pressure sending unit and install gauge assembly C-3292.
2. Run engine until thermostat opens.
3. Oil Pressure:
• Curb Idle–25 kPa (4 psi) minimum
• 3000 rpm–170 - 758 kPa (25 - 110 psi)
4. If oil pressure is 0 at idle, shut off engine. Check for a clogged oil pick-up screen or a pressure relief valve stuck
open.
DIAGNOSIS AND TESTING - ENGINE OIL LEAK

stopping the leak.
minutes. Check the oil dipstick to make sure the dye is thoroughly mixed as indicated with a bright yellow color
under a black light.
the oil leak is found and identified, repair per service manual instructions.
tion.If the oil leak source is not positively identified at this time, proceed with the air leak detection test
method.
Air Leak Detection Test Method

1. Remove the PCV valve from the IAFM. Cap or plug the PCV valve grommet.
2. Attach an air hose with pressure gauge and regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to more than 20.6 kPa (3 PSI) of test pressure.
3. Gradually apply air pressure from 1 psi to 2.5 psi maximum while applying soapy water at the suspected source.
Adjust the regulator to the suitable test pressure that provide the best bubbles which will pinpoint the leak
source. If the oil leak is detected and identified, repair per service manual procedures.
4. If the leakage occurs at the rear oil seal area, refer to the section, Inspection for Rear Seal Area Leak.
5. If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps. Install the PCV
valve.

b. Where leakage tends to run straight down, possible causes are a porous block, distributor seal, camshaft
bore cup plugs oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces.
4. If no leaks are detected, pressurize the crankcase as outlined in the, Inspection (Engine oil Leaks in general)
scratches. The crankshaft seal flange is especially machined to complement the function of the rear oil seal.
OIL
STANDARD PROCEDURE - ENGINE OIL SERVICE
The engine oil level indicator is located at the right hand of the engine on the 5.7L engines.
CRANKCASE OIL LEVEL INSPECTION

CAUTION: Do not overfill crankcase with engine oil, pressure loss or oil foaming can result.
Inspect engine oil level approximately every 800 kilometers (500 miles). Unless the engine has exhibited loss of oil
pressure, run the engine for about ten minutes before checking oil level. Checking engine oil level on a cold engine
is not accurate.
To ensure proper lubrication of an engine, the engine oil must be maintained at an acceptable level. The acceptable
levels are indicated between the ADD and SAFE marks on the engine oil dipstick.
1. Position vehicle on level surface.
2. With engine OFF, allow approximately five minutes for oil to settle to bottom of crankcase, remove engine oil
dipstick.
3. Wipe dipstick clean.
4. Install dipstick and verify it is seated in the tube.
5. Remove dipstick, with handle held above the tip, take oil level reading.
6. Add oil only if level is below the ADD mark on dipstick.
ENGINE OIL CHANGE

Change engine oil at mileage and time intervals described in Maintenance Schedules (Refer to LUBRICATION &
MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIPTION).
Run engine until achieving normal operating temperature.
2. Remove oil fill cap.
3. Hoist and support vehicle on safety stands.
4. Remove the belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - REMOVAL).
6. Remove drain plug from crankcase and allow oil to drain into pan. Inspect drain plug threads for stretching or
other damage. Replace drain plug if damaged.
7. Install drain plug in crankcase. Torque to 27 N·m ( 20 ft. lbs.).
8. Lower vehicle and fill crankcase with specified type and amount of engine oil described in this section.
9. Install oil fill cap.
11. Stop engine and inspect oil level.
12. Install the belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - INSTALLATION).
NOTE: Care should be exercised when disposing used engine oil after it has been drained from a vehicle
engine. Refer to the WARNING at beginning of this section.
FILTER-ENGINE OIL
REMOVAL
All engines are equipped with a high quality full-flow, disposable type oil filter. DaimlerChrysler Corporation recom-
mends a MoparT or equivalent oil filter be used.
1. Remove belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - REMOVAL) .
2. Position a drain pan under the oil filter.
3. Using a suitable oil filter wrench loosen filter.
4. Rotate the oil filter counterclockwise to remove it from the cylinder block oil filter boss.
5. When filter separates from cylinder block oil filter boss, tip gasket end upward to minimize oil spill. Remove filter
from vehicle.
NOTE: Make sure filter gasket was removed with filter.
6. With a wiping cloth, clean the gasket sealing surface of oil and grime.
INSTALLATION
1. Lightly lubricate oil filter gasket (2) with engine oil.
2. Thread filter onto adapter nipple. When gasket
makes contact with sealing surface, hand tighten
filter one half turn, or 180°,do not over tighten.
3. Add oil, verify crankcase oil level and start engine.
Inspect for oil leaks.
4. Install belly pan (Refer to 23 - BODY/EXTERIOR/
BELLY PAN - INSTALLATION).
PAN-ENGINE OIL
REMOVAL
2. Remove the intake manifold. (Refer to 9 - ENGINE/
3. Install engine lift fixture (2)special tool # 8984 and
adapter (4) # 8984–UPD. Never use air tools
when installing fasteners to engine.
4. Raise vehicle.
5. Remove the belly pan (2) (Refer to 23 - BODY/EX-

TERIOR/BELLY PAN - REMOVAL).
7. Unbolt and lower the steering rack from the
mounts. Do not remove P/S hoses, tie rod ends
or disconnect steering column.
8. Remove both left and right side engine hydromount

to frame nuts, and studs (3,4).
9. Remove the engine oil dipstick and tube from the
oil pan.
11. Install engine support fixture special tool # 8534.
Do not use the third leg.
12. Raise engine using special tool # 8534 and #8984
to provide clearance to remove oil pan.
NOTE: Do not pry on oil pan or oil pan gasket.

Gasket is integral to engine windage tray and does
not come out with oil pan.
NOTE: The horizontal M10 fasteners are 5 mm

longer in length, and must be reinstalled in origi-
nal locations.
13. Remove the M10 fasteners (vertical and horizon-

tal) from the rear of the oil pan to the transmission
and engine.
14. Remove the oil pan mounting bolts and oil pan.
NOTE: When the oil pan is removed, a new oil pan

gasket/windage tray assembly must be installed.
The old gasket cannot be reused.
15. Discard the integral windage tray and gasket and

replace.
INSTALLATION
1. Clean the oil pan gasket mating surface of the block and oil pan.
NOTE: MoparT Engine RTV must be applied to the 4 T-joints, (area where front cover, rear retainer, block,
and oil pan gasket meet). The bead of RTV should cover the bottom of the gasket. This area is approxi-
mately 4.5 mm x 25 mm in each of the 4 T-joint locations.
2. Apply MoparT Engine RTV at the 4 T- joints.
NOTE: When the oil pan is removed, a new oil pan gasket/windage tray assembly must be installed. The old
gasket cannot be reused.
3. Install a new oil pan gasket/windage tray assembly.

4. If removed, reinstall the oil pump pickup tube with new o-ring. Tighten tube to pump fasteners to 28 N·m (250 in.
lbs.).

nal locations.
NOTE: New M6 fasteners must be used when rein-

stalling the oil pan. Do not reuse the old M6 fas-
teners.
5. Align the rear of the oil pan with the rear face of
the engine block, and install the M10 and M6 oil
pan fasteners finger tight. Using the following
torque sequence, torque the M6 mounting bolts to
5 N·m (44 in.lbs.).
6. Using the following torque sequence, torque the
M10 oil pan fasteners to 54 N·m (39 ft.lbs.).
M6 oil pan fasteners to 12 N·m (106 in.lbs.).
8. Lower the engine into mounts using special tool #
8534.
9. Install the left side engine mount studs (3) and

nuts. Torque the studs and nuts to N·m ( ft. lbs.).
10. Install the right side engine mount studs (4) and
11. Install the engine oil dipstick and tube.
12. Install the steering rack. (Refer to 19 - STEER-
ING/GEAR - INSTALLATION).
13. Remove special tool # 8534.
14. Remove special tool # 8984 (2).

TION).
16. Fill engine oil.
17. Install oil filter, if removed.
18. Reconnect the negative battery cable.

PAN-ENGINE OIL-AWD
REMOVAL
3. Remove the intake manifold. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).

4. Install engine lift fixture (2) special tool # 8984 and
adapter # 8984–UPD. Never use air tools when
installing fasteners to engine.
5. Raise vehicle.

7. Remove both left and right side engine mount to
frame fasteners.
9. Unbolt (2,3,4) and lower the steering rack (1) from

the mounts. Do not remove P/S hoses, tie rod
ends or disconnect steering column.
oil pan.
11. Remove the left and right side exhaust at the
manifolds. (Refer to 11 - EXHAUST SYSTEM/
CATALYTIC CONVERTER - REMOVAL).
12. Mark the front driveshaft to the flange at both

ends to ensure correct installation.
13. Remove front drive shaft fasteners from the differ-
ential and transfer case. Remove the driveshaft
from the vehicle.
14. Remove the left (2) and right front drive axles.
15. Remove the differential support bracket (1) from

the differential to the engine block.
16. Unbolt the differential (4) from the oil pan (3).
17. Rotate the differential (4) so the drive flange is
facing forward and the oil pan side is facing up.
Remove the differential out through the opening at
the rear of the cradle.
18. Remove the intermediate shaft (2) from the oil

pan (3).

20. Install engine support fixture special tool # 8534. Do not attempt to fasten fixture to vehicle body, or attach
the third support leg to the radiator support.
21. Raise engine using special tool # 8534 and #8984 to provide clearance to remove oil pan.
22. Raise vehicle.
NOTE: Do not pry on oil pan or oil pan gasket. Gasket is integral to engine windage tray and does not come
out with oil pan.

nal locations.

and engine.


replace.
INSTALLATION
2. Apply MoparT Engine RTV at the 4 T- joints (1,2).



4. If removed, reinstall the oil pump pickup tube with
new o-ring. Tighten tube to pump fasteners to 28
N·m (250 in. lbs.).

nal locations.

teners.
5 N·m (44 in.lbs.).
6. Using the following torque sequence, torque the M10 oil pan fasteners to 54 N·m (39 ft.lbs.).
7. Using the following torque sequence, torque the M6 oil pan fasteners to 12 N·m (106 in.lbs.).
8. Install the intermediate shaft (2) to the oil pan (3).
Torque fasteners to 28N·m (21ft. lbs).
9. Install the front differential through the opening at

the rear of the cradle, and attach to the oil pan..
10. Fasten the differential (4) to the oil pan (3) Torque
to 65 N·m (48 ft. lbs).
11. Install the differential support bracket (1) to the dif-

ferential and the engine block.
12. Install the left (2) and right front drive axles.
(Refer to 3 - DIFFERENTIAL & DRIVELINE/HALF
SHAFT - INSTALLATION).
13. Install front drive shaft into the differential and
transfer case. (Refer to 3 - DIFFERENTIAL &
DRIVELINE/PROPELLER SHAFT - INSTALLA-
TION)
15. Install the steering gear (1). (Refer to 19 -

STEERING/GEAR - INSTALLATION).
8534.
17. Install both the left and right side engine mount
studs and nuts.

19. Remove special tool # 8984 (2,4).
TION).
21. Install the left and right side exhaust at the mani-
folds. (Refer to 11 - EXHAUST SYSTEM/CATA-
LYTIC CONVERTER - INSTALLATION).

PUMP-ENGINE OIL
REMOVAL
1. Remove the oil pan and pick-up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
REMOVAL).
3. Remove the four bolts, and the oil pump.
CLEANING
INSPECTION
CAUTION: Oil pump pressure relief valve and
spring should not be removed from the oil pump.
If these components are disassembled and or
removed from the pump the entire oil pump
assembly must be replaced.
1. Remove the pump cover.

pump housing should be smooth. If the pump cover
is scratched or grooved the oil pump assembly
should be replaced.
3. Slide outer rotor into the body of the oil pump.
Press the outer rotor to one side of the oil pump
body and measure clearance between the outer
rotor (2) and the body. If the measurement is
0.235mm (0.009 in.) or more the oil pump assem-
bly must be replaced.
4. Install the inner rotor in the into the oil pump body.
Measure the clearance between the inner (3) and
outer rotors (1). If the clearance between the rotors
is .150 mm (0.006 in.) or more the oil pump
5. Place a straight edge (1) across the body of the oil

pump (between the bolt holes), if a feeler gauge (2)
of .095 mm (0.0038 in.) or greater can be inserted
between the straightedge and the rotors, the pump
must be replaced.
6. Reinstall the pump cover. Torque fasteners to 15
N·m (132 in. lbs.).
NOTE: The 5.7 Oil pump is released as an assem-

bly. There are no DaimlerChrysler part numbers for
Sub-Assembly components. In the event the oil
pump is not functioning or out of specification it
must be replaced as an assembly.
INSTALLATION
1. Position the oil pump onto the crankshaft and install the 4 oil pump retaining bolts.
2. Tighten the oil pump retaining bolts to 28 N·m (250 in. lbs.).
3. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTAL-
LATION).
4. Install the pick-up tube and oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
COOLER ENGINE OIL

DESCRIPTION
An engine oil cooler is used on the 5.7L engine, equipped with the police package. The cooler is a coolant-to-oil
type and mounted between the oil filter and oil filter adapter.
REMOVAL
2. Drain cooling system. (Refer to 7 - COOLING - STANDARD PROCEDURE).
3. Disconnect oil cooler coolant hoses.
4. Remove oil filter.
5. Remove oil cooler connector bolt.
6. Remove oil cooler.
INSTALLATION
1. Replace oil cooler seal.
2. Lubricate seal and position oil cooler to oil filter adapter, aligning notch to tab.
3. Install oil cooler connector bolt. Torque connector bolt to 55 N·m (41 ft. lbs.).
4. Install oil filter.
5. Connect oil cooler coolant hoses.
6. Lower vehicle.
7. Fill cooling system. (Refer to 7 - COOLING - STANDARD PROCEDURE).
MANIFOLD - INTAKE
DESCRIPTION
The intake manifold is made of a composite material and features long runners which maximizes low end torque.
The intake manifold uses single plane sealing which consist of eight individual press in place port gaskets to prevent
leaks.
DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKAGE

not be functioning.
WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING. DO NOT STAND IN A DIRECT LINE
WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE PULLEYS, BELTS OR THE FAN. DO NOT WEAR
LOOSE CLOTHING.

2. Spray a small stream of water at the suspected leak area.
3. If a change in RPM is observed the area of the suspected leak has been found.
REMOVAL
1. Remove engine cover.
2. Bleed fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE).
4. Remove air inlet hose.
5. Remove ignition wires from on top of intake manifold.
6. Disconnect electrical connectors for the following components:
• Fuel Injectors
• ETC ( Electric Throttle Control )
7. Remove wire harness from intake manifold.
8. Disconnect brake booster hose, purge hose, and MUA hose ( Make Up Air Hose ).
9. Remove EGR tube from intake manifold.
10. Remove intake manifold retaining fasteners in a crisscross pattern starting from the outside bolts and ending at
the middle bolts.
11. Remove intake manifold as an assembly.
CLEANING
NOTE: There is NO approved repair procedure for the intake manifold. If severe damage is found during
inspection, the intake manifold must be replaced.
Before installing the intake manifold thoroughly clean the mating surfaces. Use a suitable cleaning solvent, then air
dry.
INSPECTION
1. Inspect the intake sealing surface for cracks, nicks and distortion.
2. Inspect the intake manifold vacuum hose fittings for looseness or blockage.
INSTALLATION
1. Position intake manifold.
2. Install intake manifold retaining bolts, and tighten in sequence from the middle bolts towards the outside in a
crisscross pattern. Torque fasteners to 12 N·m (105 in. lbs.).
3. Install EGR tube.
4. Install wire harness on intake manifold.
5. Connect electrical connectors for the following components:
• Fuel Injectors
• ETC ( Electronic Throttle Control )
6. Install ignition wires.
7. Connect Brake booster hose, purge hose, and MUA hose ( Make Up Air hose ).
8. Install air inlet hose.
10. Install engine cover.
MANIFOLD - EXHAUST
DESCRIPTION
The exhaust manifolds are log style with a patented flow enhancing design to maximize performance. The exhaust
manifolds are made of high silicon molybdenum cast iron. A multi-layer stainless steel exhaust manifold gasket is
used to improve sealing to the cylinder head. The exhaust manifolds are covered by a three layer laminated heat
shield for thermal protection and noise reduction. The heat shields are fastened with a torque prevailing nut that is
backed off slightly to allow for the thermal expansion of the exhaust manifold, with the exception of the nut, which
also secures the oil dipstick tube bracket. That nut should not be backed off.
OPERATION
The exhaust manifolds collect the engine exhaust exiting the combustion chambers, then channels the exhaust
gases to the exhaust pipes attached to the manifolds.
REMOVAL
EXHAUST MANIFOLD

2. Raise vehicle.
3. Remove exhaust pipe to manifold bolts.
4. Remove engine mount to frame fasteners (3,4).
5. Using suitable jack, raise engine enough to remove
manifolds.
CAUTION: Do not damage engine harness while

raising the engine.
6. Remove the engine mount (Refer to 9 - ENGINE/

ENGINE MOUNTING/FRONT MOUNT -
REMOVAL).
7. Remove heat shield.

8. Remove manifold bolts using sequence provided.
9. Remove manifold and gasket.
CLEANING
Clean mating surfaces on cylinder head and manifold. Wash with solvent and blow dry with compressed air.
INSPECTION
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness with a straight edge. Gasket surfaces must be flat within 0.2 mm per
300 mm (0.008 inch per foot).
INSTALLATION
EXHAUST MANIFOLD
1. Install manifold gasket and manifold.

2. Install manifold bolts and tighten to 25 N·m (18 ft.
lbs.).
3. Install heat shield and tighten nuts to 8 N·m (70 in.
lbs.).
4. Install engine mounts (3). (Refer to 9 - ENGINE/

ENGINE MOUNTING/FRONT MOUNT - INSTAL-
LATION)
5. Lower engine.
CAUTION: Do not damage engine harness while

lowering the engine.
6. Install and tighten right and left side engine mount

to frame fasteners (4) (Refer to 9 - ENGINE/EN-
GINE MOUNTING/FRONT MOUNT - INSTALLA-
TION).
7. Install exhaust flange to pipe bolts.
8. Lower vehicle.
COVER-TIMING
REMOVAL
5. Remove accessory drive belt.
6. Remove fan and fan drive assembly (Refer to 7 -
COOLING/ENGINE/FAN DRIVE VISCOUS
CLUTCH - REMOVAL).
7. Remove coolant bottle and washer bottle.
8. Remove fan shroud.
NOTE: It is not necessary to disconnect A/C lines

or discharge freon.
9. Remove A/C compressor and set aside.

12. Disconnect both heater hoses at timing cover.
13. Disconnect lower radiator hose at engine.
14. Remove accessory drive belt tensioner and both
idler pulleys.
REMOVAL).
NOTE: Do not remove the hoses from the power

steering pump.
16. Remove power steering pump and set aside.

17. Remove the dipstick support bolt.

18. Drain the engine oil.
19. Remove the oil pan and pick up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
NOTE: It is not necessary to remove water pump for timing cover removal.
20. Remove timing cover bolts and remove cover.

21. Verify that timing cover slide bushings (1) are located in timing cover.
INSTALLATION
1. Clean timing chain cover and block surface.
NOTE: Always install a new gasket on timing cover.
2. Verify that the slide bushings (1) are installed in timing cover.
3. Install cover and new gasket. Tighten fasteners to 28 N·m (250 in. lbs.).
NOTE: The large lifting stud is torqued to 55 N·m (40 ft. lbs.).
4. Install the oil pan and pick up tube (Refer to 9 -

ENGINE/LUBRICATION/OIL PAN - INSTALLA-
TION).
7. Install power steering pump.
8. Install the dipstick support bolt.
9. Install the thermostat housing.
LATION).
11. Install accessory drive belt tensioner assembly
and both idler pulleys.
12. Install radiator lower hose.

13. Install both heater hoses.
14. Install radiator fan shroud.
15. Install the fan and fan drive assembly
16. Install the accessory drive belt.
17. Install the coolant bottle and washer bottle.
18. Install the upper radiator hose.
19. Install the air cleaner assembly.
20. Fill cooling system.
22. Connect the battery negative cable.
TIMING CHAIN & SPROCKETS

REMOVAL

3. Remove Timing Chain Cover (1).
4. Re-install the vibration damper bolt finger tight.
Using a suitable socket and breaker bar, rotate the
crankshaft to align timing chain sprockets and key-
ways as shown.
CAUTION: The camshaft pin and the slot in the

cam sprocket must be clocked at 12:00 (2). The
crankshaft keyway must be clocked at 2:00 (3).
The crankshaft sprocket must be installed so that
the dots and or paint marking is at 6:00.
5. Remove oil pump.
6. Retract tensioner shoe (1) until hole in shoe lines up with hole in bracket..
7. Slide a suitable pin (1) into the holes.
8. Remove camshaft sprocket attaching bolt and

remove timing chain with crankshaft and camshaft
sprockets (2).
9. If tensioner assembly is to be replaced, remove the
tensioner to block bolts and remove tensioner
assembly.
INSTALLATION
1. If tensioner (1) assembly is being replaced, install tensioner and mounting bolts. Torque bolts to 28 N·m (250 in.
lbs.).
2. Retract tensioner (2) if required.
CAUTION: The timing chain must be installed with

the single plated link aligned with the dot and or
paint marking on the camshaft sprocket. The
crankshaft sprocket is aligned with the dot and or
paint marking on the sprocket between two plated
timing chain links.

cam sprocket must be clocked at 12:00. The
crankshaft keyway must be clocked at 2:00. The
crankshaft sprocket must be installed so that the
dots and or paint marking is at 6:00.
3. Place both camshaft sprocket and crankshaft

sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft bores.
4. Place timing chain around both sprockets.
5. Lift sprockets and chain (keep sprockets tight
against the chain in position as shown).
6. Slide both sprockets (2,3) evenly over their respec-
tive shafts and check alignment of timing marks.
7. Install the camshaft bolt. Tighten the bolt to 122 N·m (90 ft. lbs.) torque.
8. Remove tensioner pin. (1) Again, verify alignment

of timing marks.

10. Install the oil pan and pick up (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
11. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
13. Fill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
15. Start engine and check for oil and coolant leaks.
TENSIONER - TIMING CHAIN

DESCRIPTION
The timing chain tensioner is a stamped steel constant tension mechanical design. It is mounted to the front of the
engine, behind the timing chain drive.
OPERATION
The timing chain tension is maintained by routing the timing chain through the tensioner assembly. A nylon covered
spring steel arm presses on the timing chain maintaining the correct chain tension.
TABLE OF CONTENTS
page page
ENGINE - 6.1L SERVICE INFORMATION ROCKER ARM

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2454 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2505
DIAGNOSIS AND TESTING - ENGINE SEALS-VALVE GUIDE
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . . 2455 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2510
DIAGNOSIS AND TESTING - ENGINE SPRINGS-VALVE
DIAGNOSIS - LUBRICATION. . . . . . . . . . . . . . 2457 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2511
DIAGNOSIS AND TESTING - CYLINDER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2517
COMBUSTION PRESSURE LEAKAGE . . . . . 2458 ENGINE BLOCK
DIAGNOSIS AND TESTING - CYLINDER CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2522
COMPRESSION PRESSURE . . . . . . . . . . . . . 2459 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2522
DIAGNOSIS AND TESTING - ENGINE CAMSHAFT
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . . 2459 REMOVAL
DIAGNOSIS AND TESTING - ENGINE REMOVAL - CAMSHAFT CORE HOLE PLUG . . 2523
DIAGNOSIS - PERFORMANCE . . . . . . . . . . . 2460 REMOVAL - CAMSHAFT . . . . . . . . . . . . . . . . . . . 2523
DIAGNOSIS AND TESTING - ENGINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2527
DIAGNOSIS - INTRODUCTION. . . . . . . . . . . . 2461 INSTALLATION
STANDARD PROCEDURE INSTALLATION - CAMSHAFT CORE HOLE
STANDARD PROCEDURE - REPAIR PLUG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2527
DAMAGED OR WORN THREADS . . . . . . . . . 2461 INSTALLATION - CAMSHAFT . . . . . . . . . . . . . . 2528
STANDARD PROCEDURE - HYDROSTATIC CRANKSHAFT
LOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2461 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2533
REMOVAL - ENGINE . . . . . . . . . . . . . . . . . . . . . . . . 2462 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2537
INSTALLATION - ENGINE . . . . . . . . . . . . . . . . . . . 2468 BEARINGS-CRANKSHAFT MAIN
SPECIFICATIONS STANDARD PROCEDURE - CRANKSHAFT
6.1L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2473 MAIN BEARING - FITTING . . . . . . . . . . . . . . . . 2542
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2478 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2542
SPECIAL TOOLS SEAL-CRANKSHAFT OIL-FRONT
6.1L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2480 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2543
AIR INTAKE SYSTEM INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2544
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2483 SEAL-CRANKSHAFT OIL-REAR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2485 DIAGNOSIS AND TESTING - REAR SEAL
CYLINDER HEAD AREA LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2545
OPERATION—CYLINDER HEAD . . . . . . . . . . . . . 2487 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2545
DIAGNOSIS AND TESTING - CYLINDER HEAD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2546
GASKET FAILURE . . . . . . . . . . . . . . . . . . . . . . . 2487 RETAINER-CRANK REAR OIL - SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2488 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2547
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2491 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2547
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2491 FLEX PLATE
COVER-CYLINDER HEAD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2548
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2497 TAPPETS-HYDRAULIC ROLLER
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2500 DIAGNOSIS AND TESTING - HYDRAULIC
VALVES & SEATS - INTAKE/EXHAUST TAPPETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2549
DESCRIPTION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2549
DESCRIPTION - VALVE GUIDES . . . . . . . . . . . 2503 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2551
DESCRIPTION - VALVES . . . . . . . . . . . . . . . . . . 2503 PISTON & CONNECTING ROD
STANDARD PROCEDURE - REFACING . . . . . . . 2503 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2552
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2504 STANDARD PROCEDURE - PISTON FITTING . 2552
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2554
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2554 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2578

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2555 PUMP-ENGINE OIL
RINGS-PISTON REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2582
STANDARD PROCEDURE - PISTON RING CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2582
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2557 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2583
DAMPER-CRANKSHAFT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2584
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2560 MANIFOLD - INTAKE
COVER-STRUCTURAL DIAGNOSIS AND TESTING - INTAKE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2562 MANIFOLD LEAKAGE . . . . . . . . . . . . . . . . . . . . 2585
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2562 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2585
ENGINE MOUNTING-FRONT CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2585
MOUNTING-ENGINE REAR MANIFOLD - EXHAUST
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2572 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2588
DIAGNOSIS AND TESTING INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2588
DIAGNOSIS AND TESTING - CHECKING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2589
ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . 2572 COVER-TIMING
DIAGNOSIS AND TESTING - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2591
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2572 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2593
OIL TIMING CHAIN & SPROCKETS
STANDARD PROCEDURE - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2595
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2574 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2598
FILTER-ENGINE OIL TENSIONER - TIMING CHAIN
PAN-OIL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2576

DESCRIPTION
The 6.1L engine (370 CID) eight-cylinder engine is a 90° V-Type lightweight, deep skirt cast iron block, aluminum
heads, single cam, overhead valve engine with hydraulic roller tappets. The heads incorporate splayed valves with
a hemispherical style combustion chamber and dual spark plugs. The cylinders are numbered from front to rear; 1,
3, 5, 7 on the left bank and 2, 4, 6, 8 on the right bank. The firing order is 1-8-4-3-6-5-7-2.

ENGINE MECHANICAL DIAGNOSIS CHART
NOISY VALVES/LIFTERS 1. High or low oil level in crankcase 1. Check for correct oil level. Adjust
oil level by draining or adding as
needed
2. Thin or diluted oil 2. Change oil. (Refer to 9 -

ENGINE/LUBRICATION/OIL -
STANDARD PROCEDURE)
DIAGNOSIS AND TESTING) for
engine oil pressure test/
specifications
4. Dirt in tappets/lash adjusters 4. Clean/replace hydraulic
tappets/lash adjusters
5. Bent push rod(s) 5. Install new push rods
6. Worn rocker arms 6. Inspect oil supply to rocker arms
and replace worn arms as needed
7. Worn tappets/lash adjusters 7. Install new hydraulic tappets/lash
adjusters
8. Worn valve guides 8. Inspect all valve guides and
replace as necessary
9. Excessive runout of valve seats 9. Grind valves and seats
or valve faces
CONNECTING ROD NOISE 1. Insufficient oil supply 1. Check engine oil level.
DIAGNOSIS AND TESTING) engine
oil pressure test/specifications
(Refer to 9 - ENGINE/
LUBRICATION/OIL - STANDARD
PROCEDURE) for correct
procedure/engine oil specifications
4. Excessive connecting rod 4. Measure bearings for correct
bearing clearance clearance with plasti-gage. Repair
as necessary
5. Connecting rod journal out of 5. Replace crankshaft or grind
round journals
6. Misaligned connecting rods 6. Replace bent connecting rods
MAIN BEARING NOISE 1. Insufficient oil supply 1. Check engine oil level.

4. Excessive main bearing 4. Measure bearings for correct
clearance clearance. Repair as necessary
5. Excessive end play 5. Check crankshaft thrust bearing
for excessive wear on flanges
6. Crankshaft main journal out of 6. Grind journals or replace
round or worn crankshaft
7. Loose flywheel or torque 7. Inspect crankshaft, flexplate/
converter flywheel and bolts for damage.
Tighten to correct torque
LOW OIL PRESSURE 1. Low oil level 1. Check oil level and fill if
necessary
2. Faulty oil pressure sending unit 2. Install new sending unit

3. Clogged oil filter 3. Install new oil filter
4. Worn oil pump 4. Replace oil pump assembly.
6. Excessive bearing clearance 6. Measure bearings for correct
clearance
7. Oil pump relief valve stuck 7. Remove valve to inspect, clean
and reinstall
8. Oil pickup tube loose, broken, 8. Inspect oil pickup tube and pump,
bent or clogged and clean or replace if necessary
9. Oil pump cover warped or 9. Install new oil pump
cracked
10. Faulty or missing piston cooling 10. Replace piston cooling jets.
jets.
OIL LEAKS 1. Misaligned or deteriorated 1. Replace gasket

gaskets
2. Loose fastener, broken or porous 2. Tighten, repair or replace the part
metal part
3. Front or rear crankshaft oil seal 3. Replace seal
leaking
4. Leaking oil gallery plug or cup 4. Remove and reseal threaded
plug plug. Replace cup style plug
EXCESSIVE OIL CONSUMPTION 1. CCV System malfunction 1. (Refer to 25 - EMISSIONS

OR SPARK PLUGS OIL FOULED CONTROL/EVAPORATIVE
EMISSIONS - DESCRIPTION) for
correct operation
2. Defective valve stem seal(s) 2. Repair or replace seal(s)
3. Worn or broken piston rings 3. Hone cylinder bores. Install new
rings
4. Scuffed pistons/cylinder walls 4. Hone cylinder bores and replace
pistons as required
5. Carbon in oil control ring groove 5. Remove rings and de-carbon
piston
6. Worn valve guides 6. Inspect/replace valve guides as
necessary
7. Piston rings fitted too tightly in 7. Remove rings and check ring end
grooves gap and side clearance. Replace if
necessary
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION
OIL LEAKS 1. Gaskets and O-Rings. 1.

(a) Misaligned or damaged. (a) Replace as necessary.
(b) Loose fasteners, broken or (b) Tighten fasteners, Repair or
porous metal parts. replace metal parts.
2. Crankshaft rear seal 2. Replace as necessary.
3. Crankshaft seal flange. 3. Polish or replace crankshaft.
Scratched, nicked or grooved.
4. Oil pan flange cracked. 4. Replace oil pan.
5.Front cover seal, damaged or 5. Replace seal.
misaligned.
6. Scratched or damaged vibration 6. Polish or replace damper.
damper hub.
7. Crankshaft Rear Flange 7. Replace Crankshaft
Microporosity
OIL PRESSURE DROP 1. Low oil level. 1. Check and correct oil level.
2. Faulty oil pressure sending unit. 2. Replace sending unit.
3. Low oil pressure. 3. Check pump and bearing
clearance.
4. Clogged oil filter. 4. Replace oil filter.
5. Worn oil pump. 5. Replace as necessary.
8. Oil pump relief valve stuck. 8. Replace oil pump.
9. Oil pickup tube loose or 9. Replace as necessary.
damaged.
10. Faulty or missing piston cooling 10. Replace piston cooling jets.
jets.
OIL PUMPING AT RINGS; SPARK 1. Worn or damaged rings. 1. Hone cylinder bores and replace
PLUGS FOULING rings.
2. Carbon in oil ring slots. 2. Replace rings.
3. Incorrect ring size installed. 3. Replace rings.
4. Worn valve guides. 4. Ream guides and replace valves.
5. Leaking intake gasket. 5. Replace intake gaskets.
6. Leaking valve guide seals. 6. Replace valve guide seals.
DIAGNOSIS AND TESTING - CYLINDER COMBUSTION PRESSURE LEAKAGE

1. Check the coolant level and fill as required. DO NOT install the radiator cap.
5. Remove the air cleaner hose.
483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended.
7. Perform the test procedures on each cylinder according to the tester manufacturer’s instructions. Set piston of
cylinder to be tested at TDC compression,While testing, listen for pressurized air escaping through the throttle
body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal, with no more than 25% leakage.
cylinder.
Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART .
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART

AIR ESCAPES THROUGH Intake valve bent, burnt, or not Inspect valve and valve seat.
THROTTLE BODY seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Exhaust valve bent, burnt, or not Inspect valve and valve seat.
TAILPIPE seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and inspect.
RADIATOR cylinder head or block Replace defective part
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and inspect.
FROM ADJACENT CYLINDERS cylinder head or block between Replace gasket, head, or block as
adjacent cylinders necessary
MORE THAN 25% LEAKAGE AND Stuck or broken piston rings; Inspect for broken rings or piston.
AIR ESCAPES THROUGH OIL cracked piston; worn rings and/or Measure ring gap and cylinder
FILLER CAP OPENING ONLY cylinder wall diameter, taper and out-of-round.
Replace defective part as necessary
DIAGNOSIS AND TESTING - CYLINDER COMPRESSION PRESSURE

1. Clean the spark plug recesses with compressed air.
3. Disable the fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - DESCRIPTION).
4. Remove the ASD relay (Refer to 8 - ELECTRICAL/IGNITION CONTROL/AUTO SHUT DOWN RELAY -
REMOVAL).
5. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three revolutions.
6. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders.
7. (Refer to 9 - ENGINE - SPECIFICATIONS) for the correct engine compression pressures.
NOISY VALVES 1. High or low oil level in 1. (Refer to LUBRICATION &

crankcase. MAINTENANCE -
SPECIFICATIONS)

wear.
4. Dirt in lash adjusters. 4. Replace as necessary.
5. Worn rocker arms. 5. Replace as necessary.
6. Worn lash adjusters 6. Replace as necessary.
7. Worn valve guides. 7. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
8. Excessive runout of valve seats 8. (Refer to 9 - ENGINE/CYLINDER
on valve faces. HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

MAINTENANCE -
SPECIFICATIONS)
wear.
5. Connecting rod journal 5. Service or replace crankshaft.
out-of-round.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

MAINTENANCE -
SPECIFICATIONS)
wear.
5. Excessive end play. 5. Check thrust washers for wear.
6. Crankshaft journal out-of round. 6. Service or replace crankshaft.
7. Loose flywheel or torque 7. Tighten to correct torque
converter.
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE
ENGINE WILL NOT START 1. Weak battery 1. Charge or replace as necessary.

mineral grease to the terminals.
3. Faulty starter. 3. (Refer to 8 - ELECTRICAL/
STARTING - DIAGNOSIS AND
TESTING).
4. Incorrect spark plug gap. 4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).
filter.
6. Faulty fuel pump, relay or wiring. 6. (Refer to 9 - ENGINE -
ENGINE STALLS OR ROUGH IDLE 1. Idle speed set to low. 1. (Refer to 9 - ENGINE -
2. Vacuum leak. 2. Inspect intake manifold and
vacuum hoses, repair or replace as
necessary.
3. Incorrect engine timing. 3. (Refer to 9 - ENGINE/VALVE
TIMING - STANDARD
PROCEDURE).
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped spark 1. Replace spark plugs.
plugs.
filter.
3. Blown cylinder head gasket. 3. Replace cylinder head gasket.
4. Low compression. 4. (Refer to 9 - ENGINE -
5. Burned, warped or pitted valves. 5. Replace as necessary.
6. Plugged or restricted exhaust 6. Inspect and replace as
system. necessary.
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - INTRODUCTION

tenance.
These malfunctions may be classified as either performance (e.g., engine idles rough and stalls) or mechanical
(e.g., a strange noise).
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) - PERFORMANCE and (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)—MECHANICAL for possible causes and corrections of malfunctions. (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY - DIAGNOSIS AND TESTING) and (Refer to 14 - FUEL SYSTEM/FUEL INJECTION - DIAGNO-
SIS AND TESTING) for the fuel system diagnosis.
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be iso-
following diagnosis:
• Cylinder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
• Cylinder Combustion Pressure Leakage Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
• Engine Cylinder Head Gasket Failure Diagnosis (Refer to 9 - ENGINE/CYLINDER HEAD - DIAGNOSIS AND
TESTING).
• Intake Manifold Leakage Diagnosis (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - DIAGNOSIS
AND TESTING).
STANDARD PROCEDURE
STANDARD PROCEDURE - REPAIR DAMAGED OR WORN THREADS
STANDARD PROCEDURE - HYDROSTATIC LOCK

1. Perform the Fuel Pressure Release Procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD
PROCEDURE).
4. Place a shop towel around the spark plugs to catch any fluid that may possibly be under pressure in the cylinder
head. Remove the spark plugs.
5. With all spark plugs removed, rotate the crankshaft using a breaker bar and socket.
10. Install new spark plugs. Tighten the spark plugs to 41 N·m (30 ft. lbs.) torque.
14. Fill engine crankcase with the specified amount and grade of oil. (Refer to LUBRICATION & MAINTENANCE -
SPECIFICATIONS).
16. Start the engine and check for any leaks.
REMOVAL - ENGINE
1. Remove the engine covers (1).
ERY - STANDARD PROCEDURE).
4. Remove the air cleaner resonator and duct work as
an assembly.
5. Remove the cowl top panel (Refer to 23 - BODY/
EXTERIOR/COWL GRILLE - REMOVAL).
REMOVAL).
8. Remove radiator fan shroud (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - REMOVAL).
9. Remove the A/C compressor (3) with the lines

attached. Secure compressor out of the way.
11. Remove generator (2) (Refer to 8 - ELECTRICAL/

CHARGING/GENERATOR - REMOVAL).
12. Remove the intake manifold and IAFM as an

assembly (Refer to 9 - ENGINE/MANIFOLDS/IN-
13. Remove the ground wires from the rear of each
cylinder head.
14. Disconnect the heater hoses (1).
NOTE: It is not necessary to disconnect P/S hoses

from pump, for P/S pump removal.
15. Remove the power steering pump and set aside.

16. Disconnect the fuel supply line (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY/QUICK CON-
NECT FITTING - STANDARD PROCEDURE).
17. Raise and support the vehicle on a hoist and
drain the engine oil.
18. Remove the belly pan (2) (Refer to 23 - BODY/
EXTERIOR/BELLY PAN - REMOVAL).
19. Remove engine front mount to frame nuts.
20. Disconnect the transmission oil cooler lines from

their retainers at the oil pan bolts.
21. Disconnect exhaust pipe at manifolds.
22. Disconnect the starter wires. Remove starter
motor (1) (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - REMOVAL).
23. Remove the torque converter access cover (1).
24. Remove drive plate to converter bolts (1).

25. Remove transmission bell housing to engine block

bolts (2).

27. Install engine lift fixture (2), special tool # 8984
and 8984–UPD (4).
28. Separate engine from transmission, remove
engine from vehicle, and install engine assembly
on a repair stand.
INSTALLATION - ENGINE
1. Install engine lift fixture (2) Special tool # 8984 and
8984–UPD (4).
2. Position the engine in the engine compartment.
3. Lower engine into compartment and align engine
with transmission.
4. Mate engine and transmission and install two trans-
mission to engine block mounting bolts finger tight.
5. Lower engine assembly until engine mount studs
rest in frame perches.
6. Install remaining transmission to engine block

mounting bolts (1, 2)and tighten.
7. Install and tighten engine mount to frame nuts.
8. Install drive plate to torque converter bolts (1).
9. Install the torque convertor access cover (1).

10. Install the starter (1) and heat shield (4) and con-
nect the starter wires (Refer to 8 - ELECTRICAL/
STARTING/STARTER MOTOR - INSTALLATION).
11. Install exhaust pipe to manifold.
13. Remove engine lift fixture (2), special tool # 8984

and 8984–UPD (4).
14. Connect the fuel supply line (Refer to 14 - FUEL
15. Reinstall the power steering pump.
16. Connect the heater hoses(1, 1,).

17. Reconnect the ground wires to the rear of each
cylinder head.
INSTALLATION).
19. Install the generator (2), generator support

bracket (1), and wire connections (Refer to 8 -
ELECTRICAL/CHARGING/GENERATOR -
INSTALLATION).
20. Install a/c compressor (3) (Refer to 24 - HEATING

& AIR CONDITIONING/PLUMBING/A/C COM-
PRESSOR - INSTALLATION).
21. Install the accessory drive belt (Refer to 7 -
INSTALLATION).
22. Install the radiator fan shroud (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - INSTALLATION).
23. Connect the radiator lower hose.
24. Connect the transmission oil cooler lines to the
radiator.
25. Connect the radiator upper hose.
26. Install cowl top panel (Refer to 23 - BODY/EXTE-

RIOR/COWL GRILLE - INSTALLATION).
27. Install the air cleaner resonator and duct work.
28. Add engine oil to crankcase (Refer to LUBRICA-
TION & MAINTENANCE/FLUID TYPES - SPECI-
FICATIONS).
30. Install the engine covers (1).

34. Road test vehicle.
SPECIFICATIONS
6.1L ENGINE
GENERAL DESCRIPTION
Engine Type 90° V-8 OHV
Displacement 6.1 Liters
370 ( Cubic Inches)
Bore 103 mm (4.055 in.)
Stroke 90.9 mm (3.58 in.)
Firing Order 1-8-4-3-6-5-7-2
Lubrication Pressure Feed - Full Flow
Filtration
Cooling System Liquid Cooled - Forced
Circulation
Cylinder Block Cast Iron
Cylinder Head Aluminum
Crankshaft Forged Steel
Camshaft Hollow Assembled Camshaft
Pistons Aluminum Alloy
Connecting Rods Powdered Metal
CYLINDER BLOCK
Metric Standard
Cylinder Bore Diameter 103 mm 4.055 in.
Out of Round (MAX) 0.008 mm 0003 in.
Taper (MAX) 0.0127 mm 0.0005 in.
Lifter Bore Diameter 21.45 - 21.425 mm 0.8444 - 0.8435 in.
PISTONS
Metric Standard
Clearance 0.0245 - 0.0515 mm 0.00096 - 0.0020 in.
Measured at 38.0 mm ( 1.5 in.)
Below Deck
Ring Groove Diameter
Groove #1 93.1 - 93.4 mm 3.665 - 3.677 in.
Groove #2 91.6 - 91.8 mm 3.606 - 3.614 in.
Weight 435 grams 15.34 oz
Piston Length 54.70 - 55.30 2.153 - 2.177 in.
Ring Groove Width
No. 1 1.51 - 1.54 mm 0.0594 - 0.0606 in
No. 2 1.51 - 1.53 mm 0.0594 - 0.0602 in.
No. 3 3.030 - 3.055 mm 0.1192 - 0.1202 in.
PISTON PINS
Metric Standard
Clearance In Piston 0.006 - 0.015 mm 0.00023 - 0.00059 in.
Diameter 25.0 - 25.003 mm 0.9843 - 0.9844 in.
Length 64.785 - 65.215 mm 2.551 - 2.568 in.
PISTON RINGS
Metric Standard
Ring Gap
Oil Control (Steel Rails) 0.20 - 0.71 mm 0.0079 - 0.028 in.
Side Clearance
Top Compression Ring .02 - .068 mm 0.0007 - 0.0026 in.
Oil Ring (Steel Ring) .019 - .229 mm .0007 - .0091 in.
Ring Width
Oil Ring (Steel Rails) 0.447 - 0.473 mm 0.0175 - 0.0186 in.
CONNECTING RODS
Metric Standard
Piston Pin Bore Diameter 23.955 - 23.975 mm 0.9431 - 0.9438 in.
Side Clearance 0.10 - 0.35 mm 0.003 - 0.0137 in.
CRANKSHAFT
Metric Standard
Main Bearing Journal Diameter 64.988 - 65.012 mm 2.5585 - 2.5595 in.
Taper (MAX) 0.003 mm 0.0001 in.
End Play 0.052 - 0.282 mm 0.002 - 0.011 in.
Connecting Rod Journal Diameter 53.992 - 54.008 mm 2.125 - 2.126 in.
Taper (MAX) 0.003 mm 0.0001 in.
CAMSHAFT
Metric Standard
Bearing Journal Diameter
No. 1 58.2 mm 2.29 in.
No. 2 57.8 mm 2.27 in.
No. 3 57.4 mm 2.26 in.
No. 4 57.0 mm 2.24 in.
No. 5 43.633 mm 1.72 in.
Bearing To Journal Clearance
Standard
No. 1 0.040 - 0.080 mm .0015 - .003 in.
No. 2 0.050 -0.090 mm 0.0019 - .0035 in.
No. 3 0.040 - 0.080 mm .0015 - .003 in.
No. 4 0.050 - 0.090 mm 0.0019 - .0035 in.
No. 5 0.040 - 0.080 mm .0015 - .003 in.
Camshaft End Play .080 - 0.290mm 0.0031 - 0.0114 in.
VALVE TIMING @ SAE 0.006”

Intake
Opens (BTDC) 15.0°
Closes (ATDC) 268.0°
Duration 283.0°
Exhaust
Opens (BTDC) 251°
Closes (ATDC) 35°
Duration 286.0°
Valve Overlap 50°
CYLINDER HEAD
Valve Seat Angle 44.5° - 45.0°
Valve Seat Runout (MAX) 0.05 mm (0.0019 in.)
Valve Seat Width (Finish)

Intake 1.18 - 1.62 mm
(0.0464 - 0.0637 in.)
Exhaust 1.48 - 1.92 mm
(0.0582 - 0.0755 in.)
Guide Bore Diameter (Std.) 7.975 - 8.00 mm

(0.313 - 0.314 in.)
HYDRAULIC TAPPETS
Metric Standard
Body Diameter 21.387 - 21.405 mm 0.8420 - 0.8427 in.
Clearance (To Bore) 0.020 - 0.063 mm 0.0007 - 0.0024 in.
Dry Lash 3.0 mm (at the valve) 0.1181 in.
VALVES
Face Angle
Intake 45.5° - 46.0°
Exhaust 45.0° - 45.5°
Head Diameter
Intake 52.67 - 52.93 mm
(2.07 - 2.08 in.)
Exhaust 40.37 - 40.63 mm
(1.57 - 1.60 in.)
Length (Overall From Gage Line)

Intake 124.38 - 124.76 mm
(4.897 - 4.912 in.)
Exhaust 122.47 - 122.85 mm
(4.822 - 4.837 in.)
Stem Diameter
Intake 7.734 - 7.954 mm
(0.312 - 0.313 in.)
Exhaust 7.930 - 7.950 mm
(0.312 - 0.313 in.)
Stem - to - Guide Clearance

Intake 0.021 - 0.066 mm
(0.0008 - 0.0025 in.)
Exhaust 0.025 - 0.070 mm
(0.0010 - 0.0028 in.)
Valve Lift ( @ Zero Lash)

Intake 14.5 mm (0.571 in.)
Exhaust 14.0 mm (0.551 in.)
VALVE SPRING
Spring Force (Valve Closed)

Intake 445.0 N +/- 22.0 N @ 47.5 mm
(99.0 lbs +/- 4.0 - 9.0 lbs. @ 1.870 in.)
Exhaust 445.0 N +/- 22.0 N @ 45 mm
(99.0 lbs +/- 4.0 - 9.0 lbs. @ 1.772 in.)
Spring Force (Valve Open)

Intake 1450.0 N +/- 68.0 N @ 33.0 mm.
( 325.5 lbs. +/- 15.3 lbs. @ 1.3 in. )
Exhaust 1450.0 N +/- 68.0 N @ 31.0 mm.
( 325.5 lbs. +/- 15.3 lbs. @ 1.22 in. )
Free Length (approx)

Intake 54.2 mm (2.133 in.)
Number of Coils
Intake 7.35
Exhaust 7.0
Wire Diameter
Intake and Exhaust 5.65 × 4.51 mm
(0.222 - 0.178 in.)
Installed Height (Spring Seat to Bottom of Retainer)

Intake 47.5 mm (1.870 in.)
OIL PUMP
Clearance Over Rotors (MAX) 0.095 mm (0.0038 in.)
Outer Rotor to Pump Body Clearance (MAX) .235 mm (.009 in.)
Tip Clearance Between Rotors (MAX) 0.150 mm (0.006 in.)
OIL PRESSURE
SPECIFICATION SPECIFICATION
At Curb Idle Speed (MIN)* 25 kPa (4 psi)
@ 3000 rpm 170 - 758 kPa (25 - 110 psi)
* CAUTION: If pressure is zero at curb idle, DO NOT run engine
TORQUE
TORQUE CHART 6.1L ENGINE

Lbs. Lbs.
Block Pipe Plugs 20 — 177
(1/4 NPT)
(3/8 NPT) 27 — 240
Camshaft Sprocket—Bolt 122 90 —
Camshaft Tensioner Plate—Bolts 28 — 250
Timing Chain Case Cover—Bolts 28 — 250
Lifting Stud 55 40 —

Connecting Rod Cap—Bolts 45 33 —
plus 60° Turn plus 60° Turn
Main Bearing Cap—Bolts 28 — —
M-12 plus 90° Turn
Crossbolts 21.5 — —
M-8
Cylinder Head—Bolts
M-12 Bolts
Step 1 34 25 —
Step 2 54 40 —
Step 3 Turn 90° Turn 90° —
M-8 Bolts —
Step 1 20 15 —
Step 2 34 25 —
Cylinder Head Cover—Bolts 8 — 70
Exhaust Manifold to Cylinder Head 31 — 270
Flexplate to crankshaft—Bolts 95 70 —
Flywheel to crankshaft—Bolts 75 55 —
Front Insulator—Through bolt/nut 95 70 —
Front Insulator to Block—Bolts 95 70 —
Generator—Mounting Bolt 55 40 —
Intake Manifold—Bolts Refer to Procedure
Lifter Guide Holder 12 — 106
Oil Pan Bolts 12 - 105
Oil Dipstick Tube 6 — 53
Oil Pan—Drain Plug 27 20 —
Oil Pump—Attaching Bolts 28 — 250
Oil Pump Pickup Tube – Bolt and Nut 28 — 250
Rear Seal Retainer Attaching Bolts 15 — 132
Rear Insulator to Bracket— 68 50 —
Rear Insulator to Crossmember 41 30 —
Rear Insulator to Transmission— 68 50 —
Rear Insulator Bracket—Bolts 68 50 —
Rocker Arm—Bolts 22 — 195
Spark Plugs — — —
Thermostat Housing—Bolts 28 — 250
Throttle Body—Bolts 12 — 105
Vibration Damper—Bolt 176 129 —
Water Pump to Timing Chain 28 — 250
Case Cover—Bolts
SPECIAL TOOLS
6.1L ENGINE
Crankshaft Damper Installer 8512
CRANKSHAFT DAMPER REMOVER INSERT - 8513-A
Combustion Leak Tester C-3685-A
Indicator Bore Size C-119

Puller 1023
Valve Spring Compressor C-3422-B

Pressure Gauge C-3292
Piston Ring Compressor C-385
Cooling System Tester 7700
Rear Crankshaft Seal Installer 8349
Adapter, Valve Spring Compressor Off-vehicle 8464
Rear Crankshaft Seal Remover 8506

ENGINE SUPPORT FIXTURE 8534 PUSHROD RETAINING PLATE - 9070
FRONT CRANK SEAL REMOVER - 9071

ENGINE LIFT FIXTURE AND ADAPTER
FRONT CRANK SEAL INSTALLER 9072
VALVE SPRING COMPRESSOR 9065A

AIR INTAKE SYSTEM

REMOVAL
Filter Element Only
Housing removal is not necessary for element (filter)
replacement.
cleaner cover (2).
2. Pry over 4 spring clips (5) from housing cover (3)

(spring clips retain cover to housing).
3. Release housing cover (3) from locating tabs (4) on
housing and remove cover (3).
4. Remove air cleaner element (filter) from housing.
5. Clean inside of housing before replacing element.
Housing Assembly

cleaner cover (2).
2. Lift entire housing (1) assembly from the locating

pin (3).
INSTALLATION
1. Install filter element into housing.
2. Position housing cover into housing locating tabs
(4).
3. Pry up 4 spring clips(5) and lock cover to housing.
4. Install the air filter housing (1) into locating pin (3).
5. Install the hold down bolt (2) into the air filter hous-
ing (1).
6. Install air duct (2) to air cleaner cover and tighten

hose clamp to 3 N·m (30 in. lbs.) torque.
7. If any other hose clamps were removed from air
intake system, tighten them to 3.4 N·m (30 in. lbs.)
torque.
CYLINDER HEAD
OPERATION—CYLINDER HEAD
The cylinder head closes the combustion chamber allowing the pistons to compress the air fuel mixture to the cor-
rect ratio for ignition. The valves located in the cylinder head open and close to either allow clean air into the com-
bustion chamber or to allow the exhaust gases out, depending on the stroke of the engine.
DIAGNOSIS AND TESTING - CYLINDER HEAD GASKET FAILURE

water jacket.
• Possible indications of the cylinder head gasket leaking between adjacent cylinders are:
− Loss of engine power
− Engine misfiring
− Poor fuel economy
• Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are:
− Engine overheating
− Loss of coolant
− Excessive steam (white smoke) emitting from exhaust
− Coolant foaming

inder Compression Pressure Test in this section. An engine cylinder head gasket leaking between adjacent cylinders
will result in approximately a 50–70% reduction in compression pressure.

REMOVED.
VISUAL TEST METHOD
opens.
REMOVAL
ERY - STANDARD PROCEDURE). Disconnect the
fuel supply line (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/QUICK CONNECT FITTING -
4. Remove the air cleaner resonator and duct work
(Refer to 9 - ENGINE/AIR INTAKE SYSTEM -
REMOVAL).
5. Remove closed crankcase ventilation system.
6. Disconnect the evaporation control system.
7. Unplug the ignition coil (1).

8. Remove ignition coil mounting bolts (3).
9. Disconnect heater hoses.
10. Remove the power steering pump.

11. Disconnect the exhaust at the exhaust manifolds.
12. Remove the ignition coils (1).
13. Unbolt the cylinder head covers using the

sequence provided.
14. Remove the cylinder head cover (1). (Refer to 9 -

15. Remove intake manifold and throttle body as an

assembly. (Refer to 9 - ENGINE/MANIFOLDS/IN-
16. Remove rocker arm assemblies and push rods.
Identify to ensure installation in original locations.
(Refer to 9 - ENGINE/CYLINDER HEAD/
ROCKER ARM / ADJUSTER ASSY - REMOVAL).
17. Remove the head bolts from each cylinder head,

using the sequence provided, and remove cylin-
der heads. Discard the cylinder head gasket.
CLEANING
Clean all surfaces of cylinder block and cylinder heads.
Clean cylinder block front and rear gasket surfaces using a suitable solvent.
INSPECTION
1. Inspect the cylinder head for out-of-flatness, using a straightedge and a feeler gauge. If tolerances exceed
0.0508 mm (0.002 in.) replace the cylinder head.
2. Inspect the valve seats for damage. Service the valve seats as necessary.
3. Inspect the valve guides for wear, cracks or looseness. If either condition exist, replace the cylinder head.
4. Inspect pushrods. Replace worn or bent pushrods.
INSTALLATION
1. Clean all surfaces of cylinder block and cylinder heads.

2. Clean cylinder block front and rear gasket surfaces using a suitable solvent.
CAUTION: The head gaskets (1) are interchangeable between left and right sides. They are marked “UP” to
indicate direction to face up.
NOTE: Rotate crankshaft @ 45°, so that all pistons

are 1⁄2 the way down the cylinder bore to avoid
piston to valve contact.
3. Position new cylinder head gaskets (5) onto the

cylinder block.
4. Position cylinder heads (4) onto head gaskets (5)
and cylinder block.
5. Tighten the cylinder head bolts in three steps using

the sequence provided :
• Step 1— Snug tighten M12 cylinder head bolts,
in sequence, to 34 N·m (25 ft. lbs.) and M8 bolts
to 20 N·m (15 ft. lbs.) torque.
• Step 2— Tighten M12 cylinder head bolts, in
sequence, to 54 N·m (40 ft. lbs.) and verify M8
bolts to 20 N·m (15 ft. lbs.) torque..
• Step 3— Turn M12 cylinder head bolts, in
sequence, 90 degrees and tighten M8 bolts to 34
N·m (25 ft. lbs.) torque.
6. Install push rods and rocker arm assemblies in

their original position, using pushrod retaining plate
(1) special tool# 9070. (Refer to 9 - ENGINE/CYL-
INDER HEAD/ROCKER ARM / ADJUSTER ASSY -
INSTALLATION).
7. Install the intake manifold and throttle body assem-
bly (Refer to 9 - ENGINE/MANIFOLDS/INTAKE
MANIFOLD - INSTALLATION).
8. If required, adjust spark plugs to specifications.
Install the plugs.
9. Connect the heater hoses.
10. Install the fuel supply line.
11. Install the power steering pump.
12. Install the drive belt (Refer to 7 - COOLING/AC-
CESSORY DRIVE/DRIVE BELTS -
INSTALLATION).
13. Install cylinder head covers (1) (Refer to 9 -

14. Install the ignition coils (1) (Refer to 8 - ELECTRI-

CAL/IGNITION CONTROL/IGNITION COIL -
INSTALLATION).
15. Reconnect the ignition coil wiring (1) (Refer to 8 -

ELECTRICAL/IGNITION CONTROL/IGNITION
COIL - INSTALLATION).
16. Connect the evaporation control system.

17. Install the air cleaner duct (2) (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - INSTALLA-
TION).
20. Start engine check for leaks.
COVER-CYLINDER HEAD
REMOVAL
2. Disconnect ignition coil connector (1).
3. Remove ignition coil retaining bolts (3).
4. Remove ignition coil (1).

5. Remove cylinder head cover retaining bolts.

6. Remove cylinder head cover (1).
NOTE: The gasket (2) may be used again, provided

no cuts, tears, or deformation has occurred.
INSTALLATION
CAUTION: Do not use harsh cleaners to clean the
cylinder head covers. Severe damage to covers
may occur.
CAUTION: DO NOT allow other components

including the wire harness to rest on or against
the engine cylinder head cover. Prolonged contact
with other objects may wear a hole in the cylinder
head cover.
1. Clean cylinder head cover (1) and both sealing sur-

faces (1,4,). Inspect and replace gasket (2) as nec-
essary.
teners. Verify that all double ended studs (3) are in
the correct location.

ended studs to 8N·m (70 in. lbs). Begin torque
sequence in the middle of head cover and torque
bolts moving outward in a crisscross pattern from
top to bottom.
4. Before installing coil(s), apply dielectric grease to

inside of spark plug boots (1).
5. Install ignition coils.
6. Torque fasteners (3) to 7N·m (62 in. lbs).

7. Connect, ignition coil electrical connectors (1).
8. Install PCV hose.
VALVES & SEATS - INTAKE/EXHAUST

DESCRIPTION
DESCRIPTION - VALVE GUIDES
The valve guides are made of powered metal and are pressed into the cylinder head. The guides are not replace-
able or serviceable, and valve guide reaming is not recommended. If the guides are worn beyond acceptable limits,
replace the cylinder heads.
DESCRIPTION - VALVES
Both the intake and exhaust valves are made of steel. The intake valve is 52.8 mm (2.08 inches) in diameter and
the exhaust valve is 40.5 mm (1.59 inches) in diameter. All valves use three bead lock keepers to retain the springs
and promote valve rotation.
STANDARD PROCEDURE - REFACING

NOTE: Valve seats that are worn or burned can be reworked, provided that correct angle and seat width are
maintained. Otherwise the cylinder head must be replaced.
NOTE: When refacing valves and valve seats, it is important that the correct size valve guide pilot be used
for reseating stones. A true and complete surface must be obtained.
1. Using a suitable dial indicator measure the center of the valve seat Total run out must not exceed 0.051 mm
(0.002 in).
2. Apply a small amount of Prussian blue to the valve seat, insert the valve into the cylinder head, while applying
light pressure on the valve rotate the valve. Remove the valve and examine the valve face. If the blue is trans-
ferred below the top edge of the valve face, lower the valve seat using a 15 degree stone. If the blue is trans-
ferred to the bottom edge of the valve face, raise the valve seat using a 65 degree stone.
3. When the seat is properly positioned the width of the intake seat must be 1.018 - 1.62 mm (0.0464 - 0.0637 in.)
and the exhaust seat must be 1.48 - 1.92 mm (0.058 - 0.075 in.).
4. Check the valve spring installed height after refacing the valve and seat. The installed height for both intake and
exhaust valve springs must not exceed 46.0 mm (1.81 in.).
VALVE FACE AND VALVE SEAT ANGLE CHART
SEAT WIDTH
INTAKE 1.018 - 1.62 mm
(0.0464 - 0.0637 in.)
EXHAUST 1.48 - 1.92 mm
(0.058 - 0.075 in.)
FACE ANGLE
INTAKE 45 1⁄2° - 46°
EXHAUST 45° - 451⁄2°
SEAT ANGLE
(INT. AND EXT.) 441⁄2° - 45°
5. The valve seat must maintain an angle of 44.5 –

45.0 degrees angle.
6. The valve face must maintain a face angle of 45.5
– 46.0 degrees angle for the Intake, and 45.0 –
45.5 degrees angle for the exhaust .
REMOVAL
2. Compress valve springs using Valve Spring Compressor Tool special tool # C-3422and adapter 8464.
3. Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs.
4. Before removing valves, remove any burrs from valve stem lock grooves to prevent damage to the valve guides.
Identify valves to ensure installation in original location.
INSTALLATION
1. Clean valves thoroughly. Discard burned, warped and cracked valves.
2. Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
3. Measure valve stems for wear. If wear exceeds 0.051 mm (0.002 inch), replace the valve.
4. Coat valve stems with lubrication oil and insert them in cylinder head.
5. If valves or seats are reground, check valve stem height. If valve is too long, replace cylinder head.
6. Install new seals on all valve guides. Install valve springs and valve retainers.
7. Compress valve springs with Valve Spring Compressor Tool special tool # C- 3422and adapter 8464, install locks
and release tool. If valves and/or seats are ground, measure the installed height of springs. Make sure the mea-
surement is taken from bottom of spring seat in cylinder head to the bottom surface of spring retainer.
ROCKER ARM
REMOVAL
1. Remove cylinder head cover. (Refer to 9 -
2. Install pushrod retaining plate (1)special tool 9070.

3. Loosen the rocker shafts using the sequence pro-

vided.

intake rocker arms are marked with an “I”.
4. Remove the rocker shafts. Note location for reas-

sembly.

intake side.
5. Remove the pushrods. Note pushrod location for

reassembly.
CAUTION: Do not remove the retainers from the rocker shaft. The assembly tangs (1) at the bottom of the
retainers (2) can be damaged, causing the assembly tangs to break off, and get into the engine.
INSTALLATION
intake side.
1. Install the push rods in the same order as

removed.
2. Install the pushrod retaining plate (1) special tool
9070.
CAUTION: Ensure that retainers (2) and rocker arms (4) are not overlapped when torquing bolts.
CAUTION: Verify that pushrod is installed into rocker arm (4) and tappet correctly while installing rocker
shaft assembly. Recheck after rocker shaft has been torqued to specification.

intake rocker arms are marked with the letter “I”.
3. Install rocker shaft assemblies in the same order

as removed.
lbs.) torque,using the sequence provided.
CAUTION: DO NOT rotate or crank the engine dur-

ing or immediately after rocker arm installation.
Allow the hydraulic roller tappets adequate time to
bleed down (about 5 minutes).
5. Remove pushrod retaining plate (1) special tool

9070.

INSTALLATION).
SEALS-VALVE GUIDE
DESCRIPTION
The valve guide seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter
spring maintains consistent lubrication control to the valve stems. The intake valve stem seal has a smaller valve
spring seat compared to the exhaust valve stem seal. The intake and exhaust valve stem seals are identified by
different colors.
SPRINGS-VALVE
REMOVAL
3. Remove air intake resonator.
4. Remove spark plug cables.
5. Remove ignition coil connectors (1).
7. Remove one spark plug.
8. Remove cylinder head cover (1) using the

sequence shown (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
CAUTION: The piston must be at TDC, and both

valves closed on the cylinder to be serviced.
NOTE: If removing intake valve spring, install spe-

cial tool# 9070, pushrod retaining plate (1), to
retain the intake pushrods (2).
9. Remove exhaust/intake rocker arm shafts using the

sequence shown.
10. Install rocker arm shaft (1) special tool# 9065.

11. Install spring compressor (1,3,), special tool#

9065, and exhaust adapter arm (1) tool # 9065if
needed.
NOTE: All valve springs and seals are removed in

the same manner.
12. Insert air hose (1) into spark plug hole and charge cylinder with air.
NOTE: Tap the top of the valve spring retainer to loosen the spring retainers locks.
13. Compress valve spring with valve spring compessor (3) tool # 9065and remove valve retainer locks.
14. Release spring compressor (3) and remove valve spring.
NOTE: The valve springs are interchangeable between intake and exhaust.
15. Remove valve seal.

INSTALLATION
NOTE: The intake seal has a smaller spring seat

diameter compared to the exhaust seal.
1. Install valve seal.
NOTE: The intake spring damper has a longer free

length compared to the exhaust spring damper.
2. Install valve spring.

3. Using special tool# 9065 (1,3,), compress valve
spring and install valve spring retainer and locks.
4. Release air charge in cylinder (1).

5. Remove spring compressor tool # 9065 (3).
CAUTION: Verify that the pushrods are fully seated into lifter and rocker arm. Recheck after rocker arm
shaft has been torqued to specification.
6. Install rocker arm shaft and pushrods (Refer to 9 -

lbs.) torque, using the rocker shaft torque
sequence.
8. Remove special tool# 9070, pushrod retaining plate

(1), if used.
9. Install cylinder head cover (1).


ended studs (Refer to 9 - ENGINE/CYLINDER
TION) .
12. Install ignition coil on plug (2), and torque fasten-

ers (3) to 12 N·m (105 in. lbs)
13. Install ignition coil connectors (1).
14. Install spark plug cables.
15. Install air intake resonator.
16. Install air cleaner assembly.
ENGINE BLOCK
CLEANING
Thoroughly clean the oil pan and engine block gasket surfaces.
Use compressed air to clean out:
• The galley at the oil filter adaptor hole.
• The front and rear oil galley holes.
• The feed holes for the crankshaft main bearings.
Once the block has been completely cleaned, apply Loctite PST pipe sealant with Teflon 592 to the threads of the
front and rear oil galley plugs. Tighten the 1/4 inch NPT plugs to 20 N·m (177 in. lbs.) torque. Tighten the 3/8 inch
NPT plugs to 27 N·m (240 in. lbs.) torque.
INSPECTION
1. It is mandatory to use a dial bore gauge to mea-
sure each cylinder bore diameter. To correctly
select the proper size piston, a cylinder bore
gauge, capable of reading in 0.003 mm (.0001 in.)
INCREMENTS is required. If a bore gauge is not
available, do not use an inside micrometer.
2. Measure the inside diameter of the cylinder bore at
three levels below top of bore. Start perpendicular
(across or at 90 degrees) to the axis of the crank-
shaft and then take two additional reading.
3. Measure the cylinder bore diameter crosswise to
the cylinder block near the top of the bore. Repeat
the measurement near the middle of the bore, then
repeat the measurement near the bottom of the
bore.
4. Determine taper by subtracting the smaller diame-
ter from the larger diameter.
5. Rotate measuring device 90° and repeat steps
above.
6. Determine out-of-roundness by comparing the dif-
ference between each measurement.
7. If cylinder bore taper does not exceed 0.025 mm (0.001 inch) and out-of-roundness does not exceed 0.025 mm
(0.001 inch), the cylinder bore can be honed. If the cylinder bore taper or out- of-round condition exceeds these
maximum limits, the cylinder block must be replaced. A slight amount of taper always exists in the cylinder bore
after the engine has been in use for a period of time.
CAMSHAFT
REMOVAL
REMOVAL - CAMSHAFT CORE HOLE PLUG
CAUTION: Do not damage the rear surface of the camshaft or the core plug sealing surface, when removing
the core plug.
1. Remove the rear cam bearing core plug.
REMOVAL - CAMSHAFT
1. Remove the battery negative cable.
2. Remove the air cleaner assembly. (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - REMOVAL)
3. Drain coolant. (Refer to 7 - COOLING - STAN-
DARD PROCEDURE)
4. Remove the accessory drive belt. (Refer to 7 -
REMOVAL)
6. Remove the A/C compressor, and set aside.
7. Remove the radiator (Refer to 7 - COOLING/EN-
GINE/RADIATOR - REMOVAL).
8. Remove intake manifold (Refer to 9 - ENGINE/
10. Remove both left and right cylinder heads (4)

REMOVAL).
12. Remove timing case cover (1) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
REMOVAL).
13. Remove the oil pick up tube.

15. Remove timing chain (2) (Refer to 9 - ENGINE/

16. Remove camshaft tensioner/thrust plate assembly.
NOTE: Identify lifters to ensure installation in original location.
17. Remove the tappets (2) and retainer (1) assembly.

18. Install a long bolt into front of camshaft to aid in

removal of the camshaft. Remove camshaft, being
careful not to damage cam bearings with the cam
lobes.
INSPECTION
1. The cam bearings are not serviceable. Do not attempt to replace cam bearings for any reason.
INSTALLATION
INSTALLATION - CAMSHAFT CORE HOLE PLUG
1. Clean core hole in block.
NOTE: Do not apply adhesive to the new core hole plug. A new plug will have adhesive pre-applied.
2. Install a new core hole plug at the rear of camshaft, using suitable flat faced tool. The plug must be fully seated
on the cylinder block shoulder.
INSTALLATION - CAMSHAFT
1. Lubricate camshaft lobes and camshaft bearing
journals and insert the camshaft.
2. Install camshaft Tensioner plate assembly. Tighten

bolts to 28 N·m (250 in. lbs.) torque.
4. Measure camshaft end play (Refer to 9 - ENGINE -
SPECIFICATIONS). If not within limits install a new
thrust plate.

7. Each tappet reused must be installed in the same position from which it was removed. When camshaft is
replaced, all of the tappets must be replaced.
8. Install tappets (2) and retaining yoke assembly (1). (Refer to 9 - ENGINE/ENGINE BLOCK/HYDRAULIC LIFT-
ERS (CAM IN BLOCK) - INSTALLATION).
9. Install both left and right cylinder heads (4) (Refer
to 9 - ENGINE/CYLINDER HEAD - INSTALLA-
TION).
10. Install pushrods.
11. Install rocker arms (Refer to 9 - ENGINE/CYLIN-

DER HEAD/ROCKER ARM / ADJUSTER ASSY -
INSTALLATION).
12. Install timing case cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTAL-
LATION).
13. Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).

INSTALLATION).
15. Install intake manifold (Refer to 9 - ENGINE/MAN-
IFOLDS/INTAKE MANIFOLD - INSTALLATION).
18. Install the accessory drive belt. (Refer to 7 -
INSTALLATION)
19. Install the radiator (Refer to 7 - COOLING/EN-
GINE/RADIATOR - INSTALLATION).
20. Install the air cleaner assembly. (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - INSTALLATION)
21. Install the battery negative cable.
22. Refill coolant. (Refer to 7 - COOLING - STAN-
DARD PROCEDURE)
CRANKSHAFT
REMOVAL
1. Remove the vibration damper (1) (Refer to 9 -
REMOVAL).
2. Remove the rear oil seal retainer (Refer to 9 -

ENGINE/ENGINE BLOCK/CRANKSHAFT REAR
OIL SEAL RETAINE - REMOVAL).
4. Remove the oil pump pickup.
5. Remove the windage tray/oil pan gasket.
REMOVAL).

8. Remove the timing drive (2) (Refer to 9 - ENGINE/

9. Identify rod bearing caps before removal. Remove rod bearing caps with bearings.
10. Identify main bearing caps (1) before removal.
11. Remove main bearing caps (1) and bearings one

at a time.
12. Remove the thrust washers.

13. Remove the crankshaft out of the block.
INSTALLATION
1. Select the proper main bearings (Refer to 9 -

2. Install main bearings in block and caps, and lubri-
cate bearings.
3. Position the crankshaft into the cylinder block.
4. Install the thrust washers (1).
NOTE: The main cap crossbolts are torqued after

final torque of the main cap bolts. Always use a
new washer/seal on crossbolts.
5. Clean and oil all cap bolts. Install all main bearing
caps (1). Install all cap bolts and alternately tighten
in two steps using the following sequence.
6. • Step 1 – 27 N·m ( 20ft. lbs.) torque.

7. • Step 2 – Turn main cap bolts an additional 90°.
8. Install the crossbolts with new washer/gasket.
Starting with crossbolt A torque each crossbolt to
28 N·m ( 21ft. lbs.)torque.
9. Repeat crossbolt torque procedure.
11. Position the connecting rods onto the crankshaft and install the rod bearing caps (Refer to 9 - ENGINE/ENGINE
BLOCK/PISTON & CONNECTING ROD - INSTALLATION).
12. Install timing drive (2) (Refer to 9 - ENGINE/

13. Install oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).

14. Install the timing chain cover (1) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
15. Install the rear main seal and retainer (Refer to 9
OIL SEAL RETAINE - INSTALLATION).
16. Install the windage tray/oil pan gasket.
19. Install the vibration damper (Refer to 9 - ENGINE/
LATION).
20. Install the engine (Refer to 9 - ENGINE -
INSTALLATION).
STANDARD PROCEDURE - CRANKSHAFT MAIN BEARING - FITTING
MAIN BEARING JOURNAL DIAMETER (CRANKSHAFT REMOVED)
Crankshaft removed from the cylinder block.
Clean the oil off the main bearing journal.
Determine the maximum diameter of the journal with a micrometer. Measure at two locations 90° apart at each end
of the journal.
The maximum allowable taper is 0.008mm (0.0004 inch.) and maximum out of round is 0.005mm (0.0002 inch).
Compare the measured diameter with the journal diameter specification (Main Bearing Fitting Chart). Select inserts
required to obtain the specified bearing-to-journal clearance.
CRANKSHAFT MAIN BEARING SELECTION

The main bearings are “select fit” to achieve proper oil clearances. For main bearing selection, the crankshaft coun-
terweight has grade identification marks stamped into it. These marks are read from left to right, corresponding with
journal number 1, 2, 3, 4 and 5.
NOTE: Service main bearings are coded. These codes identify what size (color) the bearing is.
MAIN BEARING SELECTION CHART - 5.7 - 6.1L
COLOR SIZE mm (in.) FOR USE WITH

MARKING JOURNAL SIZE
LOWER 0.008 mm U/S 64.988–64.995 mm

ORANGE (0.0004 in.) U/S (2.5585– 2.5588in.)
LOWER NOMINAL 64.996–65.004 mm

BLACK (2.5588–2.5592 in.)
LOWER 0.008 mm O/S 65.005–65.012 mm

GREEN (0.0004 in.) O/S (2.5592–2.5595 in.)
INSPECTION
Wipe the inserts clean and inspect for abnormal wear
patterns and for metal or other foreign material imbed-
ded in the lining. Normal main bearing insert wear pat-
terns are illustrated.
NOTE: If any of the crankshaft journals are scored,

the crankshaft must be repaired or replaced.
Inspect the back of the inserts for fractures, scrapings

or irregular wear patterns.
Inspect the upper insert locking tabs for damage.
Replace all damaged or worn bearing inserts.
SEAL-CRANKSHAFT OIL-FRONT
REMOVAL
REMOVAL).
5. Remove radiator shroud attaching fasteners.
6. Remove radiator cooling fan and shroud (Refer to
7 - COOLING/ENGINE/RADIATOR FAN -
REMOVAL).
(2) and 1023 Three Jaw Puller (1) (Refer to 9 -
REMOVAL).
9. Using Special Tool 9071 (1), remove crankshaft

front seal (2).
INSTALLATION
CAUTION: The front crankshaft seal must be installed dry. Do not apply lubricant to sealing lip or to outer
edge.
1. Using Special Tool 8348 and 8512A, install crankshaft front seal.
CAUTION: To prevent severe damage to the Crankshaft or Damper, thoroughly clean the damper bore and
the crankshaft nose before installing Damper.
2. Install vibration damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION).

3. Install radiator cooling fan and shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
4. Install upper radiator hose.
5. Install accessory drive belt refer (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
SEAL-CRANKSHAFT OIL-REAR
DIAGNOSIS AND TESTING - REAR SEAL AREA LEAKS
b. Where leakage tends to run straight down, possible causes are a porous block, camshaft bore cup plugs, oil
galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces. See Engine, for
proper repair procedures of these items.
4. If no leaks are detected, pressurized the crankcase as outlined in the section, Inspection (Engine oil Leaks in
general)
CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks or
6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled. (Refer
to 9 - ENGINE - DIAGNOSIS AND TESTING), under the Oil Leak row, for components inspections on possible
causes and corrections.
7. After the oil leak root cause and appropriate corrective action have been identified, (Refer to 9 - ENGINE/EN-
GINE BLOCK/CRANKSHAFT OIL SEAL - REAR - REMOVAL).
REMOVAL
NOTE: This procedure can be performed in vehi-
cle.
1. If being performed in vehicle, remove the transmis-

sion.
2. Remove the flexplate (Refer to 9 - ENGINE/EN-
NOTE: The crankshaft oil seal CAN NOT be reused

after removal.
NOTE: The crankshaft rear oil seal remover Spe-

cial Tool 8506 must be installed deeply into the
seal. Continue to tighten the removal tool into the
seal until the tool can not be turned farther. Fail-
ure to install tool correctly the first time will cause
tool to pull free of seal without removing seal from
engine.
3. Using Special Tool 8506 (1), remove the crankshaft rear oil seal (2).
INSTALLATION
CAUTION: The rear seal must be installed dry for
proper operation. Do not lubricate the seal lip or
outer edge.
1. Position the plastic seal guide (2) onto the crank-

shaft rear face. Then position the crankshaft rear
oil seal (3) onto the guide.
2. Using Special Tools 8349 Crankshaft Rear Oil Seal
Installer (1) and C-4171 Driver Handle, with a ham-
mer, tap the seal (3) into place. Continue to tap on
the driver handle until the seal installer seats
against the cylinder block crankshaft bore.
3. Install the flexplate. (Refer to 9 - ENGINE/ENGINE
RETAINER-CRANK REAR OIL - SEAL

REMOVAL
REMOVAL).
3. Remove the flexplate. (Refer to 9 - ENGINE/EN-
5. Remove the rear oil seal retainer mounting bolts.
6. Carefully remove the retainer from the engine
block.
INSTALLATION
1. Throughly clean all gasket resdue from the engine
block.
2. Use extream care and clean all gasket resdue from
the retainer.
3. Position the gasket onto the retainer.
4. Position the retainer onto the engine block.
5. Install the retainer mounting bolts. Tighten the bolts
to 15 N·m (132 in. lbs.) using the procedure shown.
7. Install the flexplate (Refer to 9 - ENGINE/ENGINE
8. Install the transmission (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - NAG1 -
INSTALLATION).
9. Check and verify engine oil level.
FLEX PLATE
REMOVAL
REMOVAL).
2. Remove the bolts and flexplate (1).
INSTALLATION
1. Position the flexplate or flywheel onto the crank-
shaft and install the bolts hand tight.
2. For automatic transmissions: Tighten the flex-
plate retaining bolts to 95 N·m (70 ft. lbs.).
3. Install the transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - INSTALLATION).

TAPPETS-HYDRAULIC ROLLER
DIAGNOSIS AND TESTING - HYDRAULIC TAPPETS
Before disassembling any part of the engine to correct tappet noise, check the oil pressure. If vehicle has no oil
pressure gauge, install a reliable gauge at the pressure sending-unit. The pressure should be between 207-552 kPa
(30-70 psi) at 3,000 RPM.
Check the oil level after the engine reaches normal operating temperature. Allow 5 minutes to stabilize oil level,
check dipstick. The oil level in the pan should never be above the FULL mark or below the ADD OIL mark on
dipstick. Either of these two conditions could be responsible for noisy tappets.
OIL LEVEL
HIGH
If oil level is above the FULL mark, it is possible for the connecting rods to dip into the oil. With the engine running,
this condition could create foam in the oil pan. Foam in oil pan would be fed to the hydraulic tappets by the oil pump
causing them to lose length and allow valves to seat noisily.
LOW
Low oil level may allow oil pump to take in air. When air is fed to the tappets, they lose length, which allows valves
to seat noisily. Any leaks on intake side of oil pump through which air can be drawn will create the same tappet
action. Check the lubrication system from the intake strainer to the pump cover, including the relief valve retainer
cap. When tappet noise is due to aeration, it may be intermittent or constant, and usually more than one tappet will
be noisy. When oil level and leaks have been corrected, operate the engine at fast idle. Run engine for a sufficient
time to allow all of the air inside the tappets to be bled out.
TAPPET NOISE DIAGNOSIS

1. To determine source of tappet noise, crank over engine with cylinder head covers removed.
2. Feel each valve spring or rocker arm to detect noisy tappet. The noisy tappet will cause the affected spring
and/or rocker arm to vibrate or feel rough in operation.
NOTE: Worn valve guides or cocked springs are sometimes mistaken for noisy tappets. If such is the case,
noise may be dampened by applying side thrust on the valve spring. If noise is not appreciably reduced, it
can be assumed the noise is in the tappet. Inspect the rocker arm push rod sockets and push rod ends for
wear.
3. Valve tappet noise ranges from light noise to a heavy click. A light noise is usually caused by excessive leak-
down around the unit plunger, or by the plunger partially sticking in the tappet body cylinder. The tappet should
be replaced. A heavy click is caused by a tappet check valve not seating, or by foreign particles wedged between
the plunger and the tappet body. This will cause the plunger to stick in the down position. This heavy click will be
accompanied by excessive clearance between the valve stem and rocker arm as valve closes. In either case,
tappet assembly should be removed for inspection and cleaning.
4. The valve train generates a noise very much like a light tappet noise during normal operation. Care must be
taken to ensure that tappets are making the noise. If more than one tappet seems to be noisy, it’s probably not
the tappets.
REMOVAL
1. Disconnect the negative cable from the battery.
2. Remove the air cleaner (Refer to 9 - ENGINE/AIR INTAKE SYSTEM - REMOVAL).
3. Remove intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
REMOVAL).
5. Remove rocker arm assembly and push rods (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - REMOVAL). Identify push rods to ensure installation in original location.
7. Remove bolt from tappet guide holder.

8. Remove tappet guide holder.
9. Pull tappet out of bore with a twisting motion. If all tappets are to be removed and reused, identify tappets
to ensure installation in original location.
10. Check camshaft lobes for abnormal wear.
INSTALLATION
1. Lubricate tappets.
2. Install tappets in their original positions.

3. Install tappet guide yoke. Install the tappet guide yoke bolt and tighten to 12 N·m (106 in. lbs.) torque.
5. Install pushrods and rocker arm assembly (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER
ASSY - INSTALLATION).
6. Install cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
7. Install intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
8. Install the air cleaner (Refer to 9 - ENGINE/AIR INTAKE SYSTEM - INSTALLATION).
CAUTION: To prevent damage to valve mechanism, engine must not be run above fast idle until all hydrau-
lic tappets have filled with oil and have become quiet.
10. Road test vehicle and check for leaks.


DESCRIPTION
CAUTION: Do not use a metal stamp to mark connecting rods as damage may result, instead use ink or a
scratch awl.
The pistons are made of a high strength aluminum alloy. Piston skirts are coated with a solid lubricant (Molykote) to
reduce friction and provide scuff resistance. The piston top ring groove and land is anodized. The connecting rods
are made of forged powdered metal, with a “fractured cap” design. A floating piston pin is used to attach the piston
and connecting rod.
STANDARD PROCEDURE - PISTON FITTING

1. To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm ( .0001 in.)
INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer.
2. Measure the inside diameter of the cylinder bore at a point 38.0 mm (1.5 inches) below top of bore. Start per-
pendicular (across or at 90 degrees) to the axis of the crankshaft at point A and then take an additional bore
reading 90 degrees to that at point B.
NOTE: Always install new retaining clips for the piston pin. Never reuse the old clips.
NOTE: Use care not to distort the clip while installing.
3. Once assembled, the piston-rod assembly is specific for the left cylinder bank ( odd numbered) and the right
cylinder bank ( even numbered) and must not be interchanged.
4. The coating material is applied to the piston after

the final piston machining process. Measuring the
outside diameter of a coated piston will not provide
accurate results. Therefore measuring the inside
diameter of the cylinder bore with a dial Bore
Gauge is MANDATORY. To correctly select the
proper size piston, a cylinder bore gauge capable
of reading in 0.003 mm (.0001 in.) increments is
required.
5. Piston installation into the cylinder bore requires
slightly more pressure than that required for non-
coated pistons. The bonded coating on the piston
will give the appearance of a line-to-line fit with the
cylinder bore.
REMOVAL
2. Remove the following components:
• Oil pan and gasket/windage tray (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
• Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL) and
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
• Timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL).
• Cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL) and (Refer to 9 - ENGINE/CYLINDER
HEAD - REMOVAL).
3. If necessary, remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cyl-
inder block. Be sure to keep tops of pistons covered during this operation. Pistons and connecting rods
must be removed from top of cylinder block. When removing piston and connecting rod assemblies from the
engine, rotate crankshaft so the each connecting rod is centered in cylinder bore.
CAUTION: DO NOT use a number stamp or a punch to mark connecting rods or caps, as damage to con-
necting rods could occur
NOTE: Connecting rods and bearing caps are not

interchangeable and should be marked before
removing to ensure correct reassembly.
4. Mark connecting rod and bearing cap positions

using a permanent ink marker or scribe tool.

5. Remove connecting rod cap. Install Special Tool 8507 Connecting Rod Guides into the connecting rod being
removed. Remove piston from cylinder bore. Repeat this procedure for each piston being removed.
CAUTION: Care must be taken not to nick crankshaft journals, as engine damage may occur
CAUTION: When removing and installing the piston and connecting rod assembly, Do not damage the pis-
ton cooling jets. If the jets are bent, engine damage may occur.
6. Immediately after piston and connecting rod removal, install bearing cap on the mating connecting rod to prevent
damage to the fractured cap and rod surfaces.
7. Carefully remove piston rings from piston(s), starting from the top ring down.
CLEANING
CAUTION: DO NOT use a wire wheel or other abrasive cleaning devise to clean the pistons or connecting
rods. The pistons have a Moly coating, this coating must not be damaged.
1. Using a suitable cleaning solvent clean the pistons in warm water and towel dry.
2. Use a wood or plastic scraper to clean the ring land grooves.
INSPECTION
Check the connecting rod journal for excessive wear, taper and scoring (Refer to 9 - ENGINE/ENGINE BLOCK/
CONNECTING ROD BEARINGS - STANDARD PROCEDURE).
Check the connecting rod for signs of twist or bending.
Use the proper tool when removing the piston clip. If the clip is pried out, a burr may form on the groove that will
inhibit pin removal and installation.
Check the piston for taper and elliptical shape before it is fitted into the cylinder bore (Refer to 9 - ENGINE/ENGINE
BLOCK/PISTON & CONNECTING ROD - STANDARD PROCEDURE).
Check the piston for scoring, or scraping marks in the piston skirts. Check the ring lands for cracks and/or deteri-
oration.
INSTALLATION
1. Before installing piston and connecting rod assemblies into the bore, install the piston rings (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON RINGS - STANDARD PROCEDURE).
2. Immerse the piston head and rings in clean engine oil. Position a ring compressor over the piston and rings.
Tighten ring compressor. Ensure position of rings do not change during this operation.
3. Position bearing onto connecting rod. Lubricate bearing surface with clean engine oil.
4. Install Special Tool 8507 Connecting Rod Guides into connecting rod bolt threads.
5. The pistons are marked on the piston pin bore sur-
face with an raised “F” or arrow on top of piston
indicating installation position. This mark must be
pointing toward the front of engine on both cylinder
banks.
6. Wipe cylinder bore clean and lubricate with engine
oil.
7. Rotate crankshaft until connecting rod journal is on the center of cylinder bore. Insert rod and piston into cylinder
bore and carefully position connecting rod guides over crankshaft journal.
8. Tap piston down in cylinder bore using a hammer handle. While at the same time, guide connecting rod into
position on rod journal.
CAUTION: Always replace the Rod Bolts whenever they are loosened or removed.
9. Lubricate rod bolts and bearing surfaces with engine oil. Install connecting rod cap and bearing. Tighten bolts to
45 N·m (33 ft. lbs.) plus a 60° turn.
10. Install the following components:
• Cylinder head(s). (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
• Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
• Install the intake manifold.
• Oil pan and gasket/windage tray. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
11. Fill crankcase with proper engine oil to correct level.
RINGS-PISTON
Before reinstalling used rings or installing new rings, the ring clearances must be checked.
1. Wipe the cylinder bore clean.
2. Insert the ring in the cylinder bore.
NOTE: The ring gap measurement must be made

with the ring positioned at least 12mm (0.50 inch.)
from bottom of cylinder bore.
3. Using a piston, to ensure that the ring is squared in

the cylinder bore, slide the ring downward into the
cylinder.
4. Using a feeler gauge check the ring end gap.
Replace any rings not within specification.
NOTE: Make sure the piston ring grooves are

clean and free of nicks and burrs.
5. Measure the ring side clearance as shown.Make

sure the feeler gauge fits snugly between the ring
land and the ring. Replace any ring not within
specification.
6. Rotate the ring around the piston, The ring must
rotate in the groove with out binding.
PISTON RING SPECIFICATION CHART

Side Clearance Clearance
(0.0008- 0.0028 in.) (0.004 in.)
Intermediate Ring 0.02-0.06 mm 0.10mm
(0.0008-0.0023 in.) (0.004 in.)

Ring Position Ring Gap Wear Limit
(0.0118-0.0157 in.) (0.0177 in.)
Intermediate Ring 0.35-0.60mm 0.74mm
(0.0137-0.0236 in.) (0.029 in.)
Oil Control Ring 0.020-0.71mm 0.76mm
(Steel Rail) (0.0078- 0.0279 in.) (0.030 in.)
7. The No. 1 and No. 2 piston rings have a different cross section. Ensure No. 1 ring is installed with manufacturers
I.D. mark (Dot) facing up, towards top of the piston.
NOTE: Piston rings are installed in the following order:

8. Install the oil ring expander as shown.

9. Install upper side rail by placing one end between
the piston ring groove and the expander ring. Hold
end firmly and press down the portion to be
installed until side rail is in position. Repeat this
step for the lower side rail.
10. Install No. 2 intermediate piston ring using a pis-

ton ring installer.
11. Install No. 1 upper piston ring using a piston ring
installer.
12. Position piston ring end gaps as shown in. It is

important that expander ring gap is at least 45°
from the side rail gaps, but not on the piston pin
center or on the thrust direction.
DAMPER-CRANKSHAFT
REMOVAL
2. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL).
3. Drain cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
4. Remove radiator upper hose.
5. Remove fan shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
and 1023 Three Jaw Puller.
INSTALLATION
CAUTION: To prevent severe damage to the Crank-
shaft, Damper or Special Tool 8512–A, thoroughly
clean the damper bore and the crankshaft nose
before installing Damper.
1. Slide damper onto crankshaft slightly.
CAUTION: Special Tool 8512–A, is assembled in a

specific sequence. Failure to assemble this tool in
this sequence can result in tool failure and severe
damage to either the tool or the crankshaft.
2. Assemble Special Tool 8512–A as follows, The nut

is threaded onto the shaft first (2). Then the roller
bearing (1) is placed onto the threaded rod (3) The
hardened bearing surface of the bearing (1) MUST
face the nut (2). Then the hardened washer (5)
slides onto the threaded rod (3). Once assembled coat the threaded rod’s threads with MoparT Nickel Anti-Seize
or (Loctite No. 771).
3. Using Special Tool 8512–A, press damper onto crankshaft.
4. Install then tighten crankshaft damper bolt to 176 N·m (129 ft. lbs.).
5. Install radiator upper hose.
6. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).

COVER-STRUCTURAL
DESCRIPTION
The structural dust cover is made of die cast aluminum and joins the lower half of the transmission bell housing to
the engine. The LX uses an integral one piece aluminum oil pan/structural cover.
OPERATION
The structural cover provides additional powertrain stiffness and reduces noise and vibration. The LX uses an inte-
gral structural cover/oil pan.
ENGINE MOUNTING-FRONT
REMOVAL

2. Raise vehicle.
4. Remove hydromount to frame studs (3,4) and nuts.

6. Remove hydromount to bracket fasteners (1,2).
7. Remove hydromount from engine.
8. Remove engine mount brackets (1), if needed.
INSTALLATION
1. Install the engine mount brackets (1), if removed.


3. Install the studs (3,1) to the hydromount (2).
4. Install the generator support bracket (1).

6. Install the nuts on the studs (3,4), and tighten.

7. Lower vehicle.
MOUNTING-ENGINE REAR
REMOVAL
1. Raise the vehicle on a hoist.
2. Using a suitable jack, support transmission.
3. Remove the crossmember (2).
4. Remove the fasteners (1) from the transmission

mount (3) to crossmember.
5. Remove the mount (3).
6. Remove the transmission mount bracket (2), if

required.
INSTALLATION
1. Install the transmission mount bracket (2), if
removed.
2. Position the transmission mount (3) on the trans-

mission mount bracket (2). Install the bolts (1) that
attach the transmission mount (3) to the bracket
(2).
3. Torque the bolts to N·m ( ft.lbs.) torque.
4. Install the crossmember (2).

LUBRICATION
DESCRIPTION
The lubrication system is a full flow filtration pressure feed type.

DIAGNOSIS AND TESTING - CHECKING ENGINE OIL PRESSURE
1. Remove oil pressure sending unit and install gauge assembly C-3292.
2. Run engine until thermostat opens.
3. Oil Pressure:
• Curb Idle–25 kPa (4 psi) minimum
• 3000 rpm–170 - 758 kPa (25 - 110 psi)
4. If oil pressure is 0 at idle, shut off engine. Check for a clogged oil pick-up screen or a pressure relief valve stuck
open.
DIAGNOSIS AND TESTING - ENGINE OIL LEAK

stopping the leak.
minutes. Check the oil dipstick to make sure the dye is thoroughly mixed as indicated with a bright yellow color
under a black light.
the oil leak is found and identified, repair per service manual instructions.
tion.If the oil leak source is not positively identified at this time, proceed with the air leak detection test
method.
Air Leak Detection Test Method

1. Remove the PCV valve from the IAFM. Cap or plug the PCV valve grommet.
2. Attach an air hose with pressure gauge and regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to more than 20.6 kPa (3 PSI) of test pressure.
3. Gradually apply air pressure from 1 psi to 2.5 psi maximum while applying soapy water at the suspected source.
Adjust the regulator to the suitable test pressure that provide the best bubbles which will pinpoint the leak
source. If the oil leak is detected and identified, repair per service manual procedures.
4. If the leakage occurs at the rear oil seal area, refer to the section, Inspection for Rear Seal Area Leak.
5. If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps. Install the PCV
valve.

b. Where leakage tends to run straight down, possible causes are a porous block, distributor seal, camshaft
bore cup plugs oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces.
4. If no leaks are detected, pressurize the crankcase as outlined in the, Inspection (Engine oil Leaks in general)
scratches. The crankshaft seal flange is especially machined to complement the function of the rear oil seal.
OIL
STANDARD PROCEDURE - ENGINE OIL SERVICE
The engine oil level indicator is located at the right hand of the engine on the 6.1L engines.
CRANKCASE OIL LEVEL INSPECTION

CAUTION: Do not overfill crankcase with engine oil, pressure loss or oil foaming can result.
Inspect engine oil level approximately every 800 kilometers (500 miles). Unless the engine has exhibited loss of oil
pressure, run the engine for about ten minutes before checking oil level. Checking engine oil level on a cold engine
is not accurate.
To ensure proper lubrication of an engine, the engine oil must be maintained at an acceptable level. The acceptable
levels are indicated between the ADD and SAFE marks on the engine oil dipstick.
1. Position vehicle on level surface.
2. With engine OFF, allow approximately five minutes for oil to settle to bottom of crankcase, remove engine oil
dipstick.
3. Wipe dipstick clean.
4. Install dipstick and verify it is seated in the tube.
5. Remove dipstick, with handle held above the tip, take oil level reading.
6. Add oil only if level is below the ADD mark on dipstick.
ENGINE OIL CHANGE

Change engine oil at mileage and time intervals described in Maintenance Schedules (Refer to LUBRICATION &
MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIPTION).
Run engine until achieving normal operating temperature.
2. Remove oil fill cap.
3. Hoist and support vehicle on safety stands.
4. Remove the belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - REMOVAL).
6. Remove drain plug from crankcase and allow oil to drain into pan. Inspect drain plug threads for stretching or
other damage. Replace drain plug if damaged.
7. Install drain plug in crankcase. Torque to 27 N·m ( 20 ft. lbs.).
8. Lower vehicle and fill crankcase with specified type and amount of engine oil described in this section.
9. Install oil fill cap.
11. Stop engine and inspect oil level.
12. Install the belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - INSTALLATION).
NOTE: Care should be exercised when disposing used engine oil after it has been drained from a vehicle
engine. Refer to the WARNING at beginning of this section.
FILTER-ENGINE OIL
REMOVAL
All engines are equipped with a high quality full-flow, disposable type oil filter. DaimlerChrysler Corporation recom-
mends a MoparT or equivalent oil filter be used.
1. Remove belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - REMOVAL) .
2. Position a drain pan under the oil filter.
3. Using a suitable oil filter wrench loosen filter.
4. Rotate the oil filter counterclockwise to remove it from the cylinder block oil filter boss.
5. When filter separates from cylinder block oil filter boss, tip gasket end upward to minimize oil spill. Remove filter
from vehicle.
NOTE: Make sure filter gasket was removed with filter.
6. With a wiping cloth, clean the gasket sealing surface of oil and grime.
INSTALLATION
1. Lightly lubricate oil filter gasket (2) with engine oil.
2. Thread filter onto adapter nipple. When gasket
makes contact with sealing surface, hand tighten
filter one half turn, or 180°,do not over tighten.
3. Add oil, verify crankcase oil level and start engine.
Inspect for oil leaks.
4. Install belly pan (Refer to 23 - BODY/EXTERIOR/
BELLY PAN - INSTALLATION).
PAN-OIL
REMOVAL
2. Remove the intake manifold. (Refer to 9 - ENGINE/
3. Install engine lift fixture (2)special tool # 8984 and
adapter (4) # 8984–UPD. Never use air tools
when installing fasteners to engine.
4. Raise vehicle.

7. Unbolt and lower the steering rack from the
mounts. Do not remove P/S hoses, tie rod ends
or disconnect steering column.
8. Remove both left and right side engine hydromount

to frame nuts, and studs (3,4).
oil pan.
11. Install engine support fixture special tool # 8534.
Do not use the third leg.
12. Raise engine using special tool # 8534 and #8984
to provide clearance to remove oil pan.
NOTE: Do not pry on oil pan or oil pan gasket.

Gasket is integral to engine windage tray and does
not come out with oil pan.

nal locations.

and engine.


replace.
INSTALLATION
2. Apply MoparT Engine RTV at the 4 T- joints.
NOTE: When the oil pan is removed, a new oil pan gasket/windage tray assembly must be installed. The old
gasket cannot be reused.

4. If removed, reinstall the oil pump pickup tube with new o-ring. Tighten tube to pump fasteners to 28 N·m (250 in.
lbs.).

nal locations.

teners.
5 N·m (44 in.lbs.).
M10 oil pan fasteners to 54 N·m (39 ft.lbs.).
M6 oil pan fasteners to 12 N·m (106 in.lbs.).
8534.
9. Install the left side engine mount studs (3) and

10. Install the right side engine mount studs (4) and
12. Install the steering rack. (Refer to 19 - STEER-
ING/GEAR - INSTALLATION).
14. Remove special tool # 8984 (2).

TION).

PUMP-ENGINE OIL
REMOVAL
1. Remove the oil pan and pick-up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
REMOVAL).
3. Remove the four bolts, and the oil pump.
CLEANING
INSPECTION
CAUTION: Oil pump pressure relief valve and
spring should not be removed from the oil pump.
If these components are disassembled and or
removed from the pump the entire oil pump
1. Remove the pump cover.

pump housing should be smooth. If the pump cover
is scratched or grooved the oil pump assembly
should be replaced.
3. Slide outer rotor into the body of the oil pump.
Press the outer rotor to one side of the oil pump
body and measure clearance between the outer
rotor (2) and the body. If the measurement is
0.235mm (0.009 in.) or more the oil pump assem-
bly must be replaced.
4. Install the inner rotor in the into the oil pump body.
Measure the clearance between the inner (3) and
outer rotors (1). If the clearance between the rotors
is .150 mm (0.006 in.) or more the oil pump
5. Place a straight edge (1) across the body of the oil

pump (between the bolt holes), if a feeler gauge (2)
of .095 mm (0.0038 in.) or greater can be inserted
between the straightedge and the rotors, the pump
must be replaced.
6. Reinstall the pump cover. Torque fasteners to 15
N·m (132 in. lbs.).
NOTE: The 6.1L Oil pump is released as an assem-

bly. There are no DaimlerChrysler part numbers for
Sub-Assembly components. In the event the oil
pump is not functioning or out of specification it
must be replaced as an assembly.
INSTALLATION
1. Position the oil pump onto the crankshaft and install the 4 oil pump retaining bolts.
2. Tighten the oil pump retaining bolts to 28 N·m (250 in. lbs.).
3. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTAL-
LATION).
4. Install the pick-up tube and oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
MANIFOLD - INTAKE
DESCRIPTION
The intake manifold is made of aluminum, and features runners to maximize power. The intake manifold uses single
plane sealing which consist of two edge molded gaskets to prevent leaks.
DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKAGE

not be functioning.
WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE PULLEYS, BELTS OR THE FAN. DO NOT WEAR
LOOSE CLOTHING.

2. Spray a small stream of water at the suspected leak area.
3. If a change in RPM is observed the area of the suspected leak has been found.
REMOVAL
1. Remove engine covers (1).
2. Bleed fuel system (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY - STANDARD PROCEDURE).
4. Remove air inlet hose.
5. Disconnect electrical connectors for the following
components:
• Fuel Injectors
• ETC ( Electric Throttle Control )
6. Disconnect brake booster hose, purge hose, and
MUA hose ( Make Up Air Hose ).
7. Remove intake manifold retaining fasteners in a
crisscross pattern starting from the outside bolts
and ending at the middle bolts.
8. Remove intake manifold as an assembly.
CLEANING
NOTE: There is NO approved repair procedure for the intake manifold. If severe damage is found during
inspection, the intake manifold must be replaced.
Before installing the intake manifold thoroughly clean the mating surfaces. Use a suitable cleaning solvent, then air
dry.
INSPECTION
1. Inspect the intake sealing surface for cracks, nicks and distortion.
2. Inspect the intake manifold vacuum hose fittings for looseness or blockage.
INSTALLATION
1. Position intake manifold.
2. Install intake manifold retaining bolts, and tighten in
sequence from the middle bolts towards the out-
side in a crisscross pattern. Torque fasteners to
124 N·m (124 in. lbs.).
3. Connect electrical connectors for the following
components:
• Fuel Injectors
• ETC ( Electronic Throttle Control )
4. Connect Brake booster hose, purge hose, and
MUA hose ( Make Up Air hose ).
5. Install air inlet hose.
7. Install engine covers (1).
MANIFOLD - EXHAUST
DESCRIPTION
The exhaust manifolds are tube in shell airgap design to maximize durability and performance. The exhaust man-
ifolds are made of stainless steel stamped shells and stainless steel tubes with a powdered metal outlet. A layered
graphite over perforated steel manifold gasket is used to provide sealing to the cylinder head.
OPERATION
The exhaust manifolds collect the engine exhaust exiting the combustion chambers, then channels the exhaust
gases to the exhaust pipes attached to the manifolds.
REMOVAL
EXHAUST MANIFOLD - LEFT SIDE
2. Remove exhaust pipe to manifold bolts, remove
pipe.
3. Remove knock sensor.
4. Remove air cleaner housing (1).
5. Remove coolant bottle, and set aside without
removing hoses.
6. Remove the top row of bolts from manifold from
under the hood.
7. Remove the bottom row of bolts from manifold from
under vehicle.
8. Remove manifold from under vehicle.
EXHAUST MANIFOLD - RIGHT SIDE

2. Remove exhaust pipe to manifold bolts, remove
pipe.
3. Remove knock sensor.
4. Remove starter (1) and heat shield (4).
5. Remove power distribution box.
6. Loosen the power distribution box mounting
bracket.
7. Unfasten, and relocate the wire harness mounted
on the right hand inner fender panel.
8. Remove the top row of bolts from manifold from
under the hood.
9. Remove the bottom row of bolts from manifold from
under vehicle.
10. Remove the manifold from under vehicle.
CLEANING
Clean mating surfaces on cylinder head and manifold. Wash with solvent and blow dry with compressed air.
INSPECTION
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness with a straight edge. Gasket surfaces must be flat within 0.375 mm
(0.0147 in.) around each port opening, and 0.75 mm (0.0295 in.) overall.
INSTALLATION
EXHAUST MANIFOLD - LEFT SIDE
2. Install manifold bolts and torque to 31 N·m (23 ft.
lbs.) using the sequence provided.
3. Install the coolant bottle.
4. Install the air cleaner housing (1).

5. Install the knock sensor.
6. Install the exhaust pipe to manifold bolts.
7. Reconnect negative battery cable.
EXHAUST MANIFOLD - RIGHT SIDE

2. Install manifold bolts and torque to 31 N·m (23 ft.
lbs.) using the sequence provided.
3. Reconnect the wire harness mounted on the right
hand inner fender panel.
4. Reinstall the power distribution box mounting
bracket.
5. Install the power distribution box.
6. Install the starter (1) and heat shield (4).

7. Install the knock sensor.
8. Install the exhaust pipe to manifold bolts.
COVER-TIMING
REMOVAL
5. Remove accessory drive belt.
6. Remove fan and fan drive assembly (Refer to 7 -
COOLING/ENGINE/FAN DRIVE VISCOUS
CLUTCH - REMOVAL).
7. Remove coolant bottle and washer bottle.
8. Remove fan shroud.
NOTE: It is not necessary to disconnect A/C lines

or discharge freon.
9. Remove A/C compressor and set aside.

12. Disconnect both heater hoses at timing cover.
13. Disconnect lower radiator hose at engine.
14. Remove accessory drive belt tensioner and both
idler pulleys.
REMOVAL).
NOTE: Do not remove the hoses from the power

steering pump.
16. Remove power steering pump and set aside.

17. Remove the dipstick support bolt.

18. Drain the engine oil.
19. Remove the oil pan and pick up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
NOTE: It is not necessary to remove water pump for timing cover removal.
20. Remove timing cover bolts and remove cover.

21. Verify that timing cover slide bushings (1) are located in timing cover.
INSTALLATION
1. Clean timing chain cover and block surface.
NOTE: Always install a new gasket on timing cover.
2. Verify that the slide bushings (1) are installed in timing cover.
3. Install cover and new gasket. Tighten fasteners to 28 N·m (250 in. lbs.).
NOTE: The large lifting stud is torqued to 55 N·m (40 ft. lbs.).
4. Install the oil pan and pick up tube (Refer to 9 -

ENGINE/LUBRICATION/OIL PAN - INSTALLA-
TION).
7. Install power steering pump.
8. Install the dipstick support bolt.
9. Install the thermostat housing.
LATION).
11. Install accessory drive belt tensioner assembly
and both idler pulleys.
12. Install radiator lower hose.

13. Install both heater hoses.
14. Install radiator fan shroud.
15. Install the fan and fan drive assembly
17. Install the coolant bottle and washer bottle.
19. Install the air cleaner assembly.
20. Fill cooling system.
22. Connect the battery negative cable.
TIMING CHAIN & SPROCKETS

REMOVAL

3. Remove Timing Chain Cover (1).
4. Re-install the vibration damper bolt finger tight.
Using a suitable socket and breaker bar, rotate the
crankshaft to align timing chain sprockets and key-
ways as shown.

cam sprocket must be clocked at 12:00 (2). The
crankshaft keyway must be clocked at 2:00 (3).
The crankshaft sprocket must be installed so that
the dots and or paint marking is at 6:00.
5. Remove oil pump.
6. Retract tensioner shoe (1) until hole in shoe lines up with hole in bracket..
7. Slide a suitable pin (2) into the holes.
8. Remove camshaft sprocket attaching bolt and

remove timing chain with crankshaft and camshaft
sprockets (2).
9. If tensioner assembly is to be replaced, remove the
tensioner to block bolts and remove tensioner
assembly.
INSTALLATION
1. If tensioner (1) assembly is being replaced, install tensioner and mounting bolts. Torque bolts to 28 N·m (250 in.
lbs.).
2. Retract tensioner (2) if required.
CAUTION: The timing chain must be installed with

the single plated link aligned with the dot and or
paint marking on the camshaft sprocket. The
crankshaft sprocket is aligned with the dot and or
paint marking on the sprocket between two plated
timing chain links.

cam sprocket must be clocked at 12:00. The
crankshaft keyway must be clocked at 2:00. The
crankshaft sprocket must be installed so that the
dots and or paint marking is at 6:00.
3. Place both camshaft sprocket and crankshaft

sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft bores.
4. Place timing chain around both sprockets.
5. Lift sprockets and chain (keep sprockets tight
against the chain in position as shown).
6. Slide both sprockets (2,3) evenly over their respec-
tive shafts and check alignment of timing marks.
7. Install the camshaft bolt. Tighten the bolt to 122 N·m (90 ft. lbs.) torque.
8. Remove tensioner pin. (1) Again, verify alignment

of timing marks.

10. Install the oil pan and pick up (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
11. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
13. Fill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
15. Start engine and check for oil and coolant leaks.
TENSIONER - TIMING CHAIN

DESCRIPTION
The timing chain tensioner is a stamped steel constant tension mechanical design. It is mounted to the front of the
engine, behind the timing chain drive.
OPERATION
The timing chain tension is maintained by routing the timing chain through the tensioner assembly. A nylon covered
spring steel arm presses on the timing chain maintaining the correct chain tension.
9 - 2602 ENGINE - 3.0L TD SERVICE INFORMATION LX
ENGINE - 3.0L TD SERVICE INFORMATION
TABLE OF CONTENTS
page page
ENGINE - 3.0L TD SERVICE INFORMATION REMOVAL

DESCRIPTION LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2691
3.0L COMMON RAIL DIESEL ENGINE . . . . . . 2604 RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2694
ENGINE COVER . . . . . . . . . . . . . . . . . . . . . . . . . . 2606 INSTALLATION
DIAGNOSIS AND TESTING LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2696
ENGINE DIAGNOSIS - MECHANICAL . . . . . . . 2606 RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2698
SMOKE DIAGNOSIS CHARTS . . . . . . . . . . . . . 2608 CYLINDER HEAD COVER
STANDARD PROCEDURE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701
FORM-IN-PLACE GASKETS AND SEALERS . 2610 REMOVAL
REPAIR DAMAGED OR WORN THREADS . . 2611 LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701
HYDROSTATIC LOCK . . . . . . . . . . . . . . . . . . . . . 2611 RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2704
REMOVAL INSTALLATION
3.0L COMMON RAIL DIESEL ENGINE . . . . . . 2612 LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2706
ENGINE COVER . . . . . . . . . . . . . . . . . . . . . . . . . . 2617 RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2708
INSTALLATION ROCKER ARMS
3.0L COMMON RAIL DIESEL ENGINE . . . . . . 2617 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2710
ENGINE COVER . . . . . . . . . . . . . . . . . . . . . . . . . . 2623 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2710
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2710
ENGINE SPECIFICATIONS . . . . . . . . . . . . . . . . 2623 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2711
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2628 HYDRAULIC LIFTERS
SPECIAL TOOLS - 3.0L TURBODIESEL . . . . . . . 2630 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2712
ELEMENT-AIR CLEANER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2712
HOUSING-AIR CLEANER ENGINE BLOCK
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2637 CRANKSHAFT
CYLINDER HEAD DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2716
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2638 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2716
STANDARD PROCEDURE STANDARD PROCEDURE
CYLINDER HEAD BOLT INSPECTION . . . . . . 2638 MEASURE CRANKSHAFT AND BLOCK
VALVE SEALS - IN VEHICLE . . . . . . . . . . . . . . . 2638 JOURNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2716
VALVE SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 2640 CHECKING CRANKSHAFT END PLAY . . . . . . 2717
REMOVAL REMOVAL - CRANKSHAFT . . . . . . . . . . . . . . . . . . 2717
LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2642 INSTALLATION - CRANKSHAFT . . . . . . . . . . . . . . 2718
RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2649 CRANKSHAFT MAIN BEARINGS
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2655 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2720
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2655 SEAL - CRANKSHAFT OIL - FRONT
INSTALLATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2721
LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2656 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2723
RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2666 CRANKSHAFT OIL SEAL - REAR
CAMSHAFT OIL SEAL(S) DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2725
REMOVAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2725
RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2679 FLEX PLATE
INSTALLATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2727
RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2687 CYLINDER LINERS
CAMSHAFT(S) DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2691 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2691
LX ENGINE - 3.0L TD SERVICE INFORMATION 9 - 2603
PISTON & CONNECTING ROD INSTALLATION

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2729 OIL PUMP PICKUP TUBE . . . . . . . . . . . . . . . . . 2757
STANDARD PROCEDURE - PISTON RING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 2757
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2730 OIL JET
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2731 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2758
DAMPER - VIBRATION PCV
VACUUM PUMP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2761
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2739 OIL COOLER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2740 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2762
LEFT MOUNT INTAKE MANIFOLD
RIGHT MOUNT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2766
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2742 EXHAUST MANIFOLD
LUBRICATION RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2770
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2743 LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2771
OIL INSTALLATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2744 RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2772
OIL FILTER LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2773
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2745 TIMING CHAIN COVER
OIL PAN INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2776
REMOVAL TIMING CHAIN AND SPROCKETS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2746 REMOVAL
OIL PAN - LOWER . . . . . . . . . . . . . . . . . . . . . . . . 2747 REMOVAL - TIMING CHAIN GUIDE - UPPER . . 2780
INSTALLATION REMOVAL - TIMING CHAIN TENSIONING
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 2749 RAIL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2780
OIL PAN - INSTALLATION . . . . . . . . . . . . . . . . . 2751 REMOVAL - TIMING CHAIN . . . . . . . . . . . . . . . . 2780
OIL PRESSURE RELIEF VALVE INSTALLATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2753 INSTALLATION - TENSIONING AND SLIDE
OIL PRESSURE SENDING UNIT RAIL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2782
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2754 INSTALLATION - TIMING CHAIN
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2754 TENSIONING RAIL. . . . . . . . . . . . . . . . . . . . . . . 2783
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2754 ADJUSTMENTS
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2755 INSTALLATION - TIMING CHAIN . . . . . . . . . . . 2783
OIL PUMP TIMING CHAIN TENSIONER
REMOVAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2789
OIL PUMP PICKUP TUBE . . . . . . . . . . . . . . . . . 2756 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2789
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2756 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2789
ENGINE - 3.0L TD SERVICE INFORMATION

DESCRIPTION
3.0L COMMON RAIL DIESEL ENGINE
The 3.0L (183 C.I.D.) six - cylinder “common rail” direct injection engine is a 72°, overhead valve design. The engine
utilize a cast aluminum cylinder block molded around cast iron piston sleeves. The engine has aluminum cross flow
cylinder heads, four valves per cylinder, central injectors and dual overhead camshafts. The 3.0L is turbocharged,
intercooled, and also equipped with a EGR cooler.
Additional features are:
• Finger Follower Actuated Valves with Hydraulic Adjusters
• Counter Rotating Balance Shaft
• Oil Jet Cooled Pistons
• Swirl Intake Ports
• Chain driven D.O.H.C. per bank of cylinders, with 4 valves per cylinder
The engine identification stamp (3) for the 3.0L is

located on the left side of the engine block, below the
high pressure pump along with the 4 digit main bear-
ing identifying stamp (2) and the 6 digit cylinder bore
identifying stamp (1).
The engine identification number encompasses the

production number, engine plant code, engine type
and engine model.
ENGINE COVER
The insulated engine cover (1) is made of composite
material and used cosmetically to cover the top of the
engine and greatly reduce engine noise. Three brack-
ets secure the cover to the engine.

ENGINE DIAGNOSIS - MECHANICAL
LUBRICATING OIL 1. Low oil level. 1. (a) Check and fill with clean engine oil.
PRESSURE LOW
(b) Check for a severe oil leak, worn rings
(burning oil), oil leaking from the
turbocharger to the intake, or other root
causes for low oil level.
2. Oil viscosity thin, diluted or wrong 2. (a) Verify the correct engine oil is being
specification. used.
(b) Look for reduced viscosity from fuel
dilution.
3. Improperly operating pressure 3. Verify the pressure switch is functioning
switch/gauge. correctly. If not, replace switch/gauge.
4. Relief valve stuck open. 4. Check/replace valve.
5. If cooler was replaced, shipping 5. Check/remove shipping plugs.
plugs may have been left in cooler
6. Worn oil pump. 6. Check and replace oil pump.
7. Suction tube loose or seal leaking. 7. Check and replace seal.
8. Loose main bearing cap. 8. Check and install new bearing. Tighten
cap to proper torque.
9. Worn bearings or wrong bearings 9. Inspect and replace connecting rod or
installed. main bearings. Check and replace directed
piston cooling nozzles.
10. Directed piston cooling nozzles 10. Check directed piston cooling nozzles
under piston, bad fit into main position.
carrier.
12. Loose directed piston cooling 12. Tighten directed piston cooling nozzle.
nozzle.
LUBRICATING OIL 1. Pressure switch/gauge not 1. Verify pressure switch is functioning

PRESSURE TOO HIGH operating properly. correctly. If not, replace switch/gauge.
ENGINE BREATHER 2. Engine running too cold. 2. Coolant Temperature Below Normal
RESTRICTED
3. Oil viscosity too thick. 3. Make sure the correct oil is being used.
4. Oil pressure relief valve stuck 4. Check and replace valve.
closed or binding
LUBRICATING OIL LOSS 1. External leaks. 1. Visually inspect for oil leaks. Repair as
required.
2. Crankcase overfilled. 2. Verify that the correct dipstick is being
used.
3. Incorrect oil specification or 3. (a) Make sure the correct oil is being
viscosity. used.
(b) Look for reduced viscosity from dilution
with fuel.
(c) Review/reduce oil change intervals.
4. Oil cooler leak 4. Check and replace the oil cooler.
5. High blow-by forcing oil out the 5. Check the breather tube area for signs of
breather. oil loss. Perform the required repairs.
6. Turbocharger leaking oil to the air 6. Inspect the air ducts for evidence of oil
intake. transfer. Repair as required (slight oil
residue is normal).
COMPRESSION KNOCKS 1. Air in the fuel system. 1. Identify location of air leak and repair. Do
not bleed high pressure fuel system.
2. Poor quality fuel or water/gasoline 2. Verify by operating from a temporary
contaminated fuel. tank with good fuel. Clean and flush the
fuel tank. Replace fuel/water separator filter.
3. Engine overloaded. 3. Verify the engine load rating is not being
exceeded.
4. Improperly operating injectors. 4. Check and replace misfiring/inoperative
injectors.
EXCESSIVE VIBRATION 1. Loose or broken engine mounts. 1. Replace engine mounts.

2. Damaged fan or improperly 2. Check and replace the vibrating
operating accessories. components.
3. Improperly operating vibration 3. Inspect/replace vibration damper.
damper
4. Improperly operating balance shaft 4. Inspect/replace balance shaft.
5. Improperly operating electronically 5. Inspect/replace fan drive.
controlled viscous fan drive.
6. Worn or damaged generator 6. Check/replace generator.
bearing.
7. Flywheel housing misaligned. 7. Check/correct flywheel alignment.
8. Loose or broken power 8. Inspect the crankshaft and rods for

component. damage that causes an unbalance
condition. Repair/replace as required.
9. Worn or unbalanced driveline 9. Check/repair driveline components.
components.
EXCESSIVE ENGINE 1. Drive belt squeal, insufficient 1. Check the automatic tensioner and
NOISES tension or abnormally high loading. inspect the drive belt. Make sure water
pump, tensioner pulley, fan hub, generator
and power steering pump turn freely.
2. Intake air or exhaust leaks. 2. Refer to Excessive Exhaust Smoke
(Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING).
3. Excessive valve lash. 3. Adjust valves. Make sure the rocker arms
are not bent. Replace bent or severely worn
components.
4. Turbocharger noise. 4. Check turbocharger impeller and turbine
wheel for housing contact. Repair/replace
as required.
5. Gear train noise. 5. Visually inspect and measure gear
backlash. Replace gears as required.
6. Power function knock. 6. Check/replace rod and main bearings.
SMOKE DIAGNOSIS CHARTS

The following charts include possible causes and corrections for excess or abnormal exhaust smoke. Small
amounts of exhaust smoke (at certain times) are to be considered normal for a diesel powered engine.
EXCESSIVE BLACK SMOKE

POSSIBLE CAUSE CORRECTION
Air filter dirty or plugged. Check and/or replace filter
Air intake system restricted. Check entire air intake system including all hoses and
tubes for restrictions, collapsed parts or damage.
Repair/replace as necessary.
Air Leak in Intake System. Check entire air intake system including all hoses and
tubes for collapse, cracks, loose clamps and/or holes in
rubber ducts. Also check intake manifold for loose
mounting hardware.
Diagnostic Trouble Codes (DTC’s) active or multiple, Refer to Powertrain Diagnostic Procedures Information.
intermittent DTC’s.
Engine Control Module (ECM) has incorrect calibration. Refer to Powertrain Diagnostic Procedures Information.
Exhaust system restriction is above specifications. Check exhaust pipes for damage/restrictions. Repair as
necessary.
Fuel grade is not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel injection pump malfunctioning. A DTC may have been set. If so, refer to Powertrain
Diagnostic Procedures Information.
Fuel injector malfunctioning. A DTC may have been set. Perform “Injector
Classification Programming9 using scan tool. Also refer
to Powertrain Diagnostic Procedures Information and,
Return Fuel Quantity Test.
Fuel injector lower washer doubled or missing. Remove and inspect injector washer.
EXCESSIVE BLACK SMOKE

Fuel return system restricted. Check fuel return lines for restriction.
Intake manifold restricted. Remove restriction.
Manifold Air Pressure (Boost) Sensor or sensor circuit A DTC should have been set. Refer to Powertrain
malfunctioning. Diagnostic Procedures Information.
Turbocharger air intake restriction. Remove restriction.
Turbocharger damaged. Refer to Exhaust and Turbochanger Diagnostic
Procedures
Turbocharger has excess build up on compressor Refer to Exhaust and Turbochanger Diagnostic
wheel and/or diffuser vanes. Procedures
Turbocharger wheel clearance out of specification. Refer to Exhaust and Turbochanger Diagnostic
Procedures
EXCESSIVE WHITE SMOKE

Air in fuel supply: Possible leak in fuel supply side. Inspect fuel system
Coolant leaking into combustion chamber. Perform pressure test of cooling system.
Diagnostic Trouble Codes (DTC’s) active or multiple, Refer to Powertrain Diagnostic Procedures Information.
intermittent DTC’s.
In very cold ambient temperatures, engine block heater Refer to In-Block Heater
is malfunctioning (if equipped).
Engine coolant temperature sensor malfunctioning. A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information. Also check
thermostat operation.
Engine Control Module (ECM) has incorrect calibration. A DTC should have been set. Refer to Powertrain
Fuel filter plugged. Refer to Powertrain Diagnostic Manual for fuel system
testing.
Fuel grade not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel heater element or fuel heater temperature sensor Refer to Fuel Heater Testing (Refer to 14 - FUEL
malfunctioning. This will cause wax type build-up in fuel SYSTEM/FUEL DELIVERY/FUEL HEATER -
filter. DIAGNOSIS AND TESTING).
Fuel injector malfunctioning. A DTC should have been set. Perform “Injector
Identification Programming9 or 9Cylinder Cutout Test9
using scan tool to isolate individual cylinders. Also refer
to Powertrain Diagnostic Procedures Information.
Fuel injector hold-down(s) loose. Replace the copper washer(s)(shim) and torque to
specifications.
Fuel injector protrusion not correct. Check washer (shim) at bottom of fuel injector for
correct thickness.
Fuel injection pump malfunctioning. A DTC should have been set. Refer to Powertrain
Fuel supply side restriction. Refer to Powertrain Diagnostic Manual for fuel system
testing.
Intake manifold air temperature sensor malfunctioning. A DTC should have been set. Refer to Powertrain
EXCESSIVE WHITE SMOKE

Intake manifold heater circuit not functioning correctly in A DTC should have been set. Refer to Powertrain
cold weather. Diagnostic Procedures Information. Also check heater
elements for correct operation.
Intake manifold heater elements not functioning A DTC should have been set if heater elements are
correctly in cold weather. malfunctioning. Refer to Powertrain Diagnostic
Procedures Information.
Internal engine damage (scuffed cylinder). Analyze engine oil and inspect oil filter to locate area of
probable damage.
Restriction in fuel supply side of fuel system. Refer to Powertrain Diagnostic Manual for fuel system
testing.
EXCESSIVE BLUE SMOKE

Dirty air cleaner or restricted turbocharger intake duct. Check Air Cleaner Housing for debris and replace filter
as necessary
Air leak in boost system between turbocharger Service charge air system.
compressor outlet and intake manifold.
Obstruction in exhaust manifold. Remove exhaust manifold and inspect for blockage.
Restricted turbocharger drain tube. Remove turbocharger drain tube and remove
obstruction.
Crankcase ventilation system plugged. Inspect oil separator system for function and clear drain
back hole in cylinder head cover/intake manifold
Valve seals are worn, brittle, or improperly installed. Replace valve stem oil seals
Valve stems and/or guides are worn. Remove valves and inspect valves and guides.
Broken or Improperly installed piston rings. Tear down engine and inspect piston rings.
Excessive piston ring end gap. Remove pistons and measure piston ring end gap.
Excessive cylinder liner wear and taper. Remove pistons and measure cylinder liner wear and
taper.
Cylinder damage. Remove pistons and inspect cylinder liner for cracks or
porosity. Repair with new cylinder liner if necessary.
Piston damage. Remove pistons and inspect for cracks, holes. Measure
piston for out-of-round and taper.
Turbocharger failure. Refer to Exhaust and Turbocharger Procedures
STANDARD PROCEDURE
MOPART ENGINE RTV GEN II
MoparT Engine RTV GEN II is used to seal components exposed to engine oil. This material is a specially designed
black silicone rubber RTV that retains adhesion and sealing properties when exposed to engine oil. Moisture in the
air causes the material to cure. This material is available in three ounce tubes and has a shelf life of one year. After
one year this material will not properly cure. Always inspect the package for the expiration date before use.
MOPART ATF RTV
MoparT ATF RTV is a specifically designed black silicone rubber RTV that retains adhesion and sealing properties
MOPART GASKET MAKER
MoparT Gasket Maker is an anaerobic type gasket material. The material cures in the absence of air when
MOPART GASKET SEALANT
MoparT Gasket Sealant is a slow drying, permanently soft sealer. This material is recommended for sealing
w/applicator.
FORM-IN-PLACE GASKET AND SEALER APPLICATION

Assembling parts using a form-in-place gasket requires care but it’s easier than using precut gaskets.
REPAIR DAMAGED OR WORN THREADS

HYDROSTATIC LOCK
3. Place a shop towel around the fuel injectors to catch any fluid that may possibly be under pressure in the cyl-
inder head. Remove the fuel injectors (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR -
REMOVAL).
4. With all injectors removed, rotate the crankshaft using the crankshaft.
9. Install fuel injectors (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR - INSTALLATION).
12. Install a new oil filter and tighten to 10 N·m 88 in. lbs.) torque.
13. Fill engine crankcase with the specified amount and grade of oil (Refer to LUBRICATION & MAINTENANCE/
FLUID TYPES - SPECIFICATIONS).
15. Start the engine, allow to warm, turn engine off and check for any leaks. (Refer to 14 - FUEL SYSTEM -
WARNING).
REMOVAL
1. Disconnect negative battery cable. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/CABLES - REMOVAL)
2. Drain cooling system. (Refer to 7 - COOLING - STANDARD PROCEDURE)
3. Remove engine cover (1).
4. Remove air cleaner housing (Refer to 9 - ENGINE/
AIR INTAKE SYSTEM/AIR CLEANER HOUSING -
REMOVAL).
5. Remove the wiper arms. (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/WIPER ARMS - REMOVAL)

6. Remove the engine cowl.
7. Remove the strut tower support.
8. Remove the turbocharger heat shield.

9. Remove the exhaust pipe from the turbocharger
(2).
10. Remove the EGR air tube (3) at the EGR hous-
ing.
11. Remove the clamp (1) from the exhaust elbow.
12. Remove the EGR valve (1).

13. Remove the upper radiator hose.

14. Remove the coolant bypass hose.
15. Remove the charge air resonator (3) and hose

(1).
16. Remove the accessory belt.

17. Remove the oil dipstick tube and position aside.
18. Remove the power steering pump and position
aside. (Refer to 19 - STEERING/PUMP -
REMOVAL)
19. Remove the vacuum hose from the vacuum pump.

20. Remove the engine harness at the ECM.
21. Remove the dash panel heat shield.
22. Remove the engine harness from the right side of the engine.
23. Remove the fuel lines.

24. Remove the exhaust bracket (1) from the cylinder head.
25. Remove the transmission oil tube.
26. Disconnect the Oxygen Sensor wiring connector.
27. Remove the catalytic converter pressure line.
28. Remove the starter. (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - REMOVAL)
29. Remove the CKP sensor shield (1).

30. Disconnect the CKP sensor (2).
31. Remove the CKP sensor.
32. Remove the lower heater hose.
33. Remove the lower coolant transfer hose.
34. Remove the AC compressor and position aside.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING/A/C COMPRESSOR - REMOVAL)
35. Paint mark the flex plate to torque converter rela-

tion and remove the torque converter bolts
through the access hole.
36. Remove the torque converter bolts.
37. Support the transmission with a transmission jack.
38. Remove the transmission case to engine bolts.
39. Support the engine by placing a piece of wood
between the engine and the sway bar.
40. Remove the left engine mount shield.

41. Remove the left engine mount from the vehicle
frame.
42. Remove the right engine mount shield.
43. Remove the right engine mount from the vehicle
frame.
45. Connect the engine lift chain to the engine lift fix-
tures.
46. Remove the hood struts and position the hood
aside.
47. Remove the engine from the vehicle.
ENGINE COVER
1. Remove the engine oil cap.
2. Remove the fasteners.
3. Pull the cover (1) forward and away from the rear
mounting brackets.
INSTALLATION
1. Carefully align the engine assembly in the engine
bay area and align with the transmission, Do Not
lower the engine.
2. Align the engine to transmission, and lower the
engine mounts into position.
3. Install left engine mount to the engine. Tighten
bolts to 45 N.m (33 ft. lbs.).
4. Install the left engine mount shield.
5. Install right engine mount to the engine. Tighten
bolts to 45 N.m (33 ft. lbs.).
6. Install the right engine mount shield.
7. Remove engine lifting device.
8. Install the hood support rods.
10. Align the flex plate to the torque converter as

marked in the disassembly procedure.
11. Tighten the flex plate bolts to 45 N·m (33 ft. lbs.).
12. Install accessible engine to transmission housing
bolts. Tighten bolts to 83 N·m (62 ft. lbs.).
13. Install the AC compressor. (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - INSTALLATION)
14. Install the lower coolant transfer hose.

15. Install the lower heater hose.
16. Install the CKP sensor and tighten bolt to 9 N·m
(79 in. lbs.).
17. Connect the CKP sensor.
18. Install the starter. (Refer to 8 - ELECTRICAL/
STARTING/STARTER MOTOR - INSTALLATION)
19. Install the catalytic converter pressure line.
20. Connect the oxygen sensor connector.
21. Install the transmission oil tube and tighten the
bolt to 25 N·m (18 ft. lbs.)
22. Install the fuel lines.
23. lower the vehicle.
24. Install the exhaust bracket (1) to the cylinder head and tighten to 14 N·m (143 in. lbs.).
25. Install the dash panel heat shield.
26. Connect the ECM harness.
27. Install the vacuum hose to the vacuum pump.

28. Install the power steering pump. (Refer to 19 - STEERING/PUMP - INSTALLATION)
29. Install the oil dipstick tube.
30. Install the accessory belt.
31. Install the charge air resonator.

32. Install the coolant bypass hose.

34. Connect the EGR valve connector.
35. Install the clamp (1) on the exhaust elbow.

Tighten the clamp to 20 N·m (15 in. lbs.).
36. Discard the old gasket and clean the EGR tube
sealing surfaces.
37. Install a new gasket on the EGR tube (3).
38. Install the EGR tube (3) and tighten the bolts to 9
N·m (79 in. lbs.)
39. Discard the old gasket and clean the exhaust pipe
and turbocharger sealing surfaces.
40. Install a new gasket between the exhaust pipe
and turbocharger.
41. Install the exhaust pipe (2) to the turbocharger
and tighten the bolts to 20 N·m (15 in. lbs.) and
then an additional 90°.
42. Install the turbocharger heat shield.
43. Install the strut tower support.

44. Install the engine cowl. (Refer to 23 - BODY/EX-
TERIOR/COWL GRILLE - INSTALLATION)
45. Install the air cleaner housing.

46. Install the engine cover.
47. Fill the cooling system. (Refer to 7 - COOLING -
STANDARD PROCEDURE)
48. Connect the negative battery cable. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/CABLES -
INSTALLATION)
ENGINE COVER
1. Align the rear of the engine cover (1) with the rear
mounting bracket slots and seat the cover into the
bracket.
2. Push down on the cover (1) and install the fasten-
ers.
3. Tighten fasteners to 5 N·m (44 in. lbs.).
4. Install the oil cap.
SPECIFICATIONS
ENGINE SPECIFICATIONS
GENERAL DESCRIPTION
Displacement 3.0L 3.0L (2985 cc) (182 CID)
Bore 83 mm
Stroke 92 mm
Compression Ratio 18 :1
Weight 215Kg (474 Lbs.)
Power 160Kw (215 HP) @ 4200 RPM
Torque 510 N·m (376 Ft. Lbs.) @ 1800 RPM
Idle Speed - Warm 620 RPM
Belt Tension Automatic Belt Tensioner
Thermostat Opening 80°C ± 2°C
Cooling System Capacity 13.3 Liters (14 qts.)
Engine Oil Capacity 9.5L (10 Qt.) W/Filter Change
Timing System Chain Driven Dual Overhead Camshafts
Air Intake Dry Filter With Turbocharger and Charge Air Cooler
Fuel Supply Electric Pump In The Fuel Tank
Fuel System Direct Fuel Injection Common Rail System
Combustion Cycle 4 Stroke
Cylinder Compression Difference Between Cylinders 5 Bar (72.5 psi.)
Cooling System Water Cooling
Injection Pump CP3 2nd. Generation Common Rail System
Injection Order 1-4-2-5-3-6
Lubrication Pressure Lubricated By Rotary Pump
Oil Pressure 80°C (176°F) 1.1 Bar (16 psi.) at Idle
3.6 Bar (52 psi) at 3200 rpm
Engine Rotation Clockwise Viewed From Front Cover
CRANKSHAFT
Metric Standard
Front Journal Diameter-Nominal 62.985-63.005 mm 2.479-2.480 in
Front Journal Diameter- minus 0.25 62.735-62.755 mm 2.469-2.470 in.
Front Bearing Diameter-Nominal 63.005-63.034 mm 2.480-2.481 in.
Front Bearing Diameter-minus 0.25 62.755-62.784 mm 2.471-2.478 in
Clearance Between the Journal and 0.00-0.049 mm 0.000-0.001 in.
Bearing
Center Journal Diameter-Nominal 63.005-63.020 mm 0.001-0.003 in.
Center Journal Diameter-minus 0.25 62.775-62.770 mm 2.470-2.471
Center Bearing Diameter-Nominal 63.005-63.020 mm 2.480-2.481 in.
Center Bearing Diameter-minus 62.775-62.770 mm 2.470-2.471 in.
0.25
Clearance Between Journal and 0.008-0.051 mm 0.0003-0.0002 in
Bearing
Rear Journal Diameter-Nominal 89.980-90.000 mm 3.542-3.543 in
Rear Journal Diameter- minus 0.25 89.730-99.750 mm 3.532-3.927 in.
Rear Bearing Diameter-Nominal 90.045-90.065 mm 3.545-3.546 in.
Rear Bearing Diameter- minus 0.25 89.795-89.815 mm 3.535-3.536 in.
Clearance Between Journal and 0.045-0.080 mm 0.001-0.003 in.
Bearing
Connecting Rod Journal-Nominal 53.940-53.955 mm 2.123-2.124 in.
Connecting Rod Journal- minus 53.690-53.705 mm 2.113-2.114 in.
0.25
Connecting Rod Bearing-Nominal 53.997-54.016 mm 2.125-2.126 in.
Connecting Rod Bearing- minus 53.727-53.766 mm 2.115-2.116 in.
0.25
Clearance Between Journal and 0.022-0.076 mm 0.0008-0.0029 in.
Bearing
Crankshaft End Play 0.080-0.280 mm 0.003-0.011 in.
Adjustment Thrust Washers Thrust Washers
Thrust Washers Available 2.31-2.36 mm 0.090-0.092 in.
2.41-2.46 mm 0.094-0.096 in.
2.51-2.56 mm 0.098-0.100
Carrier with Thrush Washers 27.670-27.820 mm 1.089-1.095 in.
Installed
MAIN BEARING CARRIERS
Metric Standard
Internal Diameter-Front 67.025-67.050 mm 2.638-2.639 in.
Internal Diameter-Center 66.670-66.690 mm 2.624-2.624 in.
Internal Diameter-Rear 85.985-86.005 mm 3.385-3.386 in.
LINERS
Metric Standard
Internal Diameter 091.997-92.015 mm. 3.621-3.622 in.
Protrusion 0.00-0.05 mm 0.00-0.001 in.
Available Adjustment Shims 0.15 mm 0.005 in.
0.17 mm 0.006 in.
0.20 mm 0.007 in.
0.23 mm 0.009
0.25 mm 0.0098
CYLINDER HEAD
Metric Standard
Minimum Thickness 94.95-95.05 mm. 3.738-3.742 in.
Gasket Thickness 1.32 mm ± 0.08, 0 notches 0.0051 in. ± 0.003, 0 notches
1.42 mm ± 0.08, 1 notch 0.051 in. ± 0.003, 1 notch
1.52 mm ± 0.08, 2 notches 0.059 in. ± 0.003, 1 notches
CONNECTING RODS
Metric Standard
Small end Bearing Internal Diameter 32.035-32.050 mm 1.2612-1.2618 in.
Large End Internal Diameter 53.997-54.016 mm 2.125-2.126 in.
PISTONS
Metric Standard
Skirt Diameter (measured at 93.912-93.928 mm. 3.6973-3.6979 in.
approximately 10 mm above the
bottom of the skirt)
Piston Clearance 0.010-0.22 mm 0.0003-0.0008 in.
Top of Piston to Cylinder Head 0.69-0.83 mm 0.027-0.032 in.
Piston Protrusion 0.460-0.609 mm Fit Gasket, 0.018-0.023 in. Fit Gasket, Number
Number (1.32mm), 0 hole (0.051 in.), 0 notches
0.610-0.709 Fit Gasket, Number 0.024-0.027 in. Fit Gasket, Number
(1.42 mm) 1 hole (0.055 in.) 1 notch or hole
0.710-0.810 Fit Gasket, Number 0.027-0.031 in. Number (0.059 in) 2
(1.52 mm), 2 holes notches or holes
PISTON PINS
Metric Standard
Type Full Floating
Pin Diameter 32.004-32.010 mm 1.259-1.260 in.
Clearance 0.010-0.020 mm 0.0003-0.0007 in.
PISTON RINGS
Metric Standard
Clearance in Groove
Second Compression Ring 0.065-0.11 mm 0.0026-0.0044 in.
Oil Control (Steel Rails) 0.03-0.07 mm 0.0012 - 0.0028 in.
Fitted Gap
Oil Ring (Steel Ring) 0.20 - 0.40 mm 0.0079 -0 .0158 in.
CAMSHAFT
Metric Standard
Journal Diameter-Front 29.960-29.980 mm 1.179-1.180 in.
Journal Diameter-Center 39.250-39.270 mm 1.545-1.546 in.
Bearing Clearance 0.03-0.08 mm 0.001-0.003 in
Journal Diameter-Rear 39.250-39.270 mm 1.545-1.546 in.
Camshaft End Play 0.10-0.55mm 0.004-0.021 in.
HYDRAULIC LIFTER
Metric Standard
Outside Diameter 11.994 ± 0.006 mm 0.472 ± 0.0002 in.
VALVES
Metric Standard
Face Angle-Intake 45° 25’-55° 35’ mm -
Face Angle-Exhaust 45° 25’-45° 35’ mm -
Intake Valve Opens 15.6° ± 2° A.T.D.C. -
Intake Valve Closes 64.4° ± 2° A.B.D.C. -
Exhaust Valve Opens 66° ± 2° B.B.D.C. -
Exhaust Valve Closes 32° ± 2° A.T.D.C. -
Head Diameter-Intake 32.30-32.50 mm 1.271-1.279 in.
Clearance in Guide-Intake 0.030-0.060 mm 0.001-0.002 in.
Clearance in Guide-Exhaust 0.040-0.070 mm 0.001-0.002 in.
VALVE GUIDE
Metric Standard
Inside Diameter 6.00-6.012 mm 0.2362-0.2366 in.
Fitted Height-Intake 14.5-15.0 mm 0.570-0.590 in.
Fitted Height-Exhaust 16.5-17.0 mm 0.649-0.669 in.
VALVE SPRING
Metric Standard
Free Length 45.26 mm 1.781 in.
Fitted Length 38.0 mm 1.496 in.
Load at Fitted Length 182 ± 5-10% Kg -
Load at Top of Lift 395 ± 5% Kg -
Number of Coils 8 -
LUBRICATION
Metric Standard
Pressure Relief Valve Opens 6.50 bar 94 psi
Pressure Relief Valve Spring-Free 51.5 mm 2.02 in.
Length
OIL PUMP
Metric Standard
Outer Rotor End Float 0.060-0.160 mm 0.002-0.006 in.
Inner Rotor End Float 0.060-0.160 0.002-0.006 in.
Outer Rotor to Body Diameter Clearance 0.130-0.240 mm 0.005-0.009 in.
Rotor Body to Drive Gear Clearance (pump 0.90-1.50 mm 0.035-0.059 in.
not fitted)
TORQUE
3.0L DIESEL TORQUE SPECIFICATIONS

Bolts, Oil Pump 11 8 96
Bolts, Vacuum Pump 14 10 124
Vacuum Pump Pipe to Block 57 42 -
Bolts, Crankshaft Gear 11 8 96
Bolts, Crankshaft Position Sensor 11 8 96
Flex Plate Bolts - Refer to the Service Procedure
Cylinder Head Bolts - Refer to the Service Procedure
Bolts, Reluctor Wheel 15 11 130
Bolts, Rear Main Bearing Support 28 21 240
Bolt, Oil Cooler to Engine Block 47 35 -
Engine Block Plug In Front Of Oil Cooler 58 43 -
Stud, Oil Cooler Mounting 50 37 -
Bolt, Oil Level Indicator to Cylinder Head 96
11 -
Cover
Bolt, Oil Level Indicator Tube to Pan 11 - 96
Fasteners, Water Pump Housing 24 18 212
Bolts, Connecting Rod - Refer to the Service Procedure
Bolts, Balance Shaft 32 24 -
Bolts, Oil Jet 11 8 96
Bolt, Oil Pump Pick-up Tube 32 24 -
Bolts, Oil Pan — Refer to the Service Procedure
Structural Support to Engine and -
45 33
Transmission Bolts
Bolt, Crankshaft Hub 303+90° 224+90° -
Bolts, Crankshaft Pulley 32 24 -
Bolts, Front Engine Cover 9 7 -
Bolts, Transmission to Engine 83 62 -
Bolts, Cylinder Head Cover / Intake Manifold — Refer to the Service Procedure
Bolts, Camshaft Timing Access 25 18 -
Camshaft Access Plugs 80 59 -
Bolts, Oil Separator 11 8 96
Bolt, Camshaft Position Sensor 11 8 96
Bolts, Boost Pressure / Intake Air 48
5 -
Temperature. Sensor
Glow Plug 13 - 110
Bolts, Accessory Drive Bracket 45 33 -
Bolt, Accessory Drive Belt Idler Pulley 53 39 -
Bolt, Vacuum Line Fitting 57 42 -
Fasteners, Fuel Pump 28 21 -
Fittings, Fuel Line at Pump 28 21 -
Bolts, Fuel Rail Retaining 25 18 217
Bolts, Inner Timing Belt Cover

8mm 11 8 96
10mm 45 33 -
Bolts, Outer Timing Belt Cover
3mm 6 - 54
8mm 11 8 96
Bolts, Engine Mount Bracket to Cylinder -
45 33
Head
Bolts, Structural Support to Engine and -
45 33
Transmission
Bolts, Intake Inlet Tube 10 8 89
Bolts, Camshaft Sprocket 108 80 -
Bolts, Camshaft Timing Access 25 18 212
Bolt, Timing Belt Idler Pulley 47 35 -
Bolt, Timing Belt Tensioner 29 22 -
Nut, Fuel Injection Pump Gear 88 65 -
Nuts, Fuel Injection Pump Retaining 24 18 212
Bolts, Engine Lift Hook 45 33 -
Bolts, Thermostat Housing 25 18 -
Fitting, Turbocharger Oil Supply Line 25 18 217
Bolts, Turbocharger Oil Return Line 11 - 96
Nuts, Engine Cover 5 - 44
Nuts, Exhaust Manifold 36 27 -
Bolts, Turbocharger Heat Shield 25 18 217
Bolts, Exhaust Manifold Heat shield 28 21 -
Bolts, EGR Valve 25 18 -
EGR Air Control Valve to Cylinder Head 96
11 -
Cover
Bolts, Coolant Pipe to EGR Valve 25 18 -
Nuts, Turbocharger Down pipe 32 24 -
Bolts, Turbocharger Support Bracket 25 18 -
Bolts, Vibration Damper to Crankshaft Hub 28 21 -
Bolts, Crankshaft Support 44 33 -
Nuts, Turbocharger to Exhaust Manifold 32 24 -
SPECIAL TOOLS - 3.0L TURBODIESEL
REMOVER, VIBRATION DAMPER - 8940
INSTALLER, FRONT CRANKSHAFT SEAL - 8936A
INSTALLER, REAR MAIN SEAL - 8944
HAMMER, SLIDE - 8937

TOOL, CHAIN SEPARATOR - 8948 SCREW, PRESSING - 8950
PIECE, THRUST - 8949A LINKS, ASSEMBLY - 8951

ADAPTOR - 9543
INSERTS, ASSEMBLY - 8952A
Wrench, Oil Filter Cap - 9551
TOOL, FLYWHEEL LOCKING - 9102
Remover, Fuel Injector - 9552
PLIERS, FUEL LINE - 9539

ADAPTER, COMPRESSION TESTER - 9553
GUIDE, TIMING CHAIN - 9554
Retainer, Camshafts - 9555

ELEMENT-AIR CLEANER
REMOVAL
NOTE: Housing removal is not necessary for element (filter) replacement.
1. Disconnect the negative battery cable. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY - REMOVAL)

2. Disconnect the mass air flow (MAF) and air pressure sensor electrical connectors.
3. Pry up both spring clips from front of housing cover, (spring clips retain cover to housing).
4. Release housing cover from locating tabs located on rear of housing, and lift cover.
5. Remove air cleaner element from the housing.
INSTALLATION
NOTE: Clean housing and inspect the gasket for damage before installing a clean filter. Replace as neces-
sary.
1. Install element into housing.

2. Position housing cover into rear housing locating tabs and seat cover onto housing.
3. Pry up spring clips and lock cover to housing.
4. Connect air intake duct and tighten clamp to 5 N.m
(44 in. lbs.).
5. Connect the MAF and air pressure sensor electrical
connectors.
HOUSING-AIR CLEANER
REMOVAL
1. Disconnect the negative battery cable. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/CABLES - REMOVAL)

2. Disconnect the MAF and air pressure sensor electrical connectors.
3. Remove the air outlet hose from the air cleaner assembly.
4. Remove the tube from the PCV valve.
5. Pry up both spring clips from front of housing cover (spring clips retain cover to housing).
6. Release housing cover from locating tabs located on rear of housing, and remove cover.
7. Remove the rear lower housing to fender well fastener.
8. Remove the air inlet duct.
9. Pulling upward, remove the air cleaner housing.
INSTALLATION
1. Position the lower housing and attach the air inlet duct.
2. Install the lower housing to fender well fastener. Tighten fastener to 5 N·m (44 in. lbs.).
3. Install the air cleaner element.
4. Position housing cover into housing locating tabs.
5. Pry up spring clips and lock cover to housing.
6. Install the air outlet tube. Tighten clamp to 5 N·m (44 in. lbs.).
7. Install the PCV valve (1).
8. Connect the MAF and air pressure senso wire harness connectors.
9. Connect the negative battery cable. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/CABLES - INSTALLATION)
CYLINDER HEAD
DESCRIPTION
The 3.0L aluminum, overhead valve cylinder heads
are made of high strength aluminum alloy and are
each equipped with two camshafts, roller finger follow-
ers/lifter assemblies and four valve technology. The
cylinder head itself is not resurfacable. The cylinder
head uses a Multi-layered Steel gasket for sealing.
STANDARD PROCEDURE
CYLINDER HEAD BOLT INSPECTION
1. Measure cylinder head bolts between points shown.
Cylinder Head Bolts Thread Diameter 12 mm

Length When New 205 mm
Maximum Length 207 mm
2. If the cylinder head bolt length is greater than the

maximum allowable measurement, replace the cyl-
inder head bolts.
VALVE SEALS - IN VEHICLE

2. Remove the intake manifold/cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD
NOTE: Rocker arms and lifters must be kept in order of removal and stored in the up right position.
3. Position the rocker arms aside. (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY -
REMOVAL).
4. Install special tool VM.1072A, compression tester

adaptor, into the injector hole and retain with an
injector hold down bolt.
5. Prepare special tool MD998772A for usage by

inverting the tool to cylinder head holding screws
so that the thread size matches the cylinder head.
6. Install special tool MD998772A onto cylinder head
and using adaptor MD998772A-15, place the adap-
tor over the valve spring.
7. Connect a regulated shop air supply to VM.1072A,
and pressurize the cylinder.
8. Place shop towels around the working area of the
cylinder head to prevent valve locks from acci-
dently entering the engine.
9. Using adaptor MD998772A-15 adaptor, collapse

the valve spring and remove the locks.
10. Remove the valve spring assembly.
11. Remove the valve seal.

12. Repeat this procedure for all cylinders.
VALVE SERVICE
This procedure is done with the engine cylinder head removed from the block.
DISASSEMBLY
1. Remove the engine cylinder head from the cylinder block (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL).
2. Use Valve Spring Compressor Tool and compress each valve spring.
3. Remove the valve locks, retainers, and springs.
4. Use a smooth stone or a jewelers file to remove any burrs on the top of the valve stem, especially around the
groove for the locks.
5. Remove the valves, and place them in a rack in the same order as removed.
VALVE CLEANING
1. Clean all carbon deposits from the combustion chambers, valve ports, valve stems, valve stem guides and head.
2. Clean all residue and gasket material from the engine cylinder head machined gasket surface.
INSPECTION
1. Inspect for cracks in the combustion chambers and valve ports.
2. Inspect for cracks on the exhaust seat.
3. Inspect for cracks in the gasket surface at each coolant passage.
4. Inspect valves for burned, cracked or warped heads.
5. Inspect for scuffed or bent valve stems.
6. Replace valves displaying any damage.
7. Check valve spring height.
VALVE SEAT REFACING

1. Install a pilot of the correct size in the valve guide
bore. Reface the valve seat to the specified angle
with a good dressing stone. Remove only enough
metal to provide a smooth finish.
2. Use tapered stones to obtain the specified seat
width when required.
VALVE GUIDES
1. Valve Guides height requirement.
2. Measurement A : 16.50 - 17.00 mm. Measurment B
: 14.50 - 15.00 mm.
VALVE STEM-TO-GUIDE CLEARANCE

MEASUREMENT
1. Measure and record internal diameter of valve
guides. Valve guide internal diameter is 6.0 to
6.012 mm (0.2362 to 0.2366 in.).
2. Measure valve stems and record diameters. Intake
valve stem diameter 5.952 to 5.97 mm (0.2343 to
0.2350 in). Exhaust valve stem diameter 5.942 to
5.96 mm (0.2339 to 0.2346 in).
3. Subtract diameter of valve stem from internal
diameter of its respective valve guide to obtain
valve stem clearance in valve guide. Clearance of
inlet valve stem in valve guide is 0.03 to 0.06 mm
(.0011 to .0023 in). Clearance of exhaust valve
stem in valve guide is 0.04 to 0.07 mm (.0015 to
.0027 in).
4. If valve stem clearance in valve guide exceeds tol-
erances, new valve guides must be installed.
REMOVAL
LEFT
1. Disconnect negative battery cable. (Refer to 8 -
REMOVAL)
2. Remove engine cover (1).
3. Remove the air cleaner outlet tube.

4. Remove the charge air inlet tube.
5. Drain cooling system. (Refer to 7 - COOLING - STANDARD PROCEDURE)
6. Disconnect the vacuum hose at the vacuum pump and set aside.
8. Disconnect the coolant reservoir hose at thermostat housing and set aside.
9. Disconnect the fuel supply and return hose quick
connects at the left cylinder head cover. (Refer to
14 - FUEL SYSTEM/FUEL DELIVERY/FUEL LINES
- REMOVAL)
10. Loosen the high pressure fuel pipes at the fuel rail
(2) and disconnect the high pressure fuel pipes at
the left injectors.
11. Disconnect the high pressure fuel line at the high
pressure pump.
12. Disconnect the fuel rail solenoid (3) wiring har-
ness connector and remove the left fuel rail (2)
along with the fuel rail transfer pipe (1).
13. Remove the low pressure fuel supply and return
pipe bundle (4) fasteners.
14. Disconnect the right fuel rail pressure sensor and

remove the fuel rail.
15. Disconnect the camshaft position sensor (CMP)
(6), the right fuel injector wiring harness connec-
tors, and the right return fuel hoses from the injec-
tors.
16. Remove the return fuel bundle fasteners (5).
17. Disconnect the water in fuel (WIF) sensor (3) and
the turbocharger servo motor (2) harness connec-
tors.
18. Remove the fuel filter (4) bracket fasteners.
19. Disconnect the fuel return hose bundle (5), and
the engine ground strap at the right front of the
intake manifold.
NOTE: Fuel filter assembly, hoses and lines may

seep fuel. Capture any fuel spillage and store in
appropriately marked containers.
20. Remove the fuel filter (2), hose (1) and pipe (3)
assemblies and position aside.
21. Remove the turbocharger (Refer to 11 -

EXHAUST SYSTEM/TURBOCHARGER SYSTEM/
TURBOCHARGER - REMOVAL).
NOTE: Observe the way the engine oil supply and

return ports in the turbocharger adaptor housing
align to the engine block for oil flow through the
turbocharger. Failure to do so will result in imme-
diate turbocharger failure.
22. Remove turbocharger oil housing adaptor (1).

23. Disconnect the swirl valve actuator (3), glow
plugs, EGR pressure sensor and coolant temper-
ature sensor (4) wiring harness connector.
24. Remove the main engine wiring harness (2) fas-
teners and position the harness aside.
25. Disconnect the EGR coolant pipe (1) from the

rear of the EGR housing.
26. Remove the EGR valve.
NOTE: The intake manifold is of the split design

meaning that there are two halves. Whenever the
intake manifold is removed, inspect the shared
coolant passage (3) in the front of the intake man-
ifold for leaks, repair as necessary.
27. Remove the intake manifold.
28. Remove the accessory drive belt.
CAUTION: The idler pulley retaining bolts are L.H.

thread.
29. Remove the two idler pulleys (1).

31. Rotate the engine by the vibration damper bolt, to

TDC.
33. Remove right side starter blank.
34. Disconnect the hydraulic cooling fan lines and
capture the fluid in a approved and clearly marked
container.
35. Remove the front oil pan retaining bolts (2).

37. Remove the left rear heater hose retainer.

38. Remove the left fuel injectors (1).
39. Disconnect the vacuum supply hose.
40. Remove the oil filter housing bracket.
CAUTION: The timing cover is sealed with Mopar

sealant that may be difficult when separating com-
ponents. If the component are difficult to separate
heat the sealed edges or area with a heat gun. DO
NOT use any heat source that works with flame.
41. Remove the left cylinder head cover (2).
42. Observe the left camshaft gear alignment marks

(2) on the rear of the camshaft gears (1,3). If they
are together, continue with the next step. If the left
camshaft alignment marks (2) are separated,
rotate the engine by the vibration damper another
360°, until camshaft marks (2) align together and
the vibration damper reaches TDC.
.

44. Install #9102 crankshaft lock into the starter
access blank (2).
46. Remove the cooling fan module.

47. Remove the vibration damper.
CAUTION: The timing cover is sealed with Mopar

sealant that may be difficult when separating com-
ponents. If the component are difficult to separate
heat the sealed edges or area with a heat gun. DO
NOT use any heat source that works with flame.
48. Remove front timing chain cover (1).
49. Paint mark or scribe the balance shaft (2) position

to the engine block (1) and timing chain.
50. Paint mark or scribe the timing chain to crankshaft
gear and camshaft drive gear relation.
52. Remove #9102 crankshaft locking tool.
54. Remove the high pressure fuel pump (4) (Refer to

14 - FUEL SYSTEM/FUEL DELIVERY/FUEL
INJECTION PUMP - REMOVAL).
55. Rotate the engine and remove the left camshaft
drive gear (3) lower bolt.
NOTE: The left exhaust camshaft drive gear (3)

dowel pin should align at approximately the 12
O’clock position when viewing through the cam-
shaft seal access hole.
56. Rotate the engine back to TDC and check the

alignment marks at the balance shaft, camshaft
gear and crankshaft gear.
57. Remove the timing chain tensioner (3).
58. Remove the remaining left camshaft drive gear (3)

retaining bolts.
59. Separate the left camshaft drive gear (3) and
chain from camshaft.
60. Remove the left camshaft retainers (1 and 2) and

camshafts.
61. Remove the left camshaft drive gear.
62. Using a slide hammer (2) and a screw, remove

the left upper timing chain guide (4) retaining pin
(1).
63. Using a slide hammer and a screw, remove the
left lower timing chain guide retaining pin (1).
64. Remove the left lower timing chain guide fastener

(2) and guide (1).
NOTE: Do Not store the cylinder head on the seal-

ing surface. The cylinder surface area may be
damaged.
65. Remove the left cylinder head glow plugs.

66. Remove cylinder head and gasket from engine
block.
RIGHT
2. Remove engine cover (1) and brackets.
4. Remove the turbocharger (Refer to 11 - EXHAUST

SYSTEM/TURBOCHARGER SYSTEM/TURBO-
CHARGER - REMOVAL).
NOTE: Observe the way the engine oil supply and

return ports in the turbocharger adaptor align to
the engine block for oil flow through the turbo-
charger. Failure to do so will result in immediate
turbocharger failure.
5. Remove turbocharger oil housing adaptor (1).

6. Remove the intake manifold.
CAUTION: The idler pulley retaining bolts are L.H.

thread.
8. Remove the two idler pulleys (1).

10. Rotate the engine by the vibration damper bolt, to

TDC.
12. Remove right side starter blank.
13. Disconnect the hydraulic cooling fan lines and
capture the fluid in a approved and clearly marked
container.
14. Remove the front oil pan retaining bolts.

16. Remove the breather / oil separator (1) assembly

from the right cylinder head cover.
17. Remove the right fuel injectors (6).
18. Remove the fuel rail (3).
19. Disconnect the vacuum supply hose from the vac-
uum pump (4).
20. Remove the vacuum pump (4).
NOTE: If the cylinder head cover is difficult to

remove, DO NOT PRY or damage the cover. Use a
heat gun to warm the sealing surface until the
cover can be removed.
22. Observe the right camshaft gear alignment marks

(2). If they are together, continue with the next
step. If the right camshaft alignment marks are
separated, rotate the engine by the vibration
damper until camshaft marks align together and
the vibration damper reaches TDC.

24. Install #9102 crankshaft lock (2).

26. Remove the cooling fan module.
27. Remove the vibration damper using 8940 Puller.
28. Remove front timing chain cover (1).

29. Paint mark or scribe the balance shaft (2) position

to the engine block and timing chain.
30. Paint mark or scribe the timing chain to crankshaft
gear and camshaft drive gear relation.

32. Remove #9102 crankshaft locking tool (2).
34. Rotate the engine and remove the right camshaft

drive gear (1) lower bolt.
35. Rotate the engine back to TDC and check the
alignment marks at the balance shaft, camshaft
gear and crankshaft gear.
37. Remove the remaining right camshaft drive gear

(2) retaining bolts.
38. Separate the right camshaft drive gear (2) and
chain from camshaft.
39. Remove the right camshaft drive gear (2).
40. Remove the right camshafts retainers (1,2) and

camshafts.
41. Remove the right upper timing chain upper guide

(3).
42. Remove the right lower timing chain guide (1).
NOTE: Do Not store the cylinder head on the seal-

ing surface. The cylinder surface area and may be
damaged.
43. Remove the right cylinder head glow plugs.

44. Remove cylinder head and gasket from engine
block.
CLEANING
Thoroughly clean the engine cylinder head and cylinder block mating surfaces. Clean the intake and exhaust man-
ifold and engine cylinder head mating surfaces. Clean the injector bores. Remove all gasket material and carbon.
Check to ensure that no fuel injector washer seals are left in the injector bores.
Check to ensure that no coolant or foreign material has fallen into the tappet bore area.
Remove the carbon deposits from the combustion chambers and top of the pistons.
INSPECTION
Use a straightedge and feeler gauge to check the flatness of the engine cylinder head and engine block mating
surfaces.
The minimum cylinder head thickness is 128.35 mm (5.0532 in.).
INSTALLATION
LEFT
CAUTION: Inspect and measure all cylinder head
bolt lengths. If out of specification, replace as nec-
essary (Refer to 9 - ENGINE/CYLINDER HEAD -
1. Clean and inspect gasket mating surfaces (Refer to

9 - ENGINE/CYLINDER HEAD - CLEANING).
2. Position correct head gasket on engine block.
3. Place cylinder head on engine block.
CAUTION: If new cylinder head bolts are used, do

not lubricate the new cylinder head bolts. They
already are coated with an anti scuff treatment.
4. Tighten cylinder head bolts following procedure

below.
a. Tighten M12 cylinder head bolts 1 through 8, in
the sequence shown to 60 N·m (44 ft. lbs.).
b. Tighten M8 bolts 9 and 10 to 20 N·m ( 177 in.
lbs.).
c. Tighten M12 cylinder head bolts 1 through 8, in the sequence shown an additional 90°.
d. Recheck and tighten M8 bolts 9 and 10 to 20 N·m ( 177 in. lbs.).
e. And then again, Tighten M12 cylinder head bolts 1 through 8, in the sequence shown an additional 90°.
NOTE: Followers and tappets assemblies must be

installed in same location as removed.
5. Install the followers (2) and tappets (2) into their

original positions.
6. Install the glow plugs (1). Tighten glow plugs (1) to
15 N·m (133 in. lbs.).
7. Install the left exhaust camshaft. Tighten the retain-

ing (2) fasteners to 8 N·m (71 in. lbs.).
8. Install the left intake camshaft. Tighten the retaining
(1) fasteners to 8 N·m (71 in. lbs.).
NOTE: Care must be taken to assure the proper

exhaust camshaft to intake camshaft alignment is
maintained. Before mating the drive gear to the
camshaft gear a quick check will find the exhaust
camshaft drive gear dowel (3) in the 12 O’clock
position when viewed through the camshaft seal
access hole.
9. Align the camshaft marks (2) so the alignment

marks are facing each other.
10. Insert the timing chain, through the cylinder head,
and on to the camshaft drive gear.
11. Align the balance shaft (2) with the scribe or paint
mark.
12. Once the camshaft drive gear is mated with the
timing chain, install the camshaft drive gear on to
the camshaft and assure the balance shaft is
aligned properly.
13. Install the upper two of the three camshaft drive

gear bolts.
14. Install the left lower timing chain guide (1).
15. Install the left upper timing chain guide (4).

16. Install the timing chain tensioner (3).
17. Rotate the engine by the vibration damper bolt

enough to gain access to the third camshaft drive
gear bolt hole.
18. Install the third camshaft drive gear retaining bolt
and tighten the bolt to 18 N·m (13 ft. lbs.).
WARNING: If the camshaft, balance shaft and or

crankshaft alignment marks are not aligned prop-
erly immediate damage to the engine will occur. If
the camshafts, balance shaft and or crankshaft do
not align properly after rotating the engine to the
original starting point, STOP and begin the align-
ment procedure again.
19. Rotate the engine back to TDC by the vibration

damper bolt until the crankshaft, camshaft and
balance shaft align TDC again.
WARNING: Check that all the timing chain fits

properly on all the timing gears. Failure to do so
will result in immediate engine damage.
20. Apply a 1.5mm continuous bead of Mopar Engine

Sealant RTV around the diameter of the timing
chain cover (1) and Install the cover (1). Tighten
the bolts to 8.4 N·m (74 in. lbs.).
22. Install the 5 front oil pan to timing cover bolts.

Tighten the bolts to 20 N·m (177 in. lbs.).
23. Install #9102 crankshaft lock (2) into the starter

access blank.
25. Install the vibration damper. Tighten the bolts to

200 N·m (148 ft. lbs.) and then an additional 90°.
NOTE: Care must be taken not to get any engine

sealer on the camshaft journals.
26. Apply a 1.5mm continuous bead of Mopar Engine

Sealant RTV (1) around the diameter of the left
cylinder head cover, and install the cover with
new camshaft seals.
27. Tighten the bolts in three stages following the

sequence provided. First to 4 N·m (35 in. lbs.),
then to 6 N·m (53 in. lbs.), and then to 8.4 N·m
(75 in. lbs.).
28. Install the oil filter housing bracket. Tighten the

bolts to 13.8 N·m (122 in. lbs.).
29. Install the high pressure pump. Tighten bolts to
13.5 N·m (120 in. lbs.).
NOTE: Idler pulley bolts are L.H. thread.
30. Install the belt idler pulleys (1). Tighten the bolts
to 58 N·m (43 ft. lbs.).
31. Install the drive belt tensioner (2). Tighten the
bolts to 58 N·m (43 ft. lbs.).
32. Install the drive belt.
CAUTION: The right intake manifold upper thermo-

stat housing bolts should be tightened to 8.4 N·m
(74 in. lbs.).
33. Install the intake manifold (4). Tighten bolts to 16

N·m (142 in. lbs.), starting in the middle and tight-
ening in a cross pattern outward until reaching the
upper thermostat bolts on the right front manifold.
34. Tighten the upper thermostat bolts on the right
cylinder head to 8.4 N·m (74 in.lbs.).
CAUTION: The fuel injector sealing washers MUST

be replaced. DO NOT use the old sealing washers
or double the sealing washers.
35. Lubricate the fuel injector body (1), install the left
fuel injectors (1) and new lower sealing washers.
36. Install the injector retaining claws and tighten the
bolts to 7 N·m plus 180 °(62 in. lbs. plus 180°).
37. Properly route and install the fuel return hoses (5)
and connect them to the injectors.
38. Properly route and connect the engine harness.
39. Install the fuel rail (2). Tighten the bolts to 33 N·m
(24 ft. lbs.).
CAUTION: Inspect the fuel lines for wear or dam-

age, look closely around the flange area. Replace
as necessary. DO NOT over tighten.
40. Install the high pressure fuel lines, including the

fuel rail equalizing line. Tighten the line nuts to 27
N·m (20 ft. lbs.)
41. Install the fuel filter (2) and connect the harnesses
(1) and hoses (3).

turbocharger oil housing adaptor (1). The gasket
MUST be aligned properly with the oil housing
passages or immediate damage to the turbo-
charger will occur.
42. Install the turbocharger oil housing adaptor (1)

with the gasket tabs secured to the adaptor (1)
Tighten bolts to 12 N·m (9 ft. lbs.).
43. Install the turbocharger (Refer to 11 - EXHAUST
CHARGER - INSTALLATION).
44. Install the air control valve and resonator.
45. Install the charge air cooler inlet pipe and

resonator.
46. Install the cooling fan module.

47. Install the heater hose bracket and secure hoses.
48. Connect the vacuum pump supply hose.
50. Remove #9102 crankshaft lock (2).
51. Install the starter blank.
52. Connect the cooling fan hydraulic lines.
54. Fill the cooling system.
55. Fill power steering system.
57. Start engine, allow to warm, turn engine off and

inspect for leaks (Refer to 14 - FUEL SYSTEM -
WARNING).
58. Purge the air from the power steering system
using the scan tool.
59. Install the engine cover brackets and engine
cover (1).
RIGHT
1. Clean and inspect gasket mating surfaces.
2. Position head gasket on engine block. Be sure the
coolant passages align (part number should be fac-
ing up).
3. Place cylinder head on engine block.
CAUTION: Inspect and measure all cylinder head

bolt lengths. If out of specification, replace as nec-
essary (Refer to 9 - ENGINE/CYLINDER HEAD -
STANDARD PROCEDURE). Do Not lubricate new
cylinder head bolts. They already are coated with
an anti scuff treatment.
4. Tighten cylinder head bolts following procedure

below.
a. Tighten M12 cylinder head bolts 1 through 8, in
the sequence shown to 60 N·m (44 ft. lbs.).
b. Tighten bolts 9 and 10 to 20 N·m ( 177 in. lbs.).
c. Tighten 12 mm cylinder head bolts, 1 through 8,
in sequence shown, an additional 90 degrees.
d. Recheck and tighten M8 bolts 9 and 10 to 20 N·m ( 177 in. lbs.).
e. And then again, tighten M12 cylinder head bolts, 1 through 8, in sequence an additional 90°.
NOTE: Followers and tappets assemblies must be

installed in same location as removed.
5. Install the followers (2) and tappets (2) into their

original positions.
6. Install the glow plugs (1). Tighten glow plugs to
12.5 N·m (100 in. lbs.).
7. Install the right exhaust camshaft. Tighten the

retaining fasteners to 8 N·m (71 in. lbs.).
8. Install the right intake camshaft. Tighten the retain-
ing fasteners to 8 N·m (71 in. lbs.).
NOTE: Care must be taken to assure the proper

exhaust camshaft to intake camshaft alignment.
9. Align the camshaft marks so the alignment marks

are facing each other.
10. Insert the timing chain, through the cylinder head,
and on to the camshaft drive gear.
11. Align the balance shaft with the scribe or paint

mark.
12. Once the camshaft drive gear is mated with the
timing chain, install the camshaft drive gear on to
the camshaft and assure the balance shaft is
aligned properly.
13. Install the upper two of the three camshaft drive

gear bolts.
14. Install the right lower timing chain guide (2), seat
the guide pin at the top, and tighten the guide bolt
to 12 N·m (9 ft. lbs.).
15. Install the right upper timing chain guide (1), seat
the guide pin at the top, and tighten the guide bolt
to 12 N·m (9 ft. lbs.).


enough to gain access to the third camshaft bolt
hole.
18. Install the third camshaft drive gear retaining bolt
and tighten the bolt to 18 N·m (13 ft. lbs.).
WARNING: If the camshaft, balance shaft and or

crankshaft alignment marks are not aligned prop-
erly, immediate damage to the engine will occur. If
the camshafts, balance shaft and or crankshaft do
not align properly after rotating the engine to the
original starting point, STOP and begin the align-
ment procedure again.
19. Rotate the engine back to TDC by the vibration

damper bolt until the crankshaft, camshaft and
balance shaft align TDC again.
20. Tighten the two remaining camshaft drive gear
WARNING: Check that all the timing chain fits properly on all the timing gears. Failure to do so will result
in immediate engine damage.
21. Add a 1.5 mm continuous bead of Mopar Engine

Sealant RTV (1) to the timing chain cover and the
front portion of the oil pan, then install the timing
chain cover. Tighten the bolts to 8.5 N·m (74 in.
lbs.).
23. Install the 5 front oil pan (2) to timing cover bolts.
Tighten the bolts to 20 N·m (177 in. lbs.).
24. Install # 9102 crankshaft lock (2).

26. Install the vibration damper. Tighten the bolts to
200 N·m (148 ft. lbs.). and then an additional 90°.

27. Add a 1.5 mm continuous bead of Mopar Engine

Sealant RTV (1) to the cylinder head cover, then
install the right cylinder head cover along with a
new camshaft seal.
28. Tighten the bolts in three stages following the

sequence provided. First to 4 N·m (35 in. lbs.),
then to 6 N·M (53 in. lbs.) and then to 8.5 N·m
(75 in. lbs.).
29. Install the oil separator (1) and housing adaptor

(2) with new camshaft seal. Tighten the bolts to 11
N·m (97 in. lbs.).
30. Align the pump drive gear (1) with the camshaft
drive gear (3) and install the vacuum pump (2)
with new gasket. Tighten bolts to 9 N·m (7 ft.
lbs.).
NOTE: Idler pulley bolts are L.H. thread.
31. Install the belt idler pulleys (1) Tighten the bolts to
58 N·m (43 ft. lbs.).
Tighten the bolts to 58 N·m (43 ft. lbs.).

(74 in. lbs.).
34. Install the intake manifold (4). Tighten bolts to 16

N·m (142 in. lbs.), starting in the middle and tight-
ening in a cross pattern outward until reaching the
upper thermostat bolts on the right front manifold.
35. Tighten the upper thermostat bolts on the right
cylinder head to 8.5 N·m (74 in.lbs.).

or double the sealing washers. DO NOT apply
injector body lubricant near the injector nozzles.
36. Lubricate the fuel injector body, install the right

fuel injectors and new sealing washers.
37. Install the injector retaining claws (3) and tighten
the bolts to 7 N·m, plus 180° (62 in. lbs., plus
180°).
38. Properly route and install the fuel return hoses (2)
and connect them to the injectors.
39. Properly route and connect the engine harness
(1).
40. Install the fuel rail (2). Tighten the bolts to 27 N·m
(20 ft. lbs.).
CAUTION: Inspect the fuel lines for wear or dam-

age, look closely around the flange area. Replace
as necessary. DO NOT over tighten.
41. Install the high pressure fuel lines (3), including

the fuel rail transfer line (1). Tighten the line nuts
to 33 N·m (24 ft. lbs.).
42. Install the fuel filter and connect the harnesses and hoses using Fuel Line Pliers 9539 Hose Clamp pliers.

turbocharger oil housing adaptor. The gasket
MUST be aligned properly with the oil housing
passages or immediate damage to the turbo-
charger will occur.
43. Install the turbocharger oil housing adaptor with

the gasket tabs secured to the adaptor. Tighten
44. Install the turbocharger (Refer to 11 - EXHAUST
CHARGER - INSTALLATION).
45. Install the charge air inlet pipe (1) and resonator
(3).
46. Install the air control valve and resonator (4).
47. Install the cooling fan module.

48. Connect the vacuum pump supply hose.
52. Connect the cooling fan hydraulic lines.
54. Fill the cooling system.
55. Fill power steering system.
56. Install the strut tower support (2).
WARNING).
using the scan tool.
60. Install the engine cover brackets and engine

cover (1).
CAMSHAFT OIL SEAL(S)

REMOVAL
LEFT
REMOVAL)
2. Remove engine cover and bracket.
3. Remove air cleaner cover and inlet tube to turbocharger.

4. Remove the high pressure line from the fuel pump

and the fuel rail.
5. Remove the bracket from the oil filter housing.
6. Disconnect the fuel temperature sensor connector.
7. Disconnect the fuel quantity solenoid connector.
8. Remove the wiring harness retaining bolts and
position the engine harness aside.
9. Remove the bolts from the intercooler air chamber.
10. Remove the turbo outlet to intercooler inlet air
tube.
11. Remove the power brake booster vacuum line

from the vacuum pump and position aside.
12. Disconnect the power feed line from the alternator
and position aside.
13. Remove the supply and return fuel lines.
14. Disconnect the EGR solenoid connector.

16. Disconnect the fuel injector electrical connectors.
17. Remove the fuel injector wiring harness from the
cylinder head cover and position aside.
18. Remove the left cylinder head fuel return line.
19. Remove the high pressure fuel lines from the fuel
injectors.
20. Remove the fuel injectors.
CAUTION: Care must be taken when removing the

cylinder head cover. The cover is the camshaft
retainer and end play interface. Do not pry on the
cylinder head cover tabs.
NOTE: Note the different length cylinder head

cover bolts and their position for assembly pur-
poses.
21. Remove the cylinder head cover (2) fasteners and

cover.
22. Remove the left front camshaft oil seal (2).

23. Remove the left rear camshaft oil seal (2).
RIGHT
2. Remove the engine cover.
3. Remove the air inlet tube to the turbocharger along with the air cleaner cover (2).
4. Remove the air control valve resonator (2).
5. Remove the vacuum pump (1).
6. Remove the oil level indicator fastener (4).
7. Remove the PCV (1) and rear housing adaptor (2).
8. Remove the injector cover.

9. Remove the fuel rail (2).
10. Remove the high pressure fuel lines at the injec-
tors (3).
11. Disconnect the return fuel hose from the injectors.
12. Disconnect the fuel injector and camshaft position
sensor wiring harness connectors and set aside.
13. Remove the injectors.
14. Disconnect the heater hose bracket from the cyl-

inder head cover.

cylinder head cover. If the sealant is difficult to
separate, use a hand held heat gun and warm the
area thoroughly along the sealer bead.
NOTE: The rear camshaft seal is located inside the

PCV housing adaptor assembly.
15. Remove the cylinder head cover (3) and front seal
(4).
INSTALLATION
LEFT
1. Install the left front camshaft oil seal (2).
2. Install the left rear camshaft oil seal (2).
3. Clean and inspect all sealing surfaces.

sealant on the camshaft journals of the cylinder
head cover.
4. Install a 1/8 in bead of Mopar Engine RTV Gen II

sealant to the underside of the cylinder head cover
(Refer to 9 - ENGINE - STANDARD
PROCEDURE).
5. Carefully position the cylinder head cover and install the bolts into their original position.
CAUTION: The cylinder head cover bolts are different lengths. Do not use the wrong length bolts or engine
damage may result.
6. Tighten cylinder head cover bolts in sequence, first to 4 N·m (35 in. lbs.), and then repeat the sequence to 8.4
N·m (75 in. lbs).
7. Install the EGR valve.

NOTE: Care must be taken not to apply any lubri-

cant to the fuel injector nozzles.
8. Install the fuel injectors (1). Tighten the injector

retaining claw bolt to 7 N·m (5 ft. lbs.) and then an
additional 180°.
9. Re-position and secure the engine harness.
10. Install the left fuel rail. Tighten the fuel rail bolts to
11 N·m (8 in. lbs.).
11. Position the return fuel lines and secure to the
injectors. Push down on the release lock tab to
secure.
12. Connect the fuel injector electrical connectors.
13. Install the left rear engine cover bracket.
14. Install the high pressure fuel lines from the fuel
rail to injectors. Tighten the line connections to 27
N·m (20 ft. lbs.).
15. Install the fuel line from the high pressure pump
to the left fuel rail. Tighten the retaining bolt to 30
N·m (22 ft. lbs.).
16. Install the fuel supply line to the fuel filter and
high pressure pump.
17. Connect both fuel lines at the high pressure
pump.
18. Install the air filter housing and tube.

20. Start the engine, run until warm, turn engine off and inspect for leaks (Refer to 14 - FUEL SYSTEM - WARN-
ING).
RIGHT

2. Apply a 1.5MM bead of Mopar T Engine RTV Seal-

ant (1) to the cylinder head cover.
3. Place the camshaft seal into position.

4. Install the cylinder head cover. Tighten the bolts in
three stages following the sequence provided. First
to 4 N·M (35 in. lbs.), then to 6 N·M (53 in. lbs.),
and then to 8.4 N·M (75 in. lbs.).
5. Install the oil separator housing adaptor (2) with

new camshaft seal. Tighten fasteners to 9 N·m (7
ft. lbs.).
6. Install the oil separator (1). Tighten fasteners to 9
N·m (7 ft. lbs.).
7. Secure the transmission tube fastener to the

engine cover bracket.
8. Secure the heater hose bracket (2) to the cylinder
head cover.
9. Secure the vacuum pump hose pipe to the cylinder

head cover.
10. Install the fuel injectors. Tighten hold down fasten-
ers (3) to 7 N·m, plus 180° (62 in. lbs., plus 180°).
11. Connect the camshaft position sensor (4) and fuel
injector wiring harness connectors.
12. Connect the return fuel hose (2) to each injector.
13. Install the fuel rail, high pressure fuel lines and
injector cover.
14. Secure the engine oil indicator tube (4) to the cyl-
inder head. Tighten fastener to 11 N·m (8 in. lbs.).
15. Install the vacuum pump (1).
16. Install the air control valve resonator (2).
17. Install the air cleaner outlet tube to the turbocharger and secure the air cleaner housing cover (2)
NOTE: (Refer to 14 - FUEL SYSTEM - WARNING).

inspect for leaks.
CAMSHAFT(S)
DESCRIPTION
The camshafts are made of gray cast iron with three bearing journals. Each camshaft has a pressed gear with
alignment mark that is used during base engine timing procedures. The camshafts are retained in place by not only
the front and rear hold downs mounted to the cylinder head, but the cylinder head cover has journals as well. This
design aids in lubrication and also has acoustic advantages. The camshafts are chain driven by a drive gear
mounted to the intake camshaft on the right cylinder head, and a drive gear mounted to the exhaust camshaft on
the left cylinder head. With four valves per cylinder, there is a camshaft for each cylinder bank that drives two intake
and two exhaust valves. The camshafts accomplish this by way of tappets and finger followers that operate the
valves.
OPERATION
When the camshaft rotates the lobes actuate the hydraulic tappets and finger followers. Forcing downward on the
finger followers opens the valves.
REMOVAL
LEFT
3. Rotate the engine to TDC using the vibration

damper bolt.
4. Remove the main engine wiring harness retainers
at the rear of the cylinder head cover.
6. Remove the charge air inlet tube.
7. Disconnect the fuel line hoses at the fuel rail, high
pressure pump using 9539 Pliers.
8. Disconnect the fuel lines at the left cylinder head.
9. Remove the fuel pipe bundle and set aside.

10. Remove the oil filter housing support bracket.
11. Remove the cylinder head cover.
NOTE: The left exhaust camshaft gear alignment

mark is located in the gear tooth valley. The left
intake camshaft gear mark is located on the out-
side of the tooth.
12. Check the camshaft timing gears for alignment.

The alignment marks should be touching and the
exhaust camshaft drive gear alignment pin should
be located at approximately 12 o’clock, when
viewed from the front camshaft seal.
13. Rotate the engine by the vibration damper bolt,
past TDC to gain access to the lower camshaft
drive gear bolt, and remove the bolt.
14. Rotate the engine back to TDC and check cam-
shaft gear alignment.

16. Paint mark or scribe the timing chain to drive gear
relation.
17. Tie strap the timing chain to drive gear.
18. Remove the remaining camshaft drive gear bolts
and separate the drive gear from camshaft gear.
19. Remove the intake and exhaust camshaft retain-

ers.
20. Remove the left cylinder head camshafts.
RIGHT
REMOVAL)
3. Rotate the engine to TDC using the vibration
damper bolt.
4. Remove the intake air resonator.

5. Remove the vacuum pump.
6. Remove the oil level indicator tube (2) retaining
bolt at the right cylinder head cover.
7. Remove the crankcase breather assembly (4) from
8. Remove the cylinder head cover. (Refer to 9 -
COVER(S) - REMOVAL)
NOTE: The right exhaust camshaft gear alignment

mark is located in the gear tooth valley. The left
side of the tooth.
9. Check the camshaft timing gears for alignment.

The alignment marks should be touching and the
exhaust camshaft drive gear alignment pin should
be located at approximately 12 o’clock, when
viewed from the front camshaft seal.
10. Rotate the engine by the vibration damper bolt,
past TDC to gain access to the lower camshaft
drive gear bolt, and remove the bolt.
13. Paint mark or scribe the timing chain to drive gear

relation.
14. Tie strap the timing chain to drive gear.
15. Remove the remaining camshaft drive gear bolts
and separate the drive gear from camshaft gear.
16. Remove the intake and exhaust camshaft retain-
ers.
17. Remove the left cylinder head camshafts.
INSTALLATION
LEFT
2. Lubricate camshafts with MoparT Engine Oil Sup-
plement, or equivalent.
3. Carefully install camshafts onto cylinder head jour-
nals and align the camshaft gear timing marks.
4. Install the camshaft retainers and tighten each
retaining bolt to 9 N·m (80 in. lbs.).
5. After camshafts are properly installed in cylinder
head cover check end play of camshafts with a dial
indicator.
CHECKING CAMSHAFT ENDPLAY

•
NOTE: If the camshaft endplay is not within specification, replace the cylinder head cover.
NOTE: The left exhaust camshaft gear alignment mark is located in the gear tooth valley. The left intake
camshaft gear mark is located on the outside of the tooth. The alignment marks should be touching and the
exhaust camshaft drive gear alignment pin should be located at approximately 12 o’clock, when viewed
from the front camshaft seal.
6. Assure the proper positioning of the camshaft gear

alignment marks and install the camshaft driven
gear onto the exhaust camshaft alignment dowel.
7. Install two of the drive gear bolts. Tighten the bolts
to 18 N·m (13 ft. lbs.).
8. Assure proper positioning of the timing chain to
drive gear paint or scribe marks and remove the tie
strap.
enough to install the third camshaft drive gear bolt.
Tighten the bolt to 18 N·m (13 ft. lbs.).
11. Install the timing chain tensioner.
12. Install the camshaft seals into the cylinder head.

13. Install the cylinder head cover. Torque the cylinder
head cover bolts in the sequence shown. Torque
in three stages: 4 N·m (35 in. lbs.). then 6 N·m
(53 in. lbs.) then 8 N·m (70 in. lbs.).
14. Install the oil filter housing bracket. Tighten bolts

to 9 N·m (80 in. lbs.).
15. Install the fuel pipe bundle. Tighten bolts to 11
N·m (97 in. lbs.).
16. Connect the fuel line hoses at the high pressure
pump and fuel rail. Secure the hose clamps with
9539 Pliers.
17. Connect the fuel lines at the left cylinder head.
19. Position and secure the main engine wiring har-
ness. Tighten bolts to 11 N·m (97 in. lbs.).
20. Install the charge air inlet tube. Tighten bolts to 11
N·m (97 in. lbs.).

WARNING).
RIGHT
2. Lubricate camshafts with MoparT Engine Oil Sup-
plement, or equivalent.
3. Carefully install camshafts onto cylinder head jour-
nals and align the camshaft gear timing marks.
4. Install the camshaft retainers and tighten each

retaining bolt to 9 N·m (7 in. lbs.).
NOTE: The right exhaust camshaft gear alignment

mark is located in the gear tooth valley. The right
side of the tooth. The alignment marks should be
touching and the exhaust camshaft drive gear
alignment pin should be located at approximately
12 o’clock, when viewed from the front camshaft
seal.
5. Assure the proper positioning of the camshaft gear

alignment marks and install the camshaft driven
gear onto the exhaust camshaft alignment dowel.
6. Install two of the drive gear bolts. Tighten the bolts

to 18 N·m (13 ft. lbs.).
7. Assure proper positioning of the timing chain to
drive gear paint or scribe marks and remove the tie
strap.
enough to install the third camshaft drive gear bolt.
Tighten the bolt to 18 N·m (13 ft. lbs.).

11. Install the camshaft seals into the cylinder head.
12. Install the cylinder head cover. (Refer to 9 -
COVER(S) - INSTALLATION)

14. Connect negative battery cable. (Refer to 8 -
REMOVAL)
WARNING).
CYLINDER HEAD COVER

DESCRIPTION
The 3.0L cylinder head covers are made of cast alu-
minum and incorporate a oil drain back hole for the
crankcase ventilation (CCV) system. The covers serve
as engine noise inhibitors and are specifically
designed to act as camshaft main caps and thrust
washers. Care must be taken when sealing the cover
as too much sealant, or sealant installed improperly
may effect camshaft main cap clearances.
REMOVAL
LEFT
REMOVAL)

4. Remove the high pressure line from the fuel pump
and the fuel rail.
5. Remove the bracket from the oil filter housing.
6. Disconnect the fuel temperature sensor connector.
7. Disconnect the fuel quantity solenoid connector.
8. Remove the wiring harness retaining bolts and
position the engine harness aside.
10. Remove the turbo outlet to intercooler inlet air
tube.
11. Remove the power brake booster vacuum line

from the vacuum pump and position aside.
12. Disconnect the power feed line from the alternator
and position aside.
14. Disconnect the EGR solenoid connector.

17. Remove the fuel injector wiring harness from the
cylinder head cover and position aside.
19. Remove the high pressure fuel lines from the fuel
injectors.

cylinder head cover. The cover is the camshaft
retainer and end play interface. Do not pry on the
cylinder head cover tabs.
NOTE: Note the different length cylinder head

cover bolts and their position for assembly pur-
poses.
21. Remove the cylinder head cover (2) fasteners and

cover.
RIGHT

4. Remove the wiring harness retaining bolts and position the engine harness aside.
6. Remove the turbo outlet to intercooler inlet air tube (1).
7. Remove the power brake booster vacuum line from the vacuum pump and position aside.
8. Remove the top two bolts (5) from the vacuum pump.
9. Remove the PCV (2).
10. Remove the exhaust system bracket (1) from the right cylinder head.
11. Remove the bolt from the oil level indicator tube and position aside.
12. Disconnect the power feed line from the alternator and position aside.
13. Remove the high pressure line (4) from the right fuel rail.
15. Disconnect the camshaft position sensor (CMP).
16. Remove the CMP (6).

18. Remove the fuel injector wiring harness from the cylinder head cover and position aside.
20. Remove the high pressure fuel lines from the fuel injectors.
CAUTION: Care must be taken when removing the cylinder head cover. The cover is the camshaft retainer
and end play interface. Do not pry on the cylinder head cover tabs.
NOTE: Note the different length cylinder head cover bolts and their position for assembly purposes.
22. Remove the cylinder head cover fasteners and cover.
INSTALLATION
LEFT

sealant on the camshaft journals of the cylinder
head cover.
2. Install a 1/8 in bead of Mopar Engine RTV Gen II

sealant to the underside of the cylinder head cover
(Refer to 9 - ENGINE - STANDARD
PROCEDURE).
CAUTION: The cylinder head cover bolts are different lengths. Do not use the wrong length bolts or engine
damage may result.
N·m (75 in. lbs).

NOTE: Care must be taken not to apply any lubri-

cant to the fuel injector nozzles.
6. Install the fuel injectors. Tighten the injector retain-

ing claw bolt to 7 N·m (5 ft. lbs.) and then an addi-
tional 180°.
7. Re-position and secure the engine harness.
8. Install the left fuel rail. Tighten the fuel rail bolts to
11 N·m (8 in. lbs.).
9. Position the return fuel lines and secure to the
injectors. Push down on the release lock tab to
secure.
10. Connect the fuel injector electrical connectors.
11. Install the left rear engine cover bracket.
12. Install the high pressure fuel lines from the fuel
rail to injectors. Tighten the line connections to 27
N·m (20 ft. lbs.).
13. Install the fuel line from the high pressure pump
to the left fuel rail. Tighten the retaining bolt to 30
N·m (22 ft. lbs.).
14. Install the fuel supply line to the fuel filter and
high pressure pump.
15. Connect both fuel lines at the high pressure
pump.
16. Install the air filter housing and tube.

18. Start the engine, run until warm, turn engine off and inspect for leaks (Refer to 14 - FUEL SYSTEM - WARN-
ING).
RIGHT
NOTE: Care must be taken not to get any engine sealant on the camshaft journals of the cylinder head
cover.
2. Install a 1/8 in bead of Mopar Engine RTV Gen II sealant to the underside of the cylinder head cover (Refer to
9 - ENGINE - STANDARD PROCEDURE).
CAUTION: The cylinder head cover bolts are different lengths. Make sure to install the bolts into their orig-
inal position.
N·m (75 in. lbs).
CAUTION: Make sure to replace the lower copper washer seal on the injector. DO NOT re-use the old seal,
DO NOT double the seals.
5. Install the fuel injectors. Tighten the retaining claw bolts to 7 N·m (5 ft. lbs.) and then an additional 180°.
6. Install the CCV housing. Tighten the fasteners to 9 N·m (80 in. lbs.).
7. Install the vacuum pump. Tighten the fasteners to 9 N·m (80 in. lbs.).
8. Install the EGR air control valve resonator. Tighten the fasteners to 9 N·m (80 in. lbs.).
9. Install the oil level indicator tube fastener. Tighten the bolt to 11 N·m (97 in. lbs.).
10. Install the AC / heater hose bracket. Tighten the bolts to 9 N·m (80 in. lbs.).
11. Install the fuel rail. Tighten bolts to 9 N·m (80 ft. lbs.).
NOTE: Inspect all fuel lines for damage or wear. Replace as necessary. DO NOT over tighten the fuel line
nuts.
12. Install the fuel injector high pressure lines. Tighten line nuts to 33 N·m (24 ft. lbs.).
13. Position the engine wiring harness and connect the CMP, fuel rail pressure sensor and fuel injectors.
14. Connect the fuel return hoses to fuel injectors, pushing down on the hose retainers.
15. Install the air cleaner cover and inlet tube.
16. Install the rear engine cover bracket.
17. Connect the CCV hose to air inlet tube and connect the CCV heater wiring harness connector.
20. Install the coolant reservoir.
22. Start engine, allow to warm, turn engine off and inspect for leaks (Refer to 14 - FUEL SYSTEM - WARNING).
ROCKER ARMS
DESCRIPTION
The rocker arms (1) are located on the top of the
hydraulic lifters (2) and the valves. The rocker arms
are not held rigidly into position; instead they are held
in position by resting on top of the valve and the
hydraulic lifter pivoting ball. A holding clip (3) secures
the rocker arm to the hydraulic lifter.
OPERATION
The rocker arms are used as a link between the camshaft and valves. As the camshaft rotates, the lobes of the
camshafts apply downward pressure on the rocker arms. This pressure is then transmitted to the valves which
causes the valves to open.
REMOVAL
1. Remove the appropriate camshafts. (Refer to 9 -
ENGINE/CYLINDER HEAD/CAMSHAFT(S) - LEFT
- REMOVAL) or (Refer to 9 - ENGINE/CYLINDER
HEAD/CAMSHAFT(S) - RIGHT - REMOVAL).
2. Remove the rocker arm (1) and lifter (2) assembly.
NOTE: When the hydraulic lifters are removed

from the engine, they must be stored upright and
in clean conditions.
3. Separate the rocker arm from the lifter.

INSTALLATION
1. Assemble the rocker arm (1) to the hydraulic lifter
(2) with the retaining clip (3).
2. Install the rocker arm and lifter assembly onto the
cylinder head.
3. Install the camshaft(s). (Refer to 9 - ENGINE/CYL-
INDER HEAD/CAMSHAFT(S) - LEFT - INSTALLA-
TION) or (Refer to 9 - ENGINE/CYLINDER HEAD/
CAMSHAFT(S) - RIGHT - INSTALLATION).
HYDRAULIC LIFTERS
DESCRIPTION
Valve lash is controlled by hydraulic lifters (2) located
inside the cylinder head, in tappet bores below the
camshafts.
REMOVAL
1. Remove the appropriate camshafts. (Refer to 9 -
ENGINE/CYLINDER HEAD/CAMSHAFT(S) - LEFT
- REMOVAL) or (Refer to 9 - ENGINE/CYLINDER
HEAD/CAMSHAFT(S) - RIGHT - REMOVAL).
2. Remove the rocker arm (1) and lifter (2) assembly.
NOTE: When the hydraulic lifters are removed

from the engine, they must be stored upright and
in clean conditions.
3. Separate the lifter from the rocker arm.
INSPECTION
Clean each lifter assembly in cleaning solvent to remove all varnish and sludge deposits. Inspect for indications of
scuffing on the side and base of each lifter body.
INSTALLATION
1. Assemble the hydraulic lifter (2) to the rocker arm
(1) with the retaining clip (3).
2. Install the rocker arm and lifter assembly onto the
cylinder head.
3. Install the camshaft(s). (Refer to 9 - ENGINE/CYL-
INDER HEAD/CAMSHAFT(S) - LEFT - INSTALLA-
TION) or (Refer to 9 - ENGINE/CYLINDER HEAD/
CAMSHAFT(S) - RIGHT - INSTALLATION).
ENGINE BLOCK
DESCRIPTION
The 3.0L engine utilizes a cast aluminum cylinder block (2) molded around cast iron piston sleeves (1). The cylinder
angle is 72 degrees with cylinder spacing at 106 mm (4.173 in.). The cylinder block (2) has increased rigidity that
reduces structural flexing, plus a fractured connecting rod cap design that can not distort connecting rod cap fit. The
liner (1) surface is honed to a cross hatch angle between 40°-60°.
There is a stamped cylinder liner grading identification number located on the left front of the engine block, below
the high pressure pump location. This identification mark (A, X, or B) is used for piston selection. For example, an
“X” cylinder liner can use an “A”, “X” or “B” piston. An “A” cylinder liner can only use an “A” or an “X” piston, and
a “B” cylinder liner can only use a “X” or a “B” cylinder liner.
Cylinders are numbered front to back, beginning with the right bank. The right bank cylinders are numbered 1, 2, 3.
The left bank cylinders 4, 5, 6. The injection order of the engine is 1–4–2–5–3–6.
CRANKSHAFT
DESCRIPTION
The crankshaft (1) for the 3.0L is a forged steel type
design with four main bearing journals. The third
crankshaft support controls crankshaft thrust. The
bearing identification for the upper crankshaft main
journals is etched into the engine block below the high
pressure pump and the proper lower bearing selection
can be found etched in the front of the crankshaft.
OPERATION
The crankshaft transfers force generated by combustion within the cylinder bores to the flexibility. The crankshaft
has six separate throws arranged at different angles (splayed) to reduce second order free movements of inertia.
Following the injection order 1-4-2-5-3-6, the crankshaft throw angles alternate between 48° and 192°.
In the injection order, together with the splayed throws and the 72° V-block, produce injection intervals of 120° (even
fire). After ignition TDC of cylinder number 1, the crankshaft turns 120° to reach TDC of cylinder number 4. The
120° angle (even fire) is the result of the 48° throw angle plus the 72° cylinder block angle.
STANDARD PROCEDURE
MEASURE CRANKSHAFT AND BLOCK JOURNALS
NOTE: After any bearing damage occurred, remove all debris which is present in the main oil gallery, con-
necting rod bores, and in the crankshaft and oil galleries. Include removal of the inserting steel ball of the
main oil gallery before cleaning.
1. Remove crankshaft.
2. Clean all engine parts thoroughly.
CAUTION: Replace all of the connecting rods when ever any of the rod cap bolts are loosened or bearing
caps are removed
3. Inspect crankshaft, replace as necessary.

4. Inspect crankcase for damage.
5. Inspect crankshaft main bearing caps for damage.
6. Install the crankshaft main bearing caps and check for out of round. Replace as necessary.
7. Remove the main bearing caps and install the crankshaft with the correct selected bearings.
NOTE: Radial mounting of the main bearings of standard size crankshaft is possible by assigning the color-
coded bearing shells. The upper main bearings can be identified by the four digit mark etched on the
engine block below the high pressure pump. The lower main bearings can be identified by the code etched
on the front of the crankshaft hub.
ASSIGNING CRANKSHAFT MAIN BEARING SHELLS

The upper main bearings can be identified by the four digit mark etched in the block below the high pressure pump.
The lower main bearings can be identified by the code etched on the front of the crankshaft hub. This color code
indicates which bearing shell halves are to be used.
8. Select the correct bearing shells based upon the crankcase and crankshaft identification marks.
9. Mount crankshaft axially using the thinnest thrust washer.
10. Inspect crankshaft end play. If the crankshaft end play is out of specification, remove the crankshaft and install
the larger thrust shim. repeat the procedure until crankshaft end play is within specification.
11. Mount the crankshaft axially again and check each main bearing oil clearance with plasti-gauge. For bearing
clearance specifications, (Refer to 9 - ENGINE - SPECIFICATIONS).
CHECKING CRANKSHAFT END PLAY

1. Mount a dial indicator to a stationary point at rear of engine. Locate the probe perpendicular against the rear of
the crankshaft.
2. Move the crankshaft all the way to the front of its travel.
3. Zero the dial indicator.
4. Move the crankshaft all the way to the rear of it’s travel and record the reading on the dial indicator. For crank-
shaft end play clearances refer to the engine specification chart (Refer to 9 - ENGINE - SPECIFICATIONS).
REMOVAL - CRANKSHAFT
NOTE: The crankshaft is removed from the rear of
the engine. Make sure to use an appropriate
engine stand.

- REMOVAL).
2. Mount engine on an engine stand.
4. Remove timing belt outer cover (Refer to 9 -
5. Remove timing belt (Refer to 9 - ENGINE/VALVE
REMOVAL).
6. Remove timing belt inner cover (Refer to 9 -
7. Remove cylinder head cover/intake manifold (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - REMOVAL).
8. Remove cylinder head (Refer to 9 - ENGINE/CYL-
INDER HEAD - REMOVAL).
9. Remove flex plate.
NOTE: Paint marking or scribing will assist in properly assembling and aligning oil passage ports in the
crankshaft supports and engine block.
10. Paint mark or scribe the relation of the rear main bearing support and adaptor plate.
NOTE: One of the crankshaft position sensor heat shield fasteners will have to be removed to free the adap-
tor plate for removal.
11. Remove rear main bearing support/adapter plate retaining bolts and remove adapter plate.
12. Paint mark or scribe the rear main bearing support to engine block relation once the adaptor plate is removed.
NOTE: Keep the rear main bearing support and rear crankshaft seal together as an assembly (Refer to 9 -
ENGINE/ENGINE BLOCK/CRANKSHAFT OIL SEAL - REAR - DESCRIPTION).
13. Remove rear main bearing support by threading two retaining bolts in holes provided. Tighten bolts equally to
push main bearing support out of block.
14. Remove front engine cover (Refer to 9 - ENGINE/ENGINE BLOCK/ENGINE COVER - REMOVAL).
15. Paint mark or scribe the crankshaft gear to vacuum pump and oil pump drive gears.
16. Remove crankshaft sprocket.
17. Remove oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
18. Remove oil pump pickup tube (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL).
19. Remove balance shaft assembly (Refer to 9 - ENGINE/VALVE TIMING/BALANCE SHAFT - REMOVAL).
20. Remove oil jets (Refer to 9 - ENGINE/LUBRICATION/OIL JET - REMOVAL).
21. Remove piston and connecting rod assemblies (Refer to 9 - ENGINE/ENGINE BLOCK/PISTON & CONNECT-
ING ROD - REMOVAL).
22. Slide special tool VM.1069 on the front of the crankshaft.
CAUTION: Failure to properly identify and align each crankshaft support will result in improperly aligned
engine oil passages which will lead to engine failure.
23. Paint mark or scribe each crankshaft support to engine block relation.
24. Using special tool VM.1054, remove crankshaft support retainers and o-rings, discard o-rings.
25. Paint mark or scribe the relation between the crankshaft sensor tone ring and the crankshaft and remove the
tone ring.
26. While holding crankshaft guide VM 1069, carefully guide crankshaft out of the rear of engine block.
INSTALLATION - CRANKSHAFT
CAUTION: IT IS CRITICAL THAT BOTH HALVES OF
THE CRANKSHAFT SUPPORT ARE ALIGNED
PROPERLY WITH THE ENGINE TO SUPPORT
ENGINE OIL MANAGEMENT.
1. Assure that all crankshaft support witness marks

are pointing toward the front of the engine and
install special tool VM.1069 onto the front of the
crankshaft (Refer to 9 - ENGINE/ENGINE BLOCK/
CRANKSHAFT MAIN BEARINGS - INSTALLA-
TION).
CAUTION: If installing a new crankshaft support

retainer, there are two oil passages in the crank-
shaft carrier. One of the passages has an internal
shoulder, that once aligned properly, is used for
installing the crankshaft support retainer/balance
shaft oil supply.
2. Identify the correct positioning of the crankshaft

support oil passage. The bolt heads for the crankshaft support retainers should be facing toward the balance
shaft.
3. Carefully guide the crankshaft into the engine block, aligning the crankshaft support(s) to engine block witness
marks. This will align the crankshaft support oil passages with the crankshaft support retainer access hole(s).
4. Insert and seat the crankshaft support retainers with new o-rings.
5. Remove special tool VM.1069 from crankshaft.
6. Align the crankshaft sensor tone ring witness marks with the crankshaft and install the crankshaft sensor tone
ring. Tighten fasteners to 14.6N·m (124 in. lbs.).
7. Install crankshaft gear

8. Install front engine cover (Refer to 9 - ENGINE/ENGINE BLOCK/ENGINE COVER - INSTALLATION).
9. Install rear main bearing support in engine block aligning witness marks with the engine block. Be sure to align
oil hole in rear main bearing support with the lubrication port in the engine block.
10. Install adapter plate and retaining bolts. Torque bolts to 45.1 N·m (33 ft. lbs.) and screws to 78.5 N·m (58 ft.
lbs.).
11. Install flex plate (Refer to 9 - ENGINE/ENGINE BLOCK/FLEX PLATE - INSTALLATION).
12. Install piston and connecting rod assemblies (Refer to 9 - ENGINE/ENGINE BLOCK/PISTON & CONNECTING
ROD - INSTALLATION).
13. Install oil jets (Refer to 9 - ENGINE/LUBRICATION/OIL JET - INSTALLATION).
14. Install balance shaft assembly (Refer to 9 - ENGINE/VALVE TIMING/BALANCE SHAFT - INSTALLATION).
15. Install oil pump pickup tube (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
18. Install cylinder head cover/intake manifold (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COV-
ER(S) - INSTALLATION).
19. Install timing belt inner cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
20. Install timing belt (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - INSTALLA-
TION).
21. Connect special tool 6958 to the crankshaft hub. Tighten fastener to 304 N·m (203 ft. lbs.).
22. Install timing belt outer cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
23. Install engine in vehicle.
24. Fill engine oil with proper oil to correct level (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - SPEC-
IFICATIONS).
CRANKSHAFT MAIN BEARINGS

DESCRIPTION
The crankshaft is supported by four main bearing caps
(1) made of cast iron. Each main cap (1) is fastened
to the cylinder block with four bottom bolts (2) and two
cross horizontal bolts (3) to increase the rigidity of the
lower block. The number three main bearing cap
serves as the thrust washer (5) location.
The upper main bearings have a bi-metal construction
and feature oil supply holes and center grooves for
lubrication of the main journals. The lower main bear-
ings have tri-metal construction to provide strength
where it is needed.
MAIN BEARING SELECTION
Stage Color Bearing Thickness Applies To

2.250mm-2.255mm
1 Blue Upper and Lower Bearings
(0.0886-0.0888 in.)
2.255mm-2.260mm
2 Yellow Upper and Lower Bearings
(0.0888-0.0890 in.)
2.260mm-2.265mm
3 Red Upper and Lower Bearings
(0.0890-0.0892 in.)
2.265mm-2.270mm
4 White Lower Bearings
(0.0892-0.0894 in.)
2.270mm-2.275mm
5 Violet Lower Bearings
(0.0894-0.0896 in.)
The upper main bearings are available in three different thicknesses and the lower bearings in five. A color coded
mark on the side of the bearing is used to identify it’s thickness. Each color coded bearing is matched to it’s respec-
tive journal. The select fit is obtained by matching the color coded bearings to grade identification marks on the
cylinder block and crankshaft. Letters marked on the cylinder block identify the color of each upper-half main bear-
ing, while letters marked on the front end of the crankshaft indicate the color of each lower half main bearing.
SEAL - CRANKSHAFT OIL - FRONT

REMOVAL
3. Remove both front lower splash shields.
4. Remove the transmission thermal bypass valve
and the cooler lines between the block and
transmission.
5. Remove the starter blank.

7. Release the accessory drive belt tension by reset-

ting the drive belt tensioner and installing a retain-
ing pin.
8. Remove the vibration damper bolt.

9. Install #9544 (1) vibration damper puller.
10. Remove the vibration damper (2).

crankshaft seal. DO NOT damage or gouge the
timing chain cover.
11. Using suitable seal puller, remove the front crank-

shaft seal.
INSTALLATION
NOTE: To prevent potential oil leaks, DO NOT
touch the front crankshaft inner seal. Always han-
dle the seal from the outer diameter.
1. Clean timing chain cover (1) seal surface.
NOTE: Keep seal centered in the timing chain

cover at all times.
2. Install crankshaft oil seal (2) using Installer 8936A.

3. Align the alignment key in the crankshaft with the
key way in the damper and install the vibration
damper. Torque bolt to 304 N·m, plus 90° (224
ft.lbs., plus 90°).
4. Position the drive belt back onto the pulleys and

release the belt tensioner.
6. Install the transmission thermal bypass valve (2)

and transmission cooler lines (1).
7. Install the intermediate and front underbody splash
shields.
CRANKSHAFT OIL SEAL - REAR

DESCRIPTION
The rear main seal carrier (1) is located behind the
flex plate. The rear main seal carrier is bolted to the
cylinder block and oil pan. The rear main seal (2) is
molded to the carrier and is not serviceable. The rear
main seal carrier must be replaced if an oil leak or
seepage occurs.
REMOVAL
MISSION/AUTOMATIC - NAG1 - REMOVAL)
2. Remove the bolts holding the driveplate to the
crankshaft (3).
3. Remove the driveplate.
4. Remove the bolts holding the rear main seal carrier
(1) to the engine block and oil pan.
5. Remove the rear main seal carrier (1) from the
engine block and oil pan.
6. Clean sealant residue from the engine block and oil
pan.
INSTALLATION
1. Apply sealant 1.5 mm (.059 in) wide, MOPAR
Engine Sealant / RTV Silicone Rubber Adhesive (2)
to the rear main seal carrier (1).
2. Install the rear main seal carrier (1) to the engine

block and oil pan.
3. Install the bolts holding the rear main seal carrier
(1) to the engine block and oil pan. Torque the
4. Install the driveplate. Torque bolts to 45 N·m (33 ft.
lbs.) plus an addition 90°.
5. Install the transmission. (Refer to 21 - TRANSMIS-
SION/AUTOMATIC - NAG1 - INSTALLATION).
FLEX PLATE
REMOVAL
1. Remove the transmission (Refer to 21 - TRANS-
MISSION/AUTOMATIC - NAG1 - REMOVAL).
2. Paint mark the flex plate hub to flex plate relation.
3. Remove the flex plate bolts and flex plate.
4. Inspect flex plate for damage.
INSTALLATION
NOTE: Do Not lubricate new bolts as they are already coated with an anti-scuff treatment. Align the flex
plate to hub paint marks, where applicable.
1. Install the flex plate hub and hand tighten the fasteners.
2. Tighten each flex plate hub fastener to 50 N·m (37 lbs. ft.) in a clockwise cross sequence.
3. At this point, loosen one flex plate adaptor fastener, and with a torque wrench and angle gauge, tighten the
fastener to 25 N·m (19 lbs. ft.), plus 60°.
4. Perform the above procedure for the remaining flex plate adaptor bolts in a clockwise cross sequence.
5. Install the flex plate locating pin.
6. Install the flex plate to the hub and install the fasteners. Tighten the flex plate fasteners in a cross sequence to
44 N·m (32.5 ft. lbs.).
7. Install the transmission (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1 - REMOVAL).
CYLINDER LINERS
DESCRIPTION
The cylinder liners used in the 3.0L engine are made of cast iron and molded into the aluminum engine block. There
are three size cylinder liners used and they are identified by the markings “A”, “X”, or “B” on the engine block below
the high pressure pump. These markings are used to match piston size with cylinder bore size.
INSPECTION
and taper with a dial bore gauge. If the cylinder walls
are badly scuffed or scored, replace the engine block.
in.) up from the bottom bore.

DESCRIPTION
CAUTION: If the connecting rod bolts are ever
loosened, replace all of the connecting rods.
NOTE: Slight bluing or heat transfer witness

marks around the connecting rod caps and crank-
shaft journal is normal. This is part of the heat
treating process from the factory and Does Not
indicate premature bearing failure.
The pistons are of a free floating design. Oil jets in the

engine block lubricate and cool the piston and pin
assembly. The connecting rods have a pressed in
place wrist pin bushing which is lubricated by the oil
jets. Piston rod and bearing caps have cracked mating
surfaces and are not interchangeable.
Piston numbers are etched on the piston crown for cylinder bank identification. Left cylinder bank pistons are iden-
tified as numbers four through six. Right cylinder bank pistons are identified as numbers one through three. An
orientation arrow points toward the front of the engine.

positioning at least 12 mm (0.50 in.) from bottom of
cylinder bore. Check gap with feeler gauge (1). Top
compression ring gap .40 to .55mm (.015in to
.0217 in.). Second compression ring gap .25mm to
.50mm (.0099 to .0197 in.). Oil control ring gap .20
to .40mm (.0079 to .0158 in.).
2. If ring gaps exceed dimension given, new rings,
piston and cylinder boring may be necessary. Keep
piston rings in piston sets.
3. Check piston ring to groove clearance. Top com-

pression ring gap 0.12 to 0.16 mm (.0048 to .0063
in.) (A). Second compression ring gap 0.065 to
0.110 mm (.0026 to .0044 in.) (B). Oil control ring
gap 0.03 to 0.07 mm (.0012 to .0028 in.) (C).
REMOVAL
NOTE: Both the connecting rod and the connecting rod cap are paint marked to aid during assembly. Paint
marks disappear after time. If the rod and the cap are not marked with paint, paint mark or scribe them
before disassembly.

2. Remove cylinder head (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL).
4. Remove oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
5. Remove oil pump pickup tube. (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL)
6. Remove balance shaft assembly (Refer to 9 - ENGINE/VALVE TIMING/BALANCE SHAFT - REMOVAL).
7. Remove top ridge of cylinder bores with a ridge reamer before removing pistons from cylinder block. Be sure to
keep top of pistons covered during this operation.
8. Piston and connecting rods must be removed from top of cylinder block. Rotate crankshaft so that each con-
necting rod is centered in cylinder bore.
NOTE: Be careful not to nick or scratch crankshaft journals
9. After removal, install bearing cap on the mating rod and mark pistons with matching cylinder number when
removed from engine block.
PISTON PIN - REMOVAL

1. Secure connecting rods in a soft jawed vice.
2. Remove 2 snap rings securing piston pin.
3. Push piston pin out of piston and connecting rod.
PISTON RING - REMOVAL

1. ID mark on face of top and second piston rings
must point toward piston crown.
2. Using a suitable ring expander, remove top and
second piston rings.
3. Remove upper oil ring side rail, lower oil ring side
rail and then the oil expander from piston.
4. Carefully clean carbon from piston crowns, skirts
and ring grooves ensuring the 4 oil holes in the oil
control ring groove are clear.
INSPECTION
PISTONS
1. Check piston pin bores in piston for roundness.
Make 3 checks at 120° intervals. Maximum out of
roundness .020 mm (.0008 in.).
2. The piston diameter should be measured approxi-
mately 10mm (.394 in.) up from the base.
3. Skirt wear should not exceed 0.1 mm (.00039 in.).
4. The clearance between the cylinder liner and pis-
ton should not exceed 0.010-0.022 mm (.0003
-.0008 in.).
PISTON PINS
1. Measure the diameter of piston pin in the center and both ends. Refer to the engine specification chart (Refer to
9 - ENGINE - SPECIFICATIONS).
CONNECTING RODS
CAUTION: Connecting rods must be replaced once

the end caps are loosened. All six must have the
same weight and the same number. Replacement
connecting rods will only be supplied in sets of
six. When assembling the connecting rod, be sure
to paint mark or scribe mark each of the connect-
ing rods and caps before installation, for align-
ment purposes later.
NOTE: Do Not lubricate the new connecting rod

bolts. They are already coated with a anti scuff
treatment.
Connecting rods are supplied in sets of six since they

all must be of the same weight category. Max allow-
able weight difference is 5 gr.
1. Assemble bearing shells and bearing caps to their
respective connecting rods ensuring that the serra-
tions on the cap and reference marks are aligned.
2. Tighten connecting cap bolts to 20 N·m (15 ft. lbs.).
3. Without loosening connecting rod bolts, tighten all
bolts to 40 N·m (30 ft.lbs.).
4. Using a torque angle gauge, tighten each bolt an additional 90°.
INSTALLATION
PISTON PIN INSTALLATION
1. Secure connecting rod in soft jawed vice.
2. Lubricate piston pin and piston with clean engine oil.
3. Position piston on connecting rod.
CAUTION: Ensure arrow on piston crown and the bearing cap numbers on the connecting rod are on the
opposite side.
4. Install piston pin.

5. Install clips in piston to retain piston pin.
6. Remove connecting rod from vice.
PISTON RINGS - INSTALLATION

1. Install rings on the pistons using a suitable ring
expander.
2. Top compression ring is tapered and chromium
plated. The second ring is of the scraper type and
must be installed with scraping edge facing bottom
of the piston. The third is an oil control ring. Ring
gaps must be positioned, before inserting piston
into the liners, as follows.
3. Top ring gap must be positioned at the #3 position
(looking at the piston crown from above).
4. Second piston ring gap should be positioned at the
#1 position.
5. Oil control ring gap should be positioned at the #2
position.
6. When assembling pistons check that components are installed in the same position as before disassembly,
determined by the numbers stamped on the crown of individual pistons. Engine cylinders are numbered starting
from gear train end of the engine. Face arrow on top of piston toward front of engine. Therefore, the num-
bers stamped on connecting rod big end should face toward the injection pump side of engine. To insert piston
into cylinder use a ring compressor.
INSTALLATION
1. Before installing pistons, and connecting rod
assemblies into the bore, be sure that compression
ring gaps are staggered so that neither is in line
with oil ring rail gap.
2. Before installing the ring compressor, make sure
the oil ring expander ends are butted together.
oil, slide the piston ring compressor, over the piston
and tighten. Ensure position of rings does not
change during this operation.
4. Face arrow on piston towards front of engine.
CAUTION: Care must be taken not to nick crank-

shaft journal when installing pistons.

nal is on the center of the cylinder bore. Insert rod
and piston into cylinder bore and guide rod over
the crankshaft journal.
6. Guide the piston down in cylinder bore, using a
hammer handle. At the same time, guide connect-
ing rod into position on connecting rod journal.
7. Install connecting rod caps. Install rod bolts and torque to 10N·m (88 lbs. in.). Torque bolts the next stage to
30N·m (22 ft.lb.) plus 60°. Then with a torque wrench set at torque to 88N·m (65 ft.lb), make a tightening check.
9. Install balance shaft assembly (Refer to 9 - ENGINE/VALVE TIMING/BALANCE SHAFT - INSTALLATION).
10. Install oil pump pickup tube (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).

DAMPER - VIBRATION
REMOVAL
3. Remove both front lower splash shields.
4. Remove the transmission thermo-block (2), and the
cooler lines (1) between the block (2) and
transmission.

7. Release the accessory drive belt tension by reset-

ting the drive belt tensioner (1) and installing a
retaining pin.
8. Remove the vibration damper (2) bolt.

9. Install #9544 vibration damper puller (1)

damper. DO NOT damage or gouge the front
crankshaft seal
10. Remove the vibration damper (2).
INSTALLATION
NOTE: To prevent potential oil leaks, DO NOT touch the front crankshaft inner seal.
1. Align the alignment key in the crankshaft with the

key way in the damper and install the vibration
damper. Torque bolt to 304 N·m, plus 90° (224 ft.
lbs., plus 90°).
2. Position the drive belt back onto the pulleys and
release the belt tensioner.
3. Remove #9102 crankshaft lock.

4. Install the transmission thermal bypass valve and
transmission cooler lines.
5. Install the intermediate and front underbody splash

shields.
VACUUM PUMP
DESCRIPTION
The vacuum pump is a constant displacement, vane-
type pump. Vacuum is generated by vanes mounted in
the pump rotor. The rotor is located in the pump hous-
ing and is pressed onto the pump shaft.
The vacuum pump operates by a slotted extension
attached to the vacuum pump shaft. The vacuum
pump shaft slotted extension fits into, and is driven by,
the exhaust camshaft gear.
The vacuum pump rotating components are internally
lubricated and the vacuum pump has no serviceable
parts. Do not disassemble or attempt to repair the
pump.
OPERATION
Vacuum pump output is transmitted to the Heater,
Electronic, Vacuum, Air Conditioner (HEVAC) and
brake vacuum booster, systems through a supply
hose. The hose is connected to an outlet port on the
pump housing and uses an in-line check valve to
retain system vacuum when vehicle is not running.
Pump output ranges from a minimum of 8.5 to 25
inches vacuum.
The pump rotor and vanes are rotated by the slotted
pump drive gear which fits into the camshaft drive
gear.
REMOVAL
2. Remove vacuum line at vacuum pump.
NOTE: Observe position of driver on rear of pump.
3. Remove vacuum pump and seals.

INSTALLATION
2. Position driver on rear of pump and install vacuum
pump with new seals. Tighten bolts to 14 N·m (124
lbs. in.).
3. Install vacuum line to vacuum pump.
WARNING: Use Extreme Caution When The Engine

Is Operating. Do Not Stand In A Direct Line With
The Fan. Do Not Put Your Hands Near The Pulleys,
Belts Or Fan. Do Not Wear Loose Clothes.
5. Start the engine and inspect for leaks.

LEFT MOUNT
REMOVAL
1. Disconnect the negative battery cable. (Refer to 8 -
REMOVAL)
2. Remove the engine cover. (Refer to 9 - ENGINE -
REMOVAL)
3. Remove the engine cover brackets and transmis-
sion tube retainer.
4. Remove the battery and battery tray.
5. Remove power distribution center (PDC) from
bracket and set aside.
6. Remove PDC bracket.
7. Reposition engine wiring harness.
9. Loosen both right and left engine mount through
bolts.
11. Install clevis brackets through engine lifting fix-
tures.
12. Install engine lifting chain to clevis brackets.
13. Install engine lift and hoist engine.
14. Remove the left engine mount retaining bolts
15. Remove the engine mount.
INSTALLATION
1. Position the engine mount, install the bolts and
tighten the retaining bolts to 20 N·m (15 ft. lbs.)
and then an additional 90°.
2. Lower the engine and remove the engine hoist with
chain.
4. Install the engine mount through bolts. Tighten
bolts to 110 N·m (82 lbs. ft.).
5. Install the splash shield.
7. Install the power distribution center (PDC) bracket
and PDC.
8. Install the battery tray and battery.
9. Install the engine cover bracket and secure the
transmission tube.
10. Install the engine cover front bracket.
12. Install the front structural bracket.
13. Install the coolant recovery container.
RIGHT MOUNT
REMOVAL
3. Remove the front engine cover bracket.
4. Separate the transmission level indicator tube from
bracket and remove the rear engine cover bracket.
5. Install clevis bracket to engine lift brackets.
6. Install engine lifting chain through clevis brackets.
8. Remove the skid plate.
9. Drain engine oil.
10. Loosen both engine mount through bolts.
12. Remove the oil level indicator tube.
NOTE: Care must be taken not to crush the turbo-

charger against the windshield cowl when raising
and supporting the engine.
13. Connect an engine lift and support the engine.

14. Remove the engine mount retaining bolts.
15. Remove the engine mount.
INSTALLATION
1. Position and install the engine mount to engine
bolts. Tighten bolts to 45N·m (33 lbs. ft.).
2. Lower the engine and remove the lifting fixtures.
3. Install the oil level indicator tube.
5. Tighten the engine mount through bolts to 110 N·m
(81 ft. lbs.).
6. Install the skid plate.
8. Install the rear engine cover bracket and secure
the transmission level indicator tube.
9. Install the front engine cover bracket.
10. Fill the engine with the correct viscosity oil to the
proper level.
LUBRICATION
DESCRIPTION
An efficient and acoustically optimized chain drive external gear pump is used for supply.
Oil is circulated through a high volume primary oil filter on the engine to one of the oil/water coolers in the “V” of the
engine. The oil cooler maintains a maximum oil temperature of 140° C (284°F).
After the oil cooler, the oil is directed into the balance shaft tunnel that at the same time is the primary oil duct of
the crankcase. Short passages lead to the crankshaft main bearings. The inlet pressurized piston oil injectors are
located directly on the main oil channel and are supplied there.
Front mounted passages supply the cylinder heads. The hydraulically loaded chain tensioner is supplied via the
right cylinder head in the direction of travel.
The oil supply and return of the turbo charger is integrated in the cast steel turbo charger carrier.
OIL
DESCRIPTION
Refer to the Lube and Maintenance section for oil specifications (Refer to LUBRICATION & MAINTENANCE/FLUID
TYPES - DESCRIPTION).
OIL FILTER
REMOVAL
1. Using 9551 Oil Filter Socket, unscrew the oil filter
cap.
2. Remove clean and inspect cap gasket, replace as
necessary.
3. Remove and discard the oil filter.
INSTALLATION
1. Inspect oil filter cap gasket, lubricate with clean
engine oil.
2. Install oil filter.
3. Screw oil filter cap to housing and tighten to 25
N·m (18 lbs. ft.) using 9551 Oil Filter Socket. Adjust
oil level as necessary.
OIL PAN
REMOVAL
REMOVAL
REMOVAL)
2. Remove the accessory belt.
3. Remove the A/C compressor and position aside.
4. Remove the lower oil pan. (Refer to 9 - ENGINE/

LUBRICATION/OIL PAN - REMOVAL)
REMOVAL)
6. Remove the flex plate. (Refer to 9 - ENGINE/EN-
GINE BLOCK/FLEX PLATE - REMOVAL)
7. Remove the 5 bolts on the bottom of the rear main
seal carrier.
8. Disconnect the oil level sensor wiring harness con-

nector.
9. Remove the oil pickup tube.
10. Remove oil pan bolts.
11. Remove the oil pan.
OIL PAN - LOWER

REMOVAL)
2. Remove the oil level indicator tube (2) bolt, and
position the oil level indicator aside.
4. Remove the skid plate
5. Drain the oil.
6. Remove the steering gear mounting bolts (1).

7. Remove the steering coupling, and position the

steering gear aside.
8. Disconnect the oil temperature sensor.

9. Remove the lower oil pan.
INSTALLATION
INSTALLATION
NOTE: Sealing surfaces must be free of a gasket
material and oil residue.
1. Clean the lower and upper oil pan and sealing sur-
faces. Inspect oil pan sealing surfaces and engine
block.
NOTE: If installing a new oil pan, exchange the oil

temperature sensor and the oil level sensor.
2. Install the upper oil pan, sealant, oil pan retaining

bolts, hand tight.
3. Install the bolts holding the rear main seal carrier

(1) to the oil pan. Torque the bolts to 9 N·m (7 ft.
lbs.).
4. Install the flex plate.

6. Push the oil pan against the transmission and
tighten transmission to oil pan bolts first, including
the rear main seal carrier bolts.
7. Tighten the upper oil pan bolts to 12 N·m (106
lbs.in.) in the sequence provided. Tighten bolts 15
and 16 to 20 N·m (177 in. lbs.).
8. Install the oil pickup tube bolts.

9. Install the oil level sensor.
10. Install the lower oil pan, sealant, lower oil pan
retaining bolts, hand tight.
11. Tighten the bottom oil pan bolts to 12 N·m (106 in.
lbs.) in the sequence provided.
12. Connect the oil temperature and oil level sensor
wiring harness connectors.
13. Lower the vehicle and install the oil level indicator
tube.
14. Fill the oil pan to the appropriate level with the
correct viscosity engine oil.
16. Start the engine, allow to warm.
17. Turn engine off and inspect for leaks.
OIL PAN - INSTALLATION

NOTE: Sealing surfaces must be free of a gasket
material and oil residue.
1. Clean oil pan and sealing surfaces. Inspect the oil

pan sealing surfaces.
NOTE: If installing a new oil pan, exchange the oil

temperature sensor and the oil level sensor.
2. Install oil pan, sealant, oil pan retaining bolts, hand

tight.
3. Tighten the bottom oil pan bolts to 12 N·m (106 in.
lbs.).
4. Connect the oil temperature and sensor wiring har-
ness connector.
CAUTION: Prior to coupling installation, make sure

gear is centered in its travel to match clockspring
centering in steering column.
5. Align coupling (2) with input shaft (3) and install

steering coupling. Install NEW pinch bolt. Tighten
bolt to 54 N·m (40 ft. lbs.) torque.
6. Lower the vehicle and install the oil level indicator

tube.
7. Fill the oil pan to the appropriate level with the cor-
rect viscosity engine oil.
9. Start the engine, allow to warm.
OIL PRESSURE RELIEF VALVE

DESCRIPTION
The oil pressure relief valve is integral to the oil pump and is not serviceable.
OIL PRESSURE SENDING UNIT

DESCRIPTION
The engine oil pressure sensor is mounted on the
front of the oil filter housing. The sensor provides an
output voltage to the ECM that corresponds to the
engine oil pressure. Under certain operating condi-
tions, for example low oil pressure, it may be neces-
sary for the ECM to increase the engine idle speed to
ensue adequate engine lubrication.
The engine oil pressure sensor is a three wire sensor
with a threaded pressure port. The pressure port is
mounted to the oil filter housing through an access
hole. An aluminium seal ring seals the engine oil pres-
sure sensor to the oil filter housing.
OPERATION
The engine oil pressure sensor receives a 5- volt reference from the ECM. The sensor ground is also provided by
the ECM. The sensor output voltage varies from 0.5 to 4.5 volts depending on engine oil pressure.
REMOVAL
1. Open hood and disconnect negative battery cable.
2. Disconnect engine oil pressure sensor connector.
3. Remove engine oil pressure sensor from the
engine.
INSTALLATION
1. Install the engine oil pressure sensor to the engine.
Torque sensor to 15 N·m (11 ft. lbs.).
2. Connect engine oil pressure sensor electrical con-
nector to the sensor.
3. Add engine oil and check engine oil level as
needed.
5. Start vehicle and inspect for leaks.
OIL PUMP
REMOVAL
OIL PUMP PICKUP TUBE
4. Remove oil pump pickup tube retaining bolt and
pull pickup tube from engine block. Discard
O-rings.
REMOVAL
1. Remove oil pan. (Refer to 9 - ENGINE/LUBRICA-
TION/OIL PAN - REMOVAL)
2. Remove fasteners at the oil pump cover.
3. Remove oil pump fasteners (1).
4. Remove oil pump from the crankcase.
INSTALLATION
OIL PUMP PICKUP TUBE
1. Lubricate o-rings on oil pump pickup tube with
engine oil.
2. Install pickup tube in engine block and install
retaining bolt. Torque bolt to 32.4 N·m. (24 ft.lbs.).
4. Refill engine oil to proper level.
INSTALLATION
1. Clean the strainer of the oil pump and replace seal-
ing ring. Fill oil pump with engine oil so that oil is
delivered when first starting engine.
2. Install the oil pump.
3. Install fastener for oil pump. Torque fastener to 19
N·m (14 ft. lbs.).
4. Install fastener for oil pump cover (1) with oil pipe
(2) to oil pump. Torque fastener to 12 N·m (9 ft.
lbs.).
5. Install bracket to the oil pump. Torque fastener to 9
N·m (7 ft. lbs.).
OIL JET
DESCRIPTION
Three dual-nozzle oil jets are bolted to the cylinder
block underneath the main oil gallery. The jets connect
with an oil-tight fit to the main gallery through lubrica-
tion passages. Each oil jet helps cool two opposite
pistons. Proper oil jet alignment is important. Each
nozzle is designed to alternatively spray oil through
both cooling galleries within the piston. The oil spray is
aimed at one of the cooling galleries as the piston
approaches TDC. As the piston approaches BDC, the
oil spray is aimed at the adjacent cooling gallery.
REMOVAL
CAUTION: Use caution when removing and install-
ing oil jets. Damage to oil jet nozzle could cause
severe engine damage. Care must be taken not to
damage the crankshaft tone ring when removing
cylinder number four oil jet.

3. Remove oil pan.
4. Remove oil jet retaining bolt and remove oil jet
from engine block.
INSTALLATION
CAUTION: Use caution when removing and install-
ing oil jets. Damage to oil jet nozzle could cause
severe engine damage.
1. Lubricate o-ring on oil jet.

2. Install oil jet in engine block
3. Install oil jet retaining bolt. Torque bolt to 11N·m.(96
in.lbs.).
4. Install oil pan.
5. Fill engine oil to proper level.
PCV
DESCRIPTION
Located on the rear of the right cylinder head cover is
a positive crankcase ventilation (PCV) valve (1). Inter-
nal engine vapor is captured, the solid particulates are
separated by a diffuser located on the right exhaust
camshaft, and the vapor is reused during the combus-
tion process.
REMOVAL
NOTE: Inspect the oil drain back access hole in

the intake manifold/cylinder head cover to assure
that it is free of obstruction.
2. Remove the oil separator fasteners and oil

separator.
INSTALLATION
NOTE: Inspect the oil drain back access hole in
the intake manifold/cylinder head cover to assure
that it is free of obstruction.
1. Lubricate the Positive Crankcase Ventilation (PCV)

o-rings with clean engine oil.
2. Carefully position and push down on the PCV to
seat.
3. Install thePCV retaining fasteners. Tighten fasten-
ers to 10.8 N·m (96 lbs. in.).
OIL COOLER
DESCRIPTION
A plate style external oil cooler is mounted in the “V”
of the engine block. Engine coolant is used to cool the
oil. The gasket should be replaced anytime you are
servicing the oil cooler. When replacing the engine
block, inspect the oil cooler for damage or restrictions.
If the oil cooler is not damaged or restricted, it can be
reused.
REMOVAL
2. Drain the cooling system.
3. Remove the air cleaner assembly (Refer to 9 -
HOUSING - REMOVAL).
4. Remove the coolant reservoir and hoses.
5. Remove the charge air cooler hose between turbo-
charger and cooler.
6. Remove the lower radiator hose at the water pump
housing assembly.
7. Remove the water pump housing assembly.
8. Remove the engine oil cooler.
INSTALLATION
1. Clean all engine mating surfaces.
2. Position the oil cooler and gasket. Install the fas-
teners and tighten to 10.8 N·m (96 in. lbs.).
3. Install the water pump housing assembly with new
gasket. Tighten fasteners to 24.5 N·m (18 ft. lbs.).
4. Install the oil cooler coolant hose.
5. Install the power steering reservoir.
6. Install heater hoses at housing.
7. Install lower radiator hose at housing.
8. Install the charge air hose.
9. Install coolant reservoir and hoses.
10. Install air cleaner assembly (Refer to 9 - ENGINE/
AIR INTAKE SYSTEM/AIR CLEANER HOUSING -
INSTALLATION).
11. Fill the coolant system
12. Connect the negative battery cable
13. Start engine, run until warm, turn the engine off,
and inspect for leaks.
INTAKE MANIFOLD
DESCRIPTION
The aluminum intake manifold is a two piece design
joined by a frontal cross coolant passage. Incorpo-
rated into the intake manifold assemblies are swirl and
charge air channels. The swirl channels have blades
that are electronically controlled by PWM signals from
the ECM via a swirl valve actuator. In their normal
resting position the swirl valves are open. Charge air
and cooled EGR exhaust gasses are combined within
the intake manifold. The swirl valve assembly assists
in the mixing of these inlet airs within the cylinder. The
swirl valves themselves are not serviceable separately,
should a failure occur, the intake manifold must be
replaced.
REMOVAL
2. Remove the engine cover. (Refer to 9 - ENGINE - REMOVAL)
3. Drain the cooling system.
4. Remove the coolant reservoir an position aside.
5. Remove the strut tower support.
6. Remove the air cleaner housing cover and air inlet tube.
7. Remove the charge air outlet tube.
8. Remove the right rear engine cover bracket and disconnect the transmission oil level indicator tube retaining bolt.
9. Remove the turbo charger. (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER SYSTEM/TURBOCHARGER -

REMOVAL)
CAUTION: Observe the position of the turbo-

charger oil passage housing and gasket. Failure to
properly position the gasket during assembly will
result in immediate turbocharger failure after
assembly.
10. Remove the turbocharger oil housing adaptor (1)

and gasket.
11. Disconnect the EGR (1) and EGR temperature

sensor wiring harness connectors.
12. Remove the EGR tube to the left cylinder head.
13. Disconnect the coolant hose at the EGR housing.
14. Remove the EGR air control valve assembly.
15. Disconnect the swirl valve module wiring harness

connector.
16. Remove the left fuel rail and high pressure lines.
17. Remove the right fuel rail and high pressure lines.
18. Disconnect the fuel return hoses at the injectors.
19. Disconnect the return fuel hose harness and posi-
tion aside.
20. Remove fuel rail transfer line.
21. Remove the fuel filter assembly.
22. Remove the fuel filter supply and return pipe har-
ness and position aside.
23. Remove the glow plug module.
CAUTION: Do Not rest the intake manifold on the

swirl valve actuator. Care must be taken when
handling the swirl valve assembly.
24. Remove the intake manifold and gasket.
INSTALLATION
NOTE: Before installation, clean cylinder heads and intake manifold surfaces. DO NOT allow oil or solvents
to contact sealing surfaces.
1. Properly position the intake manifold gasket and

install the intake manifold.

(74 in. lbs.).
2. Tighten bolts to 16 N·m (142 in. lbs.), starting in the

middle and tightening in a cross pattern outward
until reaching the upper thermostat bolts on the
right front manifold.
3. Tighten the upper thermostat bolts on the right cyl-
inder head to 8.4 N·m (74 in.lbs.).
4. Install the fuel filter.
5. Position and install the fuel filter supply and return
pipe harness.
6. Position and install the fuel injector return fuel hose
harness.
7. Position and properly route the engine wiring harness.
8. Install the left fuel rail. Tighten bolts to 27 N·m (20
ft. lbs.).
NOTE: Inspect the fuel lines, especially around the

barrel ends for damage. Replace as necessary.
9. Install the fuel rail transfer line along with the right
fuel rail. Tighten fuel rail bolts to 27 N·m (20 ft.
lbs.), and fuel pipe to 33N·m (24 ft. lbs.).
10. Install the fuel injector high pressure lines. Tighten
lines to 27 N·m (20 ft. lbs.).
11. Connect the swirl valve motor electrical connector.
12. Connect the EGR and EGR temperature sensor

wiring harness connectors.
13. Connect the coolant hose at the EGR housing.
14. Install the EGR tube to the EGR housing.
CAUTION: Observe the positioning of the oil hous-

ing to block gasket. This gasket must be attached
to the housing and both oil passages aligned
properly. Failure to do so will result in immediate
turbocharger damage upon start up.
15. Install the turbocharger oil housing adaptor.

16. Install the turbocharger.
17. Install the right rear engine cover bracket and
connect the transmission oil level indicator tube.
18. Install the change air outlet tube.
19. Install the EGR air control valve assembly.
20. Install the glow plug module.
21. Install the air cleaner cover and air inlet tube.
24. Fill the engine with coolant.
NOTE: Observe the fuel system warning (Refer to 14 - FUEL SYSTEM - WARNING).
26. Start the engine, allow to warm, turn the engine off and inspect for leaks.
EXHAUST MANIFOLD
REMOVAL
RIGHT
REMOVAL)
REMOVAL)
3. Remove the turbo heat shield.
4. Remove the exhaust elbow (4) at the turbo.
5. Remove the right exhaust manifold.

LEFT
REMOVAL)
REMOVAL)
3. Remove the turbo heat shield.
4. Remove the EGR tube (3).
5. Remove the exhaust elbow (4) at the turbo.
6. Remove the left exhaust manifold.

INSTALLATION
RIGHT
1. Discard the old gasket and clean the cylinder head
and manifold sealing surfaces.
2. Install a new exhaust manifold gasket.
3. Install the right exhaust manifold to cylinder head
nuts. Torque the nuts to 25 Nm ( 222 in. lbs.)
4. Install the exhaust elbow to turbocharger bolts.

Torque to 20 Nm (177 in. lbs.). and then add
another 90° of rotation.
5. Install the strut tower brace.
6. Install the engine cowl. (Refer to 23 - BODY/EXTE-
RIOR/COWL GRILLE - INSTALLATION)
7. Install the engine cover. (Refer to 9 - ENGINE -
INSTALLATION)
INSTALLATION)
LEFT
1. Discard the old gasket and clean the cylinder head
and manifold sealing surfaces.
2. Install a new exhaust manifold gasket.
3. Install the left exhaust manifold to cylinder head
nuts. Torque the nuts to 25 Nm ( 222 in. lbs.)
4. Install the exhaust elbow to turbocharger bolts.

Torque to 20 Nm (177 in. lbs.). and then add
another 90° of rotation.
5. Install the turbocharger heat shield. Torque to 25
Nm ( 222 in. lbs.).
6. Install the engine cover. (Refer to 9 - ENGINE -
INSTALLATION)
INSTALLATION)
TIMING CHAIN COVER

REMOVAL
REMOVAL)
3. Remove the front engine cover bracket.
5. Drain the power steering into a suitable and appro-
priately marked container.
6. Remove the power steering hose between the
pump and cooling fan.
7. Remove the power steering hose between the
cooling fan and suspension.
8. Remove the lower cooling fan module retaining
bolts.
9. Disconnect the cooling fan wiring harness connec-
tor.
10. Remove the power steering line between the
retainer and cooling fan module.
11. Remove the front splash shield.
12. Remove the front oil pan to timing cover bolts.

14. Remove the hoses at the power steering reser-
voir.
15. Remove the cooling fan module upper bolts and
remove the fan assembly.
16. Remove the charge air outlet tube.

18. Disconnect the charge air inlet hose at the EGR
air control valve.
19. Remove the glow plug module.
20. Remove the EGR air control valve.
NOTE: Idler pulley fasteners are L. H. thread.
21. Remove both accessory drive belt idler pulleys.

22. Remove the accessory drive belt tensioner.
23. Rotate the engine to TDC by the crankshaft bolt.

26. Install special tool 9102 crankshaft lock.
28. Remove the vibration damper and pulley.

29. Remove the front timing cover seal.
30. Remove the front timing cover bolts and cover.
INSTALLATION
NOTE: Component mating surfaces must be clean and free of all oil residue.
1. Install the front crankshaft seal in the timing cover

(1).
2. Install the timing cover (1). Tighten bolts to 9 N·m
(7 ft. lbs.).
4. Install the front oil pan bolts. Tighten bolts to 14

N·m (10 ft. lbs.).
6. Install the vibration damper and pulley. Tighten bolt

to 200 N·m (148 ft. lbs.), and then an additional 90°
7. Install the accessory drive belt tensioner. Tighten
bolt to 58 N·m (43 ft. lbs.).
NOTE: Idler pulley bolts are L. H. thread.
8. Install the idler pulleys. Tighten bolts to 58 N·m (43

ft. lbs.).
10. Install the EGR air control valve assembly.

11. Install the glow plug module.
12. Install the charge air outlet tube.

13. Install the cooling fan module. Tighten upper bolts
to 14 N·m (10 ft. lbs.).
15. Remove special tool 9102 crankshaft lock.

17. Install the lower cooling fan module bolts. Tighten
lower bolts to 14 N·m (10 ft. lbs.).
18. Install the power steering line between the
retainer and cooling fan module.
19. Connect the cooling fan wiring harness connector.
20. Install the power steering hose between the cool-
ing fan and suspension.
21. Install the power steering hose between the pump
and cooling fan.
22. Install the front splash shield.
24. Install the hoses at the power steering reservoir.
25. Fill the power steering reservoir.
26. Install the front engine cover bracket.

before starting by raising the vehicle and rotating
the steering wheel back and forth 20 times.
30. Start the engine and follow the bleed procedure
with the scan tool.
TIMING CHAIN AND SPROCKETS

REMOVAL
REMOVAL - TIMING CHAIN GUIDE - UPPER
NOTE: When servicing the timing chain guides, both the upper and the lower guide should be replaced in
pairs.

2. Remove the cylinder head cover.
3. Remove the timing chain cover.
4. Remove the upper timing chain guide.
REMOVAL - TIMING CHAIN TENSIONING RAIL

2. Remove cylinder head (Refer to 9 - ENGINE/CYL-
INDER HEAD - REMOVAL).
NOTE: Remove timing case cover carefully. Care

must be taken not to damage oil pan gasket.

- REMOVAL).
4. Remove tensioning rail from bearing pin
REMOVAL - TIMING CHAIN

REMOVAL).
NOTE: Cover the timing chain area. Care must be taken not to drop any repair debris or pieces into the
engine when separating the timing chain links.
2. Install special tool # 9525 using two of the cylinder head cover bolts.
3. Assemble special tool #9312–1 using 9312– 3 and

9312–4. Install insert #9312–13 and retain with
screw provided..
CAUTION: Care must be taken not to drop the tim-

ing chain plates into the engine once the timing
chain is separated.
NOTE: When installing special tool #9312–1 onto

timing chain link, be sure to back off the smaller
nut of the thrust pin #9312–3 until the pin is
recessed inside of the spindle, #9312–4. Screw the
thrust spindle #9312–4 in until it is seated and
aligned properly over the rivet of the timing chain.
NOTE: When fitting the thrust spindle, ensure that

the thrust pin is positioned at the left timing chain
pin of a chain link.
4. Install special tool #9312 onto timing chain link

.
NOTE: Cover the timing chain area. Care must be

taken not to drop any repair debris or pieces into
the engine when separating the timing chain links.
5. Carefully turn the thrust pin #9312–3 of special tool

#9312–1 clockwise while holding the handle until
the rivet is pressed out and the chain is separated.
Discard the loose link and plates.
NOTE: One whole timing chain link must be

removed.
NOTE: Care must be taken not to drop any repair

debris or pieces into the engine when separating
the timing chain links.
6. Connect new timing chain with the oil holes facing

up, and old timing chain with the assembly link,
assembly plate and locking element, and secure.
CAUTION: IT IS ESSENTIAL that the installation

procedure for the timing chain is followed exactly.
Failure to do so will result in severe engine
damage.
INSTALLATION
INSTALLATION - TENSIONING AND SLIDE RAIL
NOTE: Carefully clean all mating surfaces with appropriate solvents to assure that no grease or oil is
present during reassembly.
CAUTION: ENSURE THAT THE SPRING IS CORRECTLY INSTALLED ON THE TENSIONING CLAMP AND
SLIDE RAIL.
1. Install rail on bearing pin.

2. Install timing cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION).
3. Install oil pan bolts. Tighten M6 bolts to 9N·m (80 lbs.in.) and M8 bolts to 20N·m (15 lbs. ft.).
WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE
CLOTHES.
6. Start the engine, allow to warm, turn engine off and inspect for leaks. Care must be take to observe the fuel
system warning (Refer to 14 - FUEL SYSTEM - WARNING).
INSTALLATION - TIMING CHAIN TENSIONING RAIL

NOTE: Carefully clean all mating surfaces with
appropriate solvents to assure that no grease or
oil is present during reassembly.
1. Install tensioning rail on bearing pin

2. Install timing cover (Refer to 9 - ENGINE/VALVE
TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
3. Install oil pan and bolts. Tighten M6 bolts to 9N·m
(80 lbs.in.) and M8 bolts to 20N·m (15 lbs. ft.).
4. Install cylinder head (Refer to 9 - ENGINE/CYLIN-
DER HEAD - INSTALLATION).
WARNING: USE EXTREME CAUTION WHEN THE

ENGINE IS OPERATING. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
NOT WEAR LOOSE CLOTHES.
6. Start the engine and inspect for leaks. Care must be taken to observe the fuel system warning (Refer to 14 -
FUEL SYSTEM - WARNING).
ADJUSTMENTS
INSTALLATION - TIMING CHAIN
CAUTION: IT IS ESSENTIAL that the installation procedure is followed exactly. Failure to do so will result in
severe engine damage.
CAUTION: Cover timing case recesses to prevent foreign material from entering engine.
1. Connect new timing chain, oil hole side up and old timing chain with the assembly link, the assembly plate and
the assembly locking element, and secure.
CAUTION: Always install the new timing chain with

the oil holes pointing up. Failure to do so will
result in severe engine damage.
NOTE: Always keep new timing chain meshed with

camshaft sprocket.
CAUTION: DO NOT CRANK ENGINE and DO NOT

ROTATE ENGINE BACKWARD. Engine rotation is
clockwise, as you are looking at the engine.
Rotate engine at crankshaft only.
NOTE: Draw out the end of old timing chain evenly

as it becomes free, to the same extent that new
timing chain is drawn in.
2. Draw in new timing chain with the oil holes facing

up, by rotating the crankshaft slowly in direction of
rotation of engine.
.
3. Rotate the engine until the ends of the new timing
chain meet and can be connected.
NOTE: Assembly link is only an assembly aid and

NOT designed for engine running.
4. Remove assembly locking element, assembly outer

plate and assembly link.
CAUTION: Cover timing case recesses to prevent

foreign material from entering engine.
5. Insert new riveted link with the oil hole up, and new
middle plate into ends of timing chain using the
guide link to hold the middle plate in position.
NOTE: When assembling riveting tool, piece

#9312–7 is secured by a screw and #9312–10 can
move loosely on thrust spindle
6. Assemble riveting tool by inserting pieces #9312–7

and #9312–10.
NOTE: Ensure that the riveted link and riveting

tool are aligned.
7. Press in new riveted link as far as the stop.
8. Remove guide link and riveting tool to change

inserts.
9. Install insert #9312–6 on riveting tool and secure
with screw.
10. Install insert 9312–8 on riveting tool.
NOTE: The outer plate is held magnetically by riv-

eting tool.
11. Insert new outer plate into the moving assembly

insert.
12. Position riveting tool so that spacer webs of the
guide are side by side.
13. Ensure that riveted link and outer plate are
aligned.
NOTE: When turning spindle of riveting tool, be

sure that pins of riveted link are inserted into
holes of outer plate
14. Screw in spindle of riveting tool until firm resis-

tance is felt.
15. Remove riveting tool.

16. Install moving assembly insert #9312–11 to
#9312–1.
17. Position riveting tool exactly over middle of pin.
18. Tighten riveting tool spindle to end of travel.
19. Repeat procedure for both riveting pins.
20. Inspect riveting, re-rivet if required.


INSTALLATION).
22. Install engine cover (Refer to 9 - ENGINE -
INSTALLATION).
24. Start engine and inspect for leaks. Care must be
taken to observe the fuel system warning (Refer
to 14 - FUEL SYSTEM - WARNING).
TIMING CHAIN TENSIONER

DESCRIPTION
The timing chain tensioner is located on the right cyl-
inder head. The tensioner is hydraulically operated
with the adjusting portion riding on the right timing
chain guide. Hydraulic support for the tensioner is
supplied by forward oil passages in the right cylinder
head.
REMOVAL
2. Open hood.
3. Remove engine cover (Refer to 9 - ENGINE - REMOVAL)
4. Remove the engine intake air duct.
5. Remove air cleaner housing (Refer to 9 - ENGINE/AIR INTAKE SYSTEM/AIR CLEANER HOUSING -
REMOVAL).
6. Remove the cable strap from the engine wiring harness.
7. Remove the timing chain tensioner.
INSTALLATION
NOTE: Carefully clean all mating surfaces with appropriate solvents to assure that no grease or oil is
present during reassembly.
1. Install timing chain tensioner with new gasket. Tighten to 80N·m (59 lbs.ft.).
2. Install cable strap on the engine wiring harness.
3. Install air cleaner housing.
4. Install intake air duct.
WARNING: Use extreme caution when the engine is operating. Do not put your hands near the pulleys, belts
or fan. Do not wear loose clothes.
6. Start the engine and inspect for leaks.

ENGINE

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ENGINE

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LX ENGINE 9-1

ENGINE ELECTRICAL DIAGNOSTICS . . . . . . . . . . . 1 ENGINE - 3.5L - SERVICE INFORMATION . . . . 2095

ENGINE ELECTRICAL DIAGNOSTICS

ENGINE ELECTRICAL DIAGNOSTICS P0111-INTAKE AIR TEMPERATURE SENSOR

P0571-BRAKE SWITCH 1 PERFORMANCE . . 555 P1416–CYLINDER 6 REACTIVATION

P2108-ELECTRONIC THROTTLE CONTROL P2311-IGNITION COIL 4 SECONDARY

ENGINE ELECTRICAL DIAGNOSTICS

PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE

1. NO RESPONSE WITH A NO START CONDITION

Is the customer complaint a NO RESPONSE WITH A NO START condition?

4. VEHICLE HISTORY AND TSB(s)

No DTC(s) are present.

5. WIRE HARNESS INSPECTION

P0016–CRANKSHAFT / CAMSHAFT TIMING MISALIGNMENT

ERRATIC CAM POSITION SENSOR SIGNAL

2. CHECKING THE CMP SIGNAL WITH A LAB SCOPE

3. CMP WIRE HARNESS INSPECTION

4. TONE WHEEL/PULSE RING INSPECTION

5. CAMSHAFT POSITION SENSOR

6. ERRATIC CMP SIGNAL

7. CHECKING THE CKP SIGNAL WITH A LAB SCOPE

8. CKP WIRE HARNESS INSPECTION

9. TONE WHEEL/FLEX PLATE INSPECTION

10. ERRATIC CKP SIGNAL

P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW

For a complete wiring diagram Refer to Section 8W.

(K99) O2 SENSOR 1/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND

1. O2 SENSOR HEATER OPERATION

4. (K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND

P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH

For a complete wiring diagram Refer to Section 8W.

(K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN

3. (K99) O2 1/1 HEATER CONTROL CIRCUIT

4. (Z904) O2 HEATER GROUND CIRCUIT OPEN

5. (K99) O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

6. (K99) O2 1/1 HEATER CONTROL CIRCUIT OPEN

P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW

For a complete wiring diagram Refer to Section 8W.

(K299) O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND

1. O2 SENSOR HEATER OPERATION

4. (K299) O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND

P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH

For a complete wiring diagram Refer to Section 8W.

(K299) O2 1/2 HEATER CONTROL CIRCUIT OPEN

3. (K299) O2 1/2 HEATER CONTROL CIRCUIT

4. (Z902) O2 HEATER GROUND CIRCUIT OPEN

5. (K299) O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

6. (K299) O2 1/2 HEATER CONTROL CIRCUIT OPEN

P0051-O2 SENSOR 2/1 HEATER CIRCUIT LOW

For a complete wiring diagram Refer to Section 8W.

(K199) O2 2/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND

1. O2 SENSOR HEATER OPERATION

4. (K199) O2 2/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND

P0052-O2 SENSOR 2/1 HEATER CIRCUIT HIGH

For a complete wiring diagram Refer to Section 8W.

(K199) O2 2/1 HEATER CONTROL CIRCUIT OPEN

3. (K199) O2 2/1 HEATER CONTROL CIRCUIT

4. (Z904) O2 2/1 HEATER GROUND CIRCUIT OPEN

5. (K199) O2 2/1 HEATER CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

6. (K199) O2 2/1 HEATER CONTROL CIRCUIT OPEN

P0057-O2 SENSOR 2/2 HEATER CIRCUIT LOW

For a complete wiring diagram Refer to Section 8W.

(K399) O2 SENSOR 2/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND

1. O2 SENSOR HEATER OPERATION