Ezg 14a

FUEL SYSTEM2.
5L DIESEL ENGINE
CONTENTS
page page
FUEL DELIVERY SYSTEM2. 5L DIESEL
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
FUEL INJECTION SYSTEM2. 5L DIESEL
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
INDEX
page page
GENERAL INFORMATION
FUEL REQUIREMENTS2.5L DIESEL . . . . . . . . . 2
INTRODUCTION2.5L DIESEL . . . . . . . . . . . . . . 1
GENERAL INFORMATION
INTRODUCTION2. 5L DIESEL
Certai n sensors that are part of the 2.5L di esel
engi ne fuel system are moni tored by the Bosch
engi ne control l er (MSA). Based on i nputs reci eved
from these sensors, the MSA control s the amount of
fuel and the ti mi ng of when i t i s del i vered to the
engi ne. The MSA control l er i s l ocated under the l eft
si de rear seat. The Powertrai n Control Modul e
(PCM) i s mounted to a bracket l ocated i n the ri ght
rear si de of the engi ne compartment behi nd the cool -
ant tank. I t i nterfaces wi th the MSA el ectroni cal l y to
control other components.
Fig. 1 PCM Location
ZG FUEL SYSTEM2. 5L DIESEL ENGINE 14 - 1
The Fuel System consi sts of: the fuel tank, fuel
i njecti on pump (engi ne mounted), fuel fi l ter/water
separator, fuel tank modul e, el ectri cal fuel gauge
sendi ng uni t, gl ow pl ugs, gl ow pl ug rel ay, PCM, and
al l the el ectri cal components that control the fuel
system. I t al so consi sts of fuel tubes/l i nes/hoses and
fi tti ngs, vacuum hoses, and fuel i njector(s).
A Fuel Return System. A separate fuel return
system i s used. Thi s wi l l route excess fuel : from the
fuel i njectors; through i ndi vi dual i njector drai n
tubes; through the fuel i njecti on pump overfl ow
val ve; and back to the fuel tank through a separate
fuel l i ne.
The Fuel Tank Assembly consi sts of: the fuel
tank, two pressure rel i ef/rol l over val ves, fuel fi l l er
tube, fuel tank modul e contai ni ng a fuel gauge send-
i ng uni t, and a pressure-vacuum fi l l er cap.
FUEL REQUIREMENTS2. 5L DIESEL
Refer to the Lubri cati on and Mai ntenance secti on
of thi s manual for i nformati on. Al so refer to the
Owner Manual . Fig. 2 MSA Controller Location
14 - 2 FUEL SYSTEM2. 5L DIESEL ENGINE ZG
GENERAL INFORMATION (Continued)
FUEL DELIVERY SYSTEM2.5L DIESEL ENGINE
INDEX
page page
DESCRIPTION AND OPERATION
FUEL DRAIN TUBES . . . . . . . . . . . . . . . . . . . . . . 7
FUEL FILTER/WATER SEPARATOR . . . . . . . . . . . 4
FUEL GAUGE SENDING UNIT . . . . . . . . . . . . . . . 4
FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FUEL HEATER RELAY . . . . . . . . . . . . . . . . . . . . . 8
FUEL INJECTION PUMP . . . . . . . . . . . . . . . . . . . 5
FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . . 6
FUEL SHUTDOWN SOLENOID . . . . . . . . . . . . . . 5
FUEL SYSTEM PRESSURE WARNING . . . . . . . . 3
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FUEL TANK MODULE . . . . . . . . . . . . . . . . . . . . . 4
FUEL TUBES/LINES/HOSES AND CLAMPS
LOW-PRESSURE TYPE . . . . . . . . . . . . . . . . . . 7
HIGH-PRESSURE FUEL LINES . . . . . . . . . . . . . . 7
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 3
QUICK-CONNECT FITTINGSLOW PRESSURE
TYPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
WASTEGATE (TURBOCHARGER) . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING
AIR IN FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . 12
FUEL HEATER RELAY TEST . . . . . . . . . . . . . . . 12
FUEL INJECTION PUMP TEST . . . . . . . . . . . . . . 13
FUEL INJECTOR SENSOR TEST . . . . . . . . . . . . 13
FUEL INJECTOR TEST . . . . . . . . . . . . . . . . . . . 12
FUEL SHUTDOWN SOLENOID TEST . . . . . . . . . 14
FUEL SUPPLY RESTRICTIONS . . . . . . . . . . . . . 13
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 9
HIGH-PRESSURE FUEL LINE LEAK TEST . . . . . 14
VISUAL INSPECTION . . . . . . . . . . . . . . . . . . . . . . 9
WASTEGATE (TURBOCHARGER) . . . . . . . . . . . 14
SERVICE PROCEDURES
AIR BLEED PROCEDURES . . . . . . . . . . . . . . . . 14
FUEL INJECTION PUMP TIMING . . . . . . . . . . . . 15
REMOVAL AND INSTALLATION
ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . . . 15
AIR CLEANER ELEMENT . . . . . . . . . . . . . . . . . . 15
FUEL DRAIN TUBES . . . . . . . . . . . . . . . . . . . . . 16
FUEL FILTER/WATER SEPARATOR . . . . . . . . . . 16
FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . 17
FUEL HEATER RELAY . . . . . . . . . . . . . . . . . . . . 17
FUEL INJECTION PUMP . . . . . . . . . . . . . . . . . . 18
FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . 21
FUEL LEVEL SENSOR . . . . . . . . . . . . . . . . . . . . 17
FUEL RESERVOIR MODULE . . . . . . . . . . . . . . . 23
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
HIGH-PRESSURE LINES . . . . . . . . . . . . . . . . . . 23
SPECIFICATIONS
FUEL INJECTOR FIRING SEQUENCE . . . . . . . . 24
FUEL SYSTEM PRESSURE . . . . . . . . . . . . . . . . 24
FUEL TANK CAPACITY . . . . . . . . . . . . . . . . . . . 24
IDLE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
INTRODUCTION
Thi s Fuel Del i very secti on wi l l cover components
not control l ed by the PCM. For components con-
trol l ed by the PCM, refer to the Fuel I njecti on Sys-
tem2.5L Di esel Engi ne secti on of thi s group.
The fuel heater rel ay, fuel heater and fuel gauge
are not operated by the PCM. These components are
control l ed by the i gni ti on (key) swi tch. Al l other fuel
system el ectri cal components necessary to operate
the engi ne are control l ed or regul ated by the PCM.
FUEL SYSTEM PRESSURE WARNING
WARNING: HIGHPRESSURE FUEL LINES DELIVER
DIESEL FUEL UNDER EXTREME PRESSURE FROM
THE INJECTION PUMP TO THE FUEL INJECTORS.
THIS MAY BE AS HIGH AS 45,000 KPA (6526 PSI).
USE EXTREME CAUTION WHEN INSPECTING FOR
HIGHPRESSURE FUEL LEAKS. INSPECT FOR
HIGHPRESSURE FUEL LEAKS WITH A SHEET OF
CARDBOARD (Fig. 1). HIGH FUEL INJECTION
PRESSURE CAN CAUSE PERSONAL INJURY IF
CONTACT IS MADE WITH THE SKIN.
FUEL TANK
The fuel tank and tank mounti ng used wi th the
di esel powered engi ne i s the same as used wi th gas-
ol i ne powered model s, al though the fuel tank modul e
i s di fferent.
The fuel tank contai ns the fuel tank modul e and
two rol l over val ves. Two fuel l i nes are routed to the
fuel tank modul e. One l i ne i s used for fuel suppl y to
the fuel fi l ter/water separator. The other i s used to
return excess fuel back to the fuel tank.
The fuel tank modul e contai ns the fuel gauge el ec-
tri cal sendi ng uni t. An electrical fuel pump is not
used with the diesel engine.
FUEL TANK MODULE
An el ectri c fuel pump i s not attached to the fuel
tank modul e for di esel powered engi nes. Fuel i s sup-
pl i ed by the fuel i njecti on pump.
The fuel tank modul e i s i nstal l ed i n the top of the
fuel tank (Fi g. 2). The fuel tank modul e contai ns the
fol l owi ng components:
Fuel reservoi r
A separate i n-tank fuel fi l ter
El ectri c fuel gauge sendi ng uni t
Fuel suppl y l i ne connecti on
Fuel return l i ne connecti on
FUEL GAUGE SENDING UNIT
The fuel gauge sendi ng uni t i s attached to the si de
of the fuel pump modul e. The sendi ng uni t consi sts of
a fl oat, an arm, and a vari abl e resi stor (track). The
track i s used to send an el ectri cal si gnal used for fuel
gauge operati on.
As the fuel l evel i ncreases, the fl oat and arm move
up. Thi s decreases the sendi ng uni t resi stance, caus-
i ng the PCM to send a si gnal to the fuel gauge on the
i nstrument panel to read ful l . As the fuel l evel
decreases, the fl oat and arm move down. Thi s
i ncreases the sendi ng uni t resi stance, causi ng the
PCM to send a si gnal to the fuel gauge on the i nstru-
ment panel to read empty.
FUEL FILTER/WATER SEPARATOR
The fuel fi l ter/water separator assembl y i s l ocated
i n the engi ne compartment near the strut tower (Fi g.
3).
The combi nati on fuel fi l ter/water separator pro-
tects the fuel i njecti on pump by hel pi ng to remove
water and contami nants from the fuel . Moi sture col -
l ects at the bottom of the fi l ter/separator i n a pl asti c
bowl .
The fuel fi l ter/water separator assembl y contai ns
the fuel fi l ter, fuel heater el ement, and fuel drai n
val ve.
For i nformati on on the fuel heater, refer to Fuel
Heater i n thi s group.
Refer to the mai ntenance schedul es i n Group 0 i n
thi s manual for the recommended fuel fi l ter repl ace-
ment i nterval s.
For peri odi c drai ni ng of water from the bowl , refer
to Fuel Fi l ter/Water Separator Removal /I nstal l ati on
i n thi s group.
Fig. 1 Typical Fuel Pressure Test at Injector Fig. 2 Fuel Tank
DESCRIPTION AND OPERATION (Continued)
FUEL SHUTDOWN SOLENOID
The fuel shutdown solenoid is controlled and
operated by the MSA.
The fuel shutdown (shut-off) sol enoi d i s used to
el ectri cal l y shut off the di esel fuel suppl y to the hi gh-
pressure fuel i njecti on pump. The sol enoi d i s
mounted to the rear of the i njecti on pump (Fi g. 4).
The sol enoi d control s starti ng and stoppi ng of the
engi ne regardl ess of the posi ti on of the accel erator
pedal . When the i gni ti on (key) swi tch i s OFF, the
sol enoi d i s shut off and fuel fl ow i s not al l owed to the
fuel i njecti on pump. When the key i s pl aced i n the
ON or START posi ti ons, fuel suppl y i s al l owed at the
i njecti on pump.
FUEL INJECTION PUMP
The fuel i njecti on pump i s a mechani cal di stri bu-
tortype, Bosch VP36 seri es (Fi g. 5). A gear on the
end of the i njecti on pump shaft meshes wi th the
dri ve chai n at the front of engi ne. The pump i s
mechani cal l y ti med to the engi ne. The MSA can
make adjustments to the ti mi ng of the i njecti on
pump.
The i njecti on pump contai ns the fuel shutdown
sol enoi d, fuel temperature sensor, control sl eeve sen-
sor, fuel quanti ty actuator and the fuel ti mi ng sol e-
noi d (Fi g. 5).
I n the el ectroni cal l y control l ed i njecti on pump, the
pump pl unger works the same as the pump pl unger
i n a mechani cal l y control l ed i njecti on pump, but the
amount of fuel and the ti me the fuel i s i njected i s
control l ed by the vehi cl es MSA, i nstead of by a
mechani cal governor assembl y. A sol enoi d control l ed
by the MSA i s used i n pl ace of the mechani cal gover-
nor assembl y, and i t moves a control sl eeve i nsi de the
pump that regul ates the amount of fuel bei ng
i njected. There i s no mechani cal connecti on between
the accel erator pedal and the el ectroni cal l y control l ed
i njecti on pump. I nstead, a sensor connected to the
accel erator pedal sends a si gnal to the MSA that rep-
resents the actual posi ti on of the accel erator pedal .
The MSA uses thi s i nput, al ong wi th i nput from
other sensors to move the control sl eeve to del i ver
Fig. 3 Fuel Filter/Water Separator Location
Fig. 4 Fuel Shutdown Solenoid and Overflow Valve
Location
Fig. 5 Fuel Injection Pump
the appropri ate amount of fuel . Thi s system i s known
as Dri ve-By-Wi re
The actual ti me that the fuel i s del i vered i s very
i mportant to the di esel combusti on process. The MSA
moni tors outputs from the engi ne speed sensor (fl y-
wheel posi ti on i n degrees), and the fuel i njector sen-
sor (mechani cal movement wi thi n the #1 cyl i nder
fuel i njector). Outputs from the Accel erator Pedal
Posi ti on sensor , engi ne speed sensor (engi ne rpm)
and engi ne cool ant temperature sensor are al so used.
The MSA wi l l then compare i ts set val ues to these
outputs to el ectri cal l y adjust the amount of fuel ti m-
i ng (amount of advance) wi thi n the i njecti on pump.
Thi s i s referred to as Cl osed Loop operati on. The
MSA moni tors fuel ti mi ng by compari ng i ts set val ue
to when the i njector #1 opens. I f the val ue i s greater
than a preset val ue a faul t wi l l be set.
Actual el ectri c fuel ti mi ng (amount of advance) i s
accompl i shed by the fuel ti mi ng sol enoi d mounted to
the bottom of the i njecti on pump (Fi g. 5). Fuel ti mi ng
wi l l be adjusted by the MSA, whi ch control s the fuel
ti mi ng sol enoi d.
An overfl ow val ve i s attached i nto the fuel return
l i ne at the rear of the fuel i njecti on pump (Fi g. 4).
Thi s val ve serves two purposes. One i s to ensure that
a certai n amount of resi dual pressure i s mai ntai ned
wi thi n the pump when the engi ne i s swi tched off.
The other purpose i s to al l ow excess fuel to be
returned to the fuel tank through the fuel return
l i ne. The pressure val ues wi thi n thi s val ve are preset
and can not be adjusted.
The fuel i njecti on pump suppl i es hi ghpressure
fuel of approxi matel y 45,000 kPa (6526 psi ) to each
i njector i n preci se metered amounts at the correct
ti me.
For mechani cal i njecti on pump ti mi ng, refer to
Fuel I njecti on Pump Ti mi ng i n the Servi ce Proce-
dures secti on of thi s group.
FUEL INJECTORS
Fuel drai n tubes (Fi g. 6) are used to route excess
fuel back to the overfl ow val ve (Fi g. 4) at the rear of
the i njecti on pump. Thi s excess fuel i s then returned
to the fuel tank through the fuel return l i ne.
The i njectors are connected to the fuel i njecti on
pump by the hi gh pressure fuel l i nes. A separate
i njector i s used for each of the four cyl i nders. An
i njector contai ni ng a sensor (Fi g. 7)i s used on the cyl -
i nder number one i njector. Thi s i njector i s cal l ed
i nstrumented i njector #1 or needl e movement sensor.
I t i s used to tel l the MSA when the #1 i njectors
i nternal spri ng-l oaded val ve seat has been forced
open by pressuri zed fuel bei ng del i vered to the cyl i n-
der, whi ch i s at the end of i ts compressi on stroke.
When the i nstrumented i njectors val ve seat i s force
open, i t sends a smal l vol tage spi ke pul se to the
MSA. Thi s tel l s the MSA that cyl i nder #1 i s fi ri ng. I t
i s not used wi th the other three i njectors.
Fuel enters the i njector at the fuel i nl et (top of
i njector) and i s routed to the needl e val ve bore. When
fuel pressure ri ses to approxi matel y 15,00015,800
kPa (21752291 psi ), the needl e val ve spri ng tensi on
i s overcome. The needl e val ve ri ses and fuel fl ows
through the spray hol es i n the nozzl e ti p i nto the
combusti on chamber. The pressure requi red to l i ft
the needl e val ve i s the i njector openi ng pressure set-
ti ng. Thi s i s referred to as the pop-off pressure set-
ti ng.
Fuel pressure i n the i njector ci rcui t decreases after
i njecti on. The i njector needl e val ve i s i mmedi atel y
cl osed by the needl e val ve spri ng and fuel fl ow i nto
Fig. 6 Fuel Injectors and Drain Tubes
Fig. 7 Fuel Injector Sensor
the combusti on chamber i s stopped. Exhaust gases
are prevented from enteri ng the i njector nozzl e by
the needl e val ve.
A copper washer (gasket) i s used at the base of
each i njector (Fi g. 7) to prevent combusti on gases
from escapi ng.
Fuel i njector fi ri ng sequence i s 1342.
FUEL TUBES/LINES/HOSES AND CLAMPSLOW-
PRESSURE TYPE
Al so refer to the proceedi ng secti on on Qui ckCon-
nect Fi tti ngs.
I nspect al l hose connecti ons such as cl amps, cou-
pl i ngs and fi tti ngs to make sure they are secure and
l eaks are not present. The component shoul d be
repl aced i mmedi atel y i f there i s any evi dence of deg-
radati on that coul d resul t i n fai l ure.
Never attempt to repai r a pl asti c fuel l i ne/tube or a
qui ckconnect fi tti ng. Repl ace compl ete l i ne/tube as
necessary.
Avoi d contact of any fuel tubes/hoses wi th other
vehi cl e components that coul d cause abrasi ons or
scuffi ng. Be sure that the fuel l i nes/tubes are prop-
erl y routed to prevent pi nchi ng and to avoi d heat
sources.
The l i nes/tubes/hoses are of a speci al constructi on.
I f i t i s necessary to repl ace these l i nes/tubes/hoses,
use onl y ori gi nal equi pment type.
The hose cl amps used to secure the rubber hoses
are of a speci al rol l ed edge constructi on. Thi s con-
structi on i s used to prevent the edge of the cl amp
from cutti ng i nto the hose. Onl y these rol l ed edge
type cl amps may be used i n thi s system. Al l other
types of cl amps may cut i nto the hoses and cause
fuel l eaks.
Where a rubber hose i s joi ned to a metal tube
(staked), do not attempt to repai r. Repl ace enti re
l i ne/tube assembl y.
Use new ori gi nal equi pment type hose cl amps.
Ti ghten hose cl amps to 2 Nm (20 i n. l bs.) torque.
QUICK-CONNECT FITTINGSLOW PRESSURE
TYPE
Di fferent types of qui ck-connect fi tti ngs are used to
attach vari ous fuel system components. These are: a
si ngl e-tab type, a two-tab type or a pl asti c retai ner
ri ng type (Fi g. 8). Refer to Qui ck-Connect Fi tti ngs i n
the Removal /I nstal l ati on secti on for more i nforma-
ti on.
CAUTION: The interior components (o-rings, spac-
ers) of quick-connect fitting are not serviced sepa-
rately, but new pull tabs are available for some
types. Do not attempt to repair damaged fittings or
fuel lines/tubes. If repair is necessary, replace the
complete fuel tube assembly.
HIGH-PRESSURE FUEL LINES
CAUTION: The highpressure fuel lines must be
held securely in place in their holders. The lines
cannot contact each other or other components. Do
not attempt to weld highpressure fuel lines or to
repair lines that are damaged. Only use the recom-
mended lines when replacement of highpressure
fuel line is necessary.
Hi ghpressure fuel l i nes del i ver fuel under pres-
sure of up to approxi matel y 45,000 kPa (6526 PSI )
from the i njecti on pump to the fuel i njectors. The
l i nes expand and contract from the hi ghpressure
fuel pul ses generated duri ng the i njecti on process. Al l
hi ghpressure fuel l i nes are of the same l ength and
i nsi de di ameter. Correct hi ghpressure fuel l i ne
usage and i nstal l ati on i s cri ti cal to smooth engi ne
operati on.
WARNING: USE EXTREME CAUTION WHEN
INSPECTING FOR HIGHPRESSURE FUEL LEAKS.
INSPECT FOR HIGHPRESSURE FUEL LEAKS WITH
A SHEET OF CARDBOARD. HIGH FUEL INJECTION
PRESSURE CAN CAUSE PERSONAL INJURY IF
CONTACT IS MADE WITH THE SKIN.
FUEL DRAIN TUBES
These rubber tubes are l owpressure type.
Some excess fuel i s conti nual l y vented from the
fuel i njecti on pump. Duri ng i njecti on, a smal l amount
of fuel fl ows past the i njector nozzl e and i s not
i njected i nto the combusti on chamber. Thi s fuel
Fig. 8 Plastic Retainer Ring-Type Fitting
drai ns i nto the fuel drai n tubes (Fi g. 9) and back to
the tee banjo fi tti ng, whi ch i s connected to the same
l i ne as the overfl ow val ve, whi ch al l ows a vari abl e
quanti ty to return to the fuel tank. The overfl ow
val ve i s cal i brated to open at a preset pressure.
Excess fuel not requi red by the pump to mai ntai n the
mi ni mum pump cavi ty pressure i s then returned
through the overfl ow val ve and on to the fuel tank
through the fuel return l i ne.
FUEL HEATER
The fuel heater i s used to prevent di esel fuel from
waxi ng duri ng col d weather operati on. The fuel
heater i s l ocated i n the bottom pl asti c bowl of the
fuel fi l ter/water separator (Fi g. 10).
The el ement i nsi de the heater assembl y i s made of
a Posi ti ve Temperature Coeffi ci ent (PTC) materi al ,
and has power appl i ed to i t by the fuel heater rel ay
anyti me the i gni ti on key i s i n the on posi ti on. PTC
materi al has a hi gh resi stance to current fl ow when
i ts temperature i s hi gh, whi ch means that i t wi l l not
generate heat when the temperature i s above a cer-
tai n val ue. When the temperature i s bel ow 7C (45
F), the resi stance of the PTC el ement i s l owered, and
al l ows current to fl ow through the fuel heater el e-
ment warmi ng the fuel . When the temperature i s
above 29C (85 F), the PTC el ements resi stance
ri ses, and current fl ow through the heater el ement
stops.
Vol tage to operate the fuel heater i s suppl i ed from
the i gni ti on (key) swi tch and through the fuel heater
rel ay. Refer to the fol l owi ng Fuel Heater Rel ay for
addi ti onal i nformati on. The fuel heater and fuel
heater relay are not controlled by the Power-
train Control Module (PCM).
Current draw for the heater el ement i s 150 watts
at 14 vol ts (DC).
FUEL HEATER RELAY
Vol tage to operate the fuel heater i s suppl i ed from
the i gni ti on (key) swi tch through the fuel heater
rel ay. The PCM or MSA is not used to control
this relay.
The fuel heater rel ay i s l ocated i n the PDC. The
PDC i s l ocated next to the battery i n the engi ne com-
partment (Fi g. 11). For the l ocati on of the rel ay
wi thi n the PDC, refer to l abel on PDC cover.
WASTEGATE (TURBOCHARGER)
Refer to Group 11, Exhaust System and I ntake
Mani fol d for i nformati on.
Fig. 9 Fuel Drain Tubes
Fig. 10 Fuel Heater Temperature Sensor and
Element Location
GENERAL INFORMATION
Thi s secti on of the group wi l l cover a general di ag-
nosi s of di esel engi ne fuel system components.
Diagnostic Trouble Codes: Refer to On-Board
Di agnosti cs i n Group 25, Emi ssi on Control System
for a l i st of Di agnosti c Troubl e Codes (DTCs) for cer-
tai n fuel system components.
The PCM and MSA must be tested wi th the
DRBI I I scan tool . The DRBI I I shoul d be the fi rst
step i n any di agnosi s of engi ne performance com-
pl ai nts. Refer to the 1997 ZJ/ZG 2.5L Di esel Power-
trai n Di agnosti c Procedures manual for di agnosi s
and testi ng of the di esel engi ne control system.
VISUAL INSPECTION
A vi sual i nspecti on for l oose, di sconnected, or i ncor-
rectl y routed wi res and hoses shoul d be made before
attempti ng to di agnose or servi ce the di esel fuel
i njecti on system. A vi sual check wi l l hel p fi nd these
condi ti ons. I t al so saves unnecessary test and di ag-
nosti c ti me. A thorough vi sual i nspecti on of the fuel
i njecti on system i ncl udes the fol l owi ng checks:
(1) Be sure that the battery connecti ons are ti ght
and not corroded.
(2) Be sure that the 60 way connector i s ful l y
engaged wi th the PCM (Fi g. 12).
(3) Be sure that the 68 way connector i s ful l y
engaged wi th the MSA (Fi g. 13).
(4) Veri fy that the el ectri cal connecti ons for the
ASD rel ay are cl ean and free of corrosi on. Thi s rel ay
i s l ocated i n the PDC. For the l ocati on of the rel ay
wi thi n the PDC, refer to l abel on PDC cover.
(5) Veri fy that the el ectri cal connecti ons for the
fuel heater rel ay are cl ean and free of corrosi on. Thi s
rel ay i s l ocated i n the PDC. For the l ocati on of the
rel ay wi thi n the PDC, refer to l abel on PDC cover.
Fig. 11 Relay Location Fig. 12 PCM LocationTypical
Fig. 13 MSA LocationTypical
(6) Be sure the el ectri cal connectors at the ends of
the gl ow pl ugs (Fi g. 14) are ti ght and free of corro-
si on.
(7) Be sure that the el ectri cal connecti ons at the
gl ow pl ug rel ay are ti ght and not corroded. The gl ow
pl ug rel ay i s l ocated i n the engi ne compartment on
the l efti nner fender (Fi g. 15).
(8) I nspect the starter motor and starter sol enoi d
connecti ons for ti ghtness and corrosi on.
(9) Veri fy that the Fuel I njecti on Pump el ectri cal
connector i s fi rml y connected. I nspect the connector
for corrosi on or damaged wi res. The sol enoi d i s
mounted to the rear of the i njecti on pump (Fi g. 16).
(10) Veri fy that the fuel heater el ectri cal connector
i s fi rml y attached to the fi l ter bowl at the bottom of
the fuel fi l ter/water separator. I nspect the connector
for corrosi on or damaged wi res.
(11) Veri fy that the el ectri cal pi gtai l connector
(sensor connector) (Fi g. 17) for the fuel i njector sen-
sor i s fi rml y connected to the engi ne wi ri ng harness.
I nspect the connector for corrosi on or damaged wi res.
Thi s sensor i s used on the #1 cyl i nder i njector onl y.
(12) I nspect for exhaust system restri cti ons such
as pi nched exhaust pi pes or a col l apsed or pl ugged
muffl er.
Fig. 14 Glow Plug Connector
Fig. 15 Glow Plug Relay Location
Fig. 16 Fuel Shutdown Solenoid Location
DIAGNOSIS AND TESTING (Continued)
(13) Veri fy that the harness connector i s fi rml y
connected to the vehi cl e speed sensor (Fi g. 18) or
(Fi g. 19).
(14) Veri fy turbocharger wastegate operati on.
Refer to Group 11, Exhaust System and I ntake Man-
i fol d Group for i nformati on.
(15) Veri fy that the harness connector i s fi rml y
connected to the engi ne cool ant temperature sensor.
The sensor i s l ocated on the si de of cyl i nder head
near the rear of fuel i njecti on pump (Fi g. 20).
(16) Check for ai r i n the fuel system. Refer to the
Ai r Bl eed Procedure.
(17) I nspect al l fuel suppl y and return l i nes for
si gns of l eakage.
(18) Be sure that the ground connecti ons are ti ght
and free of corrosi on. Refer to Group 8, Wi ri ng for
l ocati ons of ground connecti ons.
(19) I nspect the ai r cl eaner el ement (fi l ter) for
restri cti ons.
(20) Be sure that the turbocharger output hose i s
properl y connected to the charge ai r cool er (i nter-
cool er) i nl et tube. Veri fy that the charge ai r cool er
output hose i s properl y connected to the cool er and
the i ntake mani fol d. Refer to Group 11, Exhaust Sys-
tem and I ntake Mani fol d for i nformati on.
(21) Be sure that the vacuum hoses to the vacuum
pump are connected and not l eaki ng. I t i s l ocated at
the front of engi ne (i nternal ) and i s over-dri ven from
the crankshaft gear(Fi g. 21). Di sconnect the hose and
check for mi ni mum vacuum from the pump. Refer to
Group 5, Brake System for speci fi cati ons and proce-
dures.
(22) Be sure that the accessory dri ve bel t i s not
damaged or sl i ppi ng.
(23) Veri fy there i s a good connecti on at the engi ne
speed sensor. Refer to the Fuel I njecti on System i n
thi s secti on for l ocati on of the engi ne speed sensor
l ocati on.
Fig. 18 Vehicle Speed Sensor2 Wheel Drive
Fig. 20 Engine Coolant Temperature Sensor
Location
(24) Veri fy there i s a good connecti on at the Mass
Ai r Fl ow Sensor, whi ch i s a part of the ai r i ntake
assembl y.
AIR IN FUEL SYSTEM
Ai r wi l l enter the fuel system whenever the fuel
suppl y l i nes, fuel fi l ter/water separator, fuel fi l ter
bowl , i njecti on pump, hi ghpressure l i nes or i njectors
are removed or di sconnected. Ai r wi l l al so enter the
fuel system whenever the fuel tank has been run
empty.
Ai r trapped i n the fuel system can resul t i n hard
starti ng, a rough runni ng engi ne, engi ne mi sfi re, l ow
power, excessi ve smoke and fuel knock. After servi ce
i s performed, ai r must be bl ed from the system
before starti ng the engi ne.
I nspect the fuel system from the fuel tank to the
i njectors for l oose connecti ons. Leaki ng fuel i s an
i ndi cator of l oose connecti ons or defecti ve seal s. Ai r
can al so enter the fuel system between the fuel tank
and the i njecti on pump. I nspect the fuel tank and
fuel l i nes for damage that mi ght al l ow ai r i nto the
system.
For ai r bl eedi ng, refer to Ai r Bl eed Procedure i n
the Servi ce Procedures secti on of thi s group.
FUEL HEATER RELAY TEST
The fuel heater rel ay i s l ocated i n the Power Di s-
tri buti on Center (PDC). Refer to Rel aysOperati on/
Testi ng i n Fuel I ngecti on System secti on of thi s
group for test procedures.
FUEL INJECTOR TEST
The fuel i njecti on nozzel s, l ocated on the engi ne
cyl i nder head, spray fuel under hi gh pressure i nto
the i ndi vi dual combusti on chambers. Pressuri zed
fuel , del i vered by the fuel i njecti on pump, unseats a
spri ng-l oaded needl e val ve i nsi de the i njector, and
the fuel i s atomi zed as i t escapes through the i njector
openi ng i nto the engi nes combusti on chamber. I f the
fuel i njector does not operate properl y, the engi ne
may mi sfi re, or cause other dri veabi l i ty probl ems.
A l eak i n the i njecti on pumptoi njector hi ghpres-
sure fuel l i ne can cause many of the same symptoms
as a mal functi oni ng i njector. I nspect for a l eak i n the
hi ghpressure l i nes before checki ng for a mal func-
ti oni ng fuel i njector.
WARNING: THE INJECTION PUMP SUPPLIES HIGH-
PRESSURE FUEL OF UP TO APPROXIMATELY
45,000 KPA (6526 PSI) TO EACH INDIVIDUAL INJEC-
TOR THROUGH THE HIGHPRESSURE LINES. FUEL
UNDER THIS AMOUNT OF PRESSURE CAN PENE-
TRATE THE SKIN AND CAUSE PERSONAL INJURY.
WEAR SAFETY GOGGLES AND ADEQUATE PRO-
TECTIVE CLOTHING. AVOID CONTACT WITH FUEL
SPRAY WHEN BLEEDING HIGHPRESSURE FUEL
LINES.
WARNING: DO NOT BLEED AIR FROM THE FUEL
SYSTEM OF A HOT ENGINE. DO NOT ALLOW FUEL
TO SPRAY ONTO THE EXHAUST MANIFOLD WHEN
BLEEDING AIR FROM THE FUEL SYSTEM.
To determi ne whi ch fuel i njector i s mal functi oni ng,
run the engi ne and l oosen the hi ghpressure fuel l i ne
nut at the i njector (Fi g. 22). Li sten for a change i n
engi ne speed. I f engi ne speed drops, the i njector was
operati ng normal l y. I f engi ne speed remai ns the
same, the i njector may be mal functi oni ng. After test-
i ng, ti ghten the l i ne nut to 30 Nm (22 ft. l bs.)
torque. Test al l i njectors i n the same manner one at
a ti me.
Once an i njector has been found to be mal functi on-
i ng, remove i t from the engi ne and test i t. Refer to
the Removal /I nstal l ati on secti on of thi s group for pro-
cedures.
After the i njector has been removed, i nstal l i t to a
benchmount i njector tester. Refer to operati ng
i nstructi ons suppl i ed wi th tester for procedures.
The openi ng pressure or pop pressure shoul d be
15,00015,800 kPa (21752291 psi ). I f the fuel i njec-
tor needl e val ve i s openi ng (poppi ng) to earl y or to
l ate, repl ace the i njector.
Fig. 21 Vaccum Pump at Front of Engine
FUEL INJECTOR SENSOR TEST
The fuel i njector sensor i s used onl y on the fuel
i njector for the number1 cyl i nder (Fi g. 23). I t i s not
used on the i njectors for cyl i nders number 2, 3, or 4.
To test the sensor, unpl ug the sensor connector
(Fi g. 23)from the engi ne wi ri ng harness. Check resi s-
tance across termi nal s. Resi stance shoul d be 110
ohms 10 ohms at 20C (68F). Repl ace sensor i f
speci fi cati on cannot be met.
FUEL INJECTION PUMP TEST
The injection pump is not to be serviced or
the warranty may be voided. If the injection
pump requires service, the complete assembly
must be replaced.
I ncorrect i njecti on pump ti mi ng (mechani cal or
el ectri cal ) can cause poor performance, excessi ve
smoke and emi ssi ons and poor fuel economy.
A defecti ve fuel i njecti on pump, defecti ve fuel ti m-
i ng sol enoi d or mi sadjusted mechani cal pump ti mi ng
can cause starti ng probl ems or prevent the engi ne
from revvi ng up. I t can al so cause:
Engi ne surge at i dl e
Rough i dl e (warm engi ne)
Low power
Excessi ve fuel consumpti on
Poor performance
Low power
Bl ack smoke from the exhaust
Bl ue or whi te fog l i ke exhaust
I ncorrect i dl e or maxi mum speed
The el ectroni cal l y control l ed fuel pump has no
mechani cal governor l i ke ol der mechani cal l y con-
trol l ed fuel pumps. Do not remove the top cover of
the fuel pump, or the screws fasteni ng the wi ri ng
pi gtai l to the si de of the pump. The warranty of
the injection pump and the engine may be void
if those seals have been removed or tampered
with.
FUEL SUPPLY RESTRICTIONS
LOWPRESSURE LINES
Restri cted or Pl ugged suppl y l i nes or fuel fi l ter can
cause a ti mi ng faul t that wi l l cause the PCM to oper-
ate the engi ne i n a Li mp Home mode. See the
i ntroducti on of the Fuel I njecti on System i n thi s
group for more i nformati on on the Li mp Home mode.
Fuel suppl y l i ne restri cti ons can cause starti ng prob-
l ems and prevent the engi ne from revvi ng up. The
starti ng probl ems i ncl ude; l ow power and bl ue or
whi te fog l i ke exhaust. Test al l fuel suppl y l i nes for
restri cti ons or bl ockage. Fl ush or repl ace as neces-
sary. Bl eed the fuel system of ai r once a fuel suppl y
l i ne has been repl aced. Refer to the Ai r Bl eed Proce-
dure secti on of thi s group for procedures.
HIGHPRESSURE LINES
Restri cted (ki nked or bent) hi ghpressure l i nes can
cause starti ng probl ems, poor engi ne performance
and bl ack smoke from exhaust.
Exami ne al l hi ghpressure l i nes for any damage.
Each radi us on each hi ghpressure l i ne must be
smooth and free of any bends or ki nks.
Repl ace damaged, restri cted or l eaki ng hi ghpres-
sure fuel l i nes wi th the correct repl acement l i ne.
clamped securely in place in the holders. The lines
Fig. 22 Typical Inspection of Fuel Injector
Fig. 23 Fuel Injector Sensor Location
FUEL SHUTDOWN SOLENOID TEST
Refer to 1997 ZJ/ZG 2.5L Di esel Powertrai n Di ag-
nosti c Manual for the Fuel Shutdown Sol enoi d test.
HIGH-PRESSURE FUEL LINE LEAK TEST
Hi ghpressure fuel l i ne l eaks can cause starti ng
probl ems and poor engi ne performance.
WARNING: DUE TO EXTREME FUEL PRESSURES
OF UP TO 45,000 KPA (6526 PSI), USE EXTREME
CAUTION WHEN INSPECTING FOR HIGHPRES-
SURE FUEL LEAKS. DO NOT GET YOUR HAND, OR
ANY PART OF YOUR BODY NEAR A SUSPECTED
LEAK. INSPECT FOR HIGHPRESSURE FUEL
LEAKS WITH A SHEET OF CARDBOARD. HIGH
FUEL INJECTION PRESSURE CAN CAUSE PER-
SONAL INJURY IF CONTACT IS MADE WITH THE
SKIN.
Start the engi ne. Move the cardboard over the
hi ghpressure fuel l i nes and check for fuel spray onto
the cardboard (Fi g. 24). I f a hi ghpressure l i ne con-
necti on i s l eaki ng, bl eed the system and ti ghten the
connecti on. Refer to the Ai r Bl eed Procedure i n thi s
group for procedures. Repl ace damaged, restri cted or
l eaki ng hi ghpressure fuel l i nes wi th the correct
repl acement l i ne.
WASTEGATE (TURBOCHARGER)
Refer to Group 11, Exhaust System and I ntake
Mani fol d for i nformati on.
SERVICE PROCEDURES
AIR BLEED PROCEDURES
AIR BLEEDING AT FUEL FILTER
A certai n amount of ai r may become trapped i n the
fuel system when fuel system components are ser-
vi ced or repl aced. Bl eed the system as needed after
fuel system servi ce accordi ng to the fol l owi ng proce-
dures.
Some ai r enters the fuel system when the fuel fi l -
ter or i njecti on pump suppl y l i ne i s changed. Thi s
smal l amount of ai r i s vented automati cal l y from the
i njecti on pump through the fuel drai n mani fol d tubes
i f the fi l ter was changed accordi ng to i nstructi ons.
Ensure the bowl of the fuel fi l ter/water separator i s
ful l of fuel .
I t may be necessary to manual l y bl eed the system
i f:
The bowl of the fuel fi l ter/water separator i s not
parti al l y fi l l ed before i nstal l ati on of a new fi l ter
The i njecti on pump i s repl aced
Hi ghpressure fuel l i ne connecti ons are l oosened
or l i nes repl aced
I ni ti al engi ne startup or startup after an
extended peri od of no engi ne operati on
Runni ng fuel tank empty
FUEL INJ ECTION PUMP BLEEDING
(1) I f the fuel i njecti on pump has been repl aced,
ai r shoul d be bl ed at the overfl ow val ve before
attempti ng to start engi ne.
(a) Loosen the overfl ow val ve (Fi g. 25) at the
rear of the i njecti on pump.
(b) Pl ace a towel bel ow the val ve.
WARNING: WHEN CRANKING THE ENGINE TO
BLEED AIR FROM THE INJECTION PUMP, THE
ENGINE MAY START. PLACE THE TRANSMISSION
IN NEUTRAL OR PARK AND SET PARKING BRAKE
BEFORE ENGAGING THE STARTER MOTOR.
Fig. 24 Typical Test for Leaks with Cardboard
CAUTION: Do not engage the starter motor for
more than 30 seconds at a time. Allow 2 minutes
between cranking intervals.
(2) Crank the engi ne for 30 seconds at a ti me to
al l ow ai r trapped i n the i njecti on pump to vent out
the fuel i njector drai n tubes. Conti nue thi s procedure
unti l the engi ne starts. Observe the previ ous WARN-
I NG and CAUTI ON.
(3) Ti ghten overfl ow val ve.
HIGHPRESSURE FUEL LINE BLEEDING
WARNING: THE INJECTION PUMP SUPPLIES HIGH-
PRESSURE FUEL OF APPROXIMATELY 59,000 KPA
(8,557 PSI) TO EACH INDIVIDUAL INJECTOR
THROUGH THE HIGHPRESSURE LINES. FUEL
UNDER THIS AMOUNT OF PRESSURE CAN PENE-
TRATE THE SKIN AND CAUSE PERSONAL INJURY.
WEAR SAFETY GOGGLES AND ADEQUATE PRO-
TECTIVE CLOTHING AND AVOID CONTACT WITH
FUEL SPRAY WHEN BLEEDING HIGHPRESSURE
FUEL LINES.
Bl eed ai r from one i njector at ti me.
(1) Loosen the hi ghpressure fuel l i ne fi tti ng at
the i njector (Fi g. 26).
(2) Crank the engi ne unti l al l ai r has been bl ed
from the l i ne. Do not operate the starter motor
for longer than 30 seconds. Wait 2 minutes
between cranking intervals.
(3) Start the engi ne and bl eed one i njector at a
ti me unti l the engi ne runs smoothl y.
FUEL INJECTION PUMP TIMING
Refer to Removal /I nstal l ati on and Adjusti ng Fuel
Pump Ti mi ng i n thi s Group.
ACCELERATOR PEDAL
REMOVAL
(1) Di sconnect el ectri cal connector.
(2) Remove accel erator pedal mounti ng bracket
nuts. Remove accel erator pedal assembl y.
INSTALLATION
(1) Pl ace accel erator pedal assembl y over studs
protrudi ng from fl oor pan. Ti ghten mounti ng nuts to
5 Nm (46 i n. l bs.) torque.
(2) Connect el ectri cal connector.
(3) Before starti ng the engi ne, operate the accel er-
ator pedal to check for any bi ndi ng.
AIR CLEANER ELEMENT
REMOVAL
(1) Remove hose cl amp at Mass Ai r Fl ow Sensor.
(2) Remove hose from Mass Ai r Fl ow Sensor.
(3) Loosen 2 cl amps hol di ng ai r cl eaner housi ng
hal ves together.
(4) Remove l eft si de of ai r cl eaner housi ng.
(5) Remove el ement from ai r cl eaner housi ng.
Fig. 25 Overflow Valve
Fig. 26 Bleeding HighPressure Fuel LineTypical
SERVICE PROCEDURES (Continued)
INSTALLATION
(1) I nstal l a new el ement i n housi ng.
(2) Posi ti on l eft si de of housi ng.
(3) Snap cl amps i nto pl ace.
(4) I nstal l hoses and cl amps.
FUEL DRAIN TUBES
The fuel drai n tubes (Fi g. 28) are l owpressure
type.
Pul l each tube from the i njector for removal . Push
on for i nstal l ati on. Cl amps are not requi red for these
tubes.
FUEL FILTER/WATER SEPARATOR
The fuel fi l ter/water separator i s l ocated i n the
engi ne compartment on the l eft si de near the shock
tower. (Fi g. 29).
The fuel fi l ter/water separator assembl y contai ns
the fuel fi l ter, fuel heater el ement, and fuel drai n
val ve (Fi g. 29).
DRAINING WATER FROM FILTER BOWL
Moi sture (water) col l ects at the bottom of the fi l ter/
separator i n a pl asti c bowl . Water enteri ng the fuel
i njecti on pump can cause seri ous damage to the
pump. Note that the bulb will be illuminated for
approximately 2 seconds each time the key is
initially placed in the ON position. This is done
for a bulb check.
WARNING: DO NOT ATTEMPT TO DRAIN WATER
FROM THE FILTER/SEPARATOR WITH THE ENGINE
HOT.
(1) The bottom of the fi l ter/separator bowl i s
equi pped wi th a drai n val ve (Fi g. 29). The drai n
val ve i s equi pped wi th a fi tti ng. Attach a pi ece of
Fig. 27 Accelerator Pedal Mounting-Typical
Fig. 28 Fuel Drain Tubes
Fig. 29 Fuel Filter/Water Separator Location
REMOVAL AND INSTALLATION (Continued)
rubber hose to thi s fi tti ng. Thi s hose i s to be used as
a drai n hose.
(2) Pl ace a drai n pan under the drai n hose.
(3) Wi th the engi ne not runni ng, open the drai n
val ve (unscrewdrai n val ve has ri ght hand threads)
from the fi l ter/separator bowl . To gai n access to thi s
fi tti ng, the two fi l tertomounti ng bracket nuts (Fi g.
29) may have to be l oosened a few turns.
(4) Hol d the drai n open unti l cl ean fuel exi ts the
drai n.
(5) After drai ni ng, cl ose drai n val ve.
(6) Remove rubber drai n hose.
(7) Di spose of mi xture i n drai n pan accordi ng to
appl i cabl e l ocal or federal regul ati ons.
FUEL FILTER REMOVAL
(1) Drai n al l fuel and/or water from fuel fi l ter/wa-
ter separator assembl y. Refer to the previ ous Drai n-
i ng Water From Fi l ter Bowl .
(2) Unpl ug the el ectri cal connectors at bottom of
pl asti c bowl .
(3) Remove pl asti c bowl from bottom of fuel fi l ter
(unscrews).
(4) Remove fuel fi l ter from bottom of fi l ter base
(unscrews).
FUEL FILTER INSTALLATION
(1) Cl ean bottom of fuel fi l ter base.
(2) Appl y cl ean di esel fuel to new fuel fi l ter gasket.
(3) I nstal l and ti ghten fi l ter to fi l ter base. The bev-
el ed part of the rubber gasket shoul d be faci ng up
towards the fi l ter base.
(4) Cl ean the i nsi de of bowl wi th a soap and water
mi xture before i nstal l ati on. Careful l y cl ean any resi -
due between the two metal probes at the top of the
wateri nfuel sensor. Do not use chemi cal cl eaners
as damage to the pl asti c bowl may resul t.
(5) Pour di esel fuel i nto the pl asti c bowl before
i nstal l i ng bowl to bottom of fuel fi l ter. Do thi s to hel p
prevent ai r from enteri ng fuel i njecti on pump whi l e
attempti ng to starti ng engi ne.
(6) I nstal l fi l ter bowl to bottom of fi l ter.
(7) I nstal l the el ectri cal connectors at bottom of
bowl .
(8) Ti ghten the fi l tertomounti ng bracket nuts
(Fi g. 29) to 28 Nm (250 i n. l bs.) torque.
FUEL HEATER
I f the fuel heater el ement needs repl acement, the
pl asti c fi l ter bowl assembl y must be repl aced. Refer
to Fuel Fi l ter/Water Separator for i nformati on.
FUEL HEATER RELAY
The fuel heater rel ay i s l ocated i n the PDC. For
the l ocati on of the rel ay wi thi n the PDC (Fi g. 30),
refer to l abel on PDC cover.
FUEL LEVEL SENSOR
The fuel l evel sensor i s l ocated on the si de of the
fuel pump modul e.(Fi g. 31)
REMOVAL
(1) Remove fuel tank. Refer to Fuel Tank Removal /
I nstal l ati on.
(2) Remove fuel pump modul e. Refer to Fuel Pump
Modul e Removal /I nstal l ati on.
(3) Remove el ectri cal wi re connector at sendi ng
uni t termi nal s.
(4) Press on rel ease tab(Fi g. 32) to remove sendi ng
uni t from pump modul e.
Fig. 30 Power Distribution Center (PDC) Location
Fig. 31 Fuel Level Sensor
FUEL INJECTION PUMP
REMOVAL
(1) Di sconnect negati ve battery cabl e at battery.
(2) Thoroughl y cl ean the area around the i njecti on
pump and fuel l i nes of al l di rt, grease and other con-
tami nants. Due to the close internal tolerances
of the injection pump, this step must be per-
formed before removing pump.
(3) Remove the engi ne accessory dri ve bel t. Refer
to Group 7, Cool i ng System for procedures.
(4) Remove the generator assembl y.
(5) Remove the rubber fuel return and suppl y
hoses from metal l i nes at pump (Fi g. 33).
(6) Remove the el ectri cal connector at engi ne cool -
ant temperature sensor (Fi g. 34).
(7) Di sconnect the Fuel I njecti on Pump el ectri cal
connector at fuel pump. (Fi g. 33).
(8) Di sconnect the mai n engi ne wi ri ng harness
from the gl ow pl ugs.
(9) Di sconnect the four hi ghpressure fuel l i nes
from the fuel i njecti on pump. Al so di sconnect fuel
l i nes at the fuel i njectors. For procedures, refer to
Hi ghPressure Fuel Li nes i n thi s group. Pl ace a rag
beneath the fi tti ngs to catch excess fuel .
(10) Remove pl ug from ti mi ng gear cover.
(11) The Top Dead Center (TDC) compressi on fi r-
i ng stroke must be determi ned as fol l ows:
(a) Remove the val ve cover, refer to Group 9,
Val ve Cover Removal /I nstal l ati on.
(b) Remove the ri ght front ti re and spl ash
shi el d. Usi ng a socket attached to the end of crank-
shaft, rotate the engi ne (countercl ockwi se as
vi ewed from front).
(c) Rotate the engi ne unti l cyl i nder #4 rockers
are i n between movement.
(d) Remove rocker arm assembl y.
(e) Remove val ve spri ng and keepers. CAU-
TION: When the piston is at TDC there is only
2 mm (.080 thousand) clearance between the
valve and piston.
(f) Let the val ve set on top of pi ston. I nstal l a
di al i ndi cator to the top of the val ve stem.
Fig. 32 Fuel Level Sensor Release Tab
Fig. 33 Overflow Valve and Fuel Shutdown Solenoid
(g) Rotate engi ne back and forth to fi nd the TDC
posi ti on wi th the i ndi cator on the val ve stem. Mark
the damper and ti mi ng cover for TDC.
NOTE: On later model 1997 engines, a hole in the
bottom of the clutch housing can be lined up with a
hole in the flywheel, allowing the engine to be held
at TDC with a special alignment tool, part # VM1035.
(12) Remove i njecti on pump dri ve gear nut (Fi g.
35)and washer. CAUTION: Be very careful not to
drop the washer into the timing gear cover.
(13) A speci al 3pi ece gear removal tool set
VM.1003 (Fi g. 36) must be used to remove the i njec-
ti on pump dri ve gear from the pump shaft.
(a) Thread the adapter (Fi g. 37) i nto the ti mi ng
cover.
(b) Thread the gear pul l er i nto the i njecti on
pump dri ve gear (Fi g. 37). Thi s tool i s al so used to
hol d the gear i n synchroni zati on duri ng pump
removal .
(c) Remove the three i njecti on pumptogear
cover mounti ng nuts (Fi g. 38). CAUTION: This
step must be done to prevent breakage of the
three injection pump mounting flanges while
gear is being removed.
(d) I nstal l the dri ve bol t i nto the gear pul l er
(Fi g. 37). Ti ghten the dri ve bol t to press (remove)
the dri ve gear from i njecti on pump shaft whi l e
dri vi ng i njecti on pump rearward from ti mi ng gear
cover mounti ng studs.
Fig. 35 Removing Pump Drive Gear Nut
Fig. 36 Pump Gear Tools
Fig. 37 Installing Pump Drive Gear Removal Tools
Fig. 38 Injection Pump Mounting Nuts
(14) Remove pump from engi ne. Do not rotate
engine while gear puller is installed. Engine
damage will occur.
INSTALLATION/ADJ USTING PUMP TIMING
(1) Cl ean the mati ng surfaces of i njecti on pump
and ti mi ng gear cover.
(2) I nstal l a new i njecti on pumptoti mi ng gear
cover gasket.
(3) Remove the gear removi ng bol t (dri ve bol t)
from gear pul l er. CAUTION: Do not remove the
special gear puller or timing cover adapter
tools from timing cover at this time. Gear mis-
alignment will result.
(4) Pl ace the key way on the pump shaft to the 11
ocl ock posi ti on as vi ewed from the front of pump.
I nstal l the pump i nto the rear of ti mi ng gear cover
whi l e al i gni ng key way on pump shaft i nto pump
gear.
(5) I nstal l and snug the 3 i njecti on pump mount-
i ng nuts. Thi s i s not the fi nal ti ghteni ng sequence.
(6) Remove the speci al gear pul l er and adapter
tool s from ti mi ng gear cover.
(7) I nstal l the i njecti on pump dri ve gear nut and
washer. Ti ghten nut to 88 Nm (65 ft. l bs.) torque.
(8) Remove access pl ug and pl ug washer at rear of
pump (Fi g. 39). Thread speci al di al i ndi cator adapter
tool VM.1011 (Fi g. 40)i nto thi s openi ng. Hand ti ghten
onl y.
(9) Attach speci al di al i ndi cator tool VM.1013 i nto
the adapter tool (Fi g. 40).
(10) Usi ng a socket attached to the end of crank-
shaft, rotate the engi ne (countercl ockwi se as
vi ewed from front) unti l thedi al i ndi cator stops mov-
i ng. Thi s rotati on i s about 20 to 30.
(11) Set the di al i ndi cator to 0 mm. Be sure the ti p
of di al i ndi cator i s touchi ng the ti p i nsi de the adapter
tool .
(12) Very sl owl y rotate the crankshaft cl ockwi se
unti l movement on di al i ndi cator needl e has stopped.
Do not rotate crankshaft after needle move-
ment has stopped. Engine should be at TDC at
this point
(13) Check the TDC di al i ndi cator for TDC.
(14) Gauge readi ng shoul d be at 0.60 mm. I f not,
the pump must be rotated for adjustment:
(a) Loosen the three i njecti on pump mounti ng
nuts at the mounti ng fl anges. These fl anges are
equi pped wi th sl otted hol es. The sl otted hol es are
used to rotate and posi ti on the i njecti on pump for
fuel ti mi ng. Loosen the three nuts just enough to
rotate the pump.
(b) Rotate the pump clockwise (as vi ewed from
front) unti l .60 mm i s i ndi cated on the di al i ndi ca-
tor gauge.
(c) Ti ghten the three pump mounti ng nuts to 30
Nm (22 ft. l bs.) torque.
(d) Recheck the di al i ndi cator after ti ghteni ng
the pump mounti ng nuts. Gauge shoul d sti l l be
readi ng 0.60 mm. Loosen pump mounti ng nuts and
readjust i f necessary.
(15) Remove di al i ndi cator and adapter tool s.
(16) I nstal l access pl ug and washer to rear of
i njecti on pump.
(17) I nstal l pl ug at ti mi ng gear cover.
Fig. 39 Access Plug at Rear of Pump
Fig. 40 Installing Dial Indicator and Special Adapter
Tools
(18) Remove di al i ndi cator from val ve stem.
(19) I nstal l val ve spri ng and keepers.
(20) I nstal l rocker arm assembl y and ti ghten nuts.
(21) I nstal l and connect the four hi ghpressure
fuel l i nes to the fuel i njecti on pump. Al so connect
fuel l i nes at the fuel i njectors. For procedures, refer
to Hi ghPressure Fuel Li nes i n thi s group.
(22) I nstal l el ectri cal connector at engi ne cool ant
temperature sensor.
(23) Connect el ectri cal connector at fuel shutdown
sol enoi d.
(24) Connect the mai n engi ne wi ri ng harness to
the gl ow pl ugs.
(25) Connect the fuel ti mi ng sol enoi d pi gtai l har-
ness to the engi ne wi ri ng harness.
(26) Connect the overfl ow val ve/banjo fi tti ng (fuel
return l i ne assembl y). Repl ace copper gaskets before
i nstal l i ng.
(27) Connect the rubber fuel return and suppl y
hoses to metal l i nes at pump. Ti ghten hose cl amps to
2 Nm (20 i n. l bs.) torque.
(28) I nstal l generator assembl y.
(29) I nstal l engi ne accessory dri ve bel t. Refer to
Group 7, Cool i ng System for procedures.
(30) I nstal l negati ve battery cabl e to battery.
(31) Start the engi ne and bri ng to normal operat-
i ng temperature.
(32) Check for fuel l eaks.
FUEL INJECTORS
Four fuel i njectors are used on each engi ne. Of
these four, two di fferent types are used. The fuel
i njector used on cyl i nder number one i s equi pped
wi th a fuel i njector sensor (Fi g. 41). The other three
fuel i njectors are i denti cal . Do not place the fuel
injector equipped with the fuel injector sensor
into any other location except the cylinder
number one position.
REMOVAL
(1) Di sconnect negati ve battery cabl e at battery.
(2) Thoroughl y cl ean the area around the i njector
wi th compressed ai r.
(3) Remove the fuel drai n hoses (tubes) at each
i njector (Fi g. 42) bei ng servi ced. Each of these hoses
i s sl i pfi t to the fi tti ng on i njector.
(4) Remove the hi ghpressure fuel l i ne at i njector
bei ng removed. Refer to Hi ghPressure Fuel Li nes i n
thi s group for procedures.
(5) Remove the i njector usi ng speci al socket tool
number VM.1012A. When removi ng cyl i nder number
one i njector, thread the wi ri ng harness through the
access hol e on the speci al socket (Fi g. 43).
(6) Remove and di scard the copper washer (seal ) at
bottom of i njector (Fi g. 41).
INSTALLATION
(1) Cl ean the i njector threads i n cyl i nder head.
(2) I nstal l new copper washer (seal ) to i njector. Fig. 41 Fuel Injector SensorNumber1 Cylinder
Fig. 42 Fuel InjectorTypical
Fig. 43 Wiring Harness Through Socket
(3) I nstal l i njector to engi ne. Ti ghten to 70 Nm
(52 ft. l bs.) torque.
(4) I nstal l hi ghpressure fuel l i nes. Refer to Hi gh-
Pressure Fuel Li nes i n thi s group for procedures.
(5) I nstal l fuel drai n hoses (tubes) to each i njector.
Do not use cl amps at fuel drai n hoses.
(6) Connect negati ve battery cabl e to battery.
(7) Bl eed the ai r from the hi ghpressure l i nes.
Refer to the Ai r Bl eed Procedure secti on of thi s
group.
FUEL TANK
REMOVAL
(1) Di sconnect negati ve cabl e from battery.
(2) I nsert fuel si phon hose i nto fuel fi l l er neck and
push i t i nto the tank.
(3) Drai n fuel tank dry i nto hol di ng tank or a
properl y l abel ed diesel safety contai ner.
(4) Rai se vehi cl e on hoi st.
(5) Di sconnect both the fuel fi l l and fuel vent rub-
ber hoses at the fuel tank.
(6) Di sconnect fuel suppl y and return l i nes from
the steel suppl y l i ne(Fi g. 44).
The fuel reservoir module electrical connec-
tor has a retainer that locks it in place.
(7) Sl i de el ectri cal connector l ock to unl ock .
(8) Push down on connector retai ner (Fi g. 46)and
pul l connector off modul e.
(9) Use a transmi ssi on jack to support fuel tank.
Remove bol ts from fuel tank straps.
(10) Lower tank sl i ghtl y. Careful l y remove fi l l er
hose from tank.
(11) Lower the fuel tank. Remove cl amp and
remove fuel fi l l er tube vent hose. Remove fuel tank
from vehi cl e.
INSTALLATION
(1) Posi ti on fuel tank on transmi ssi on jack. Con-
nect fuel fi l l er tube vent hose and repl ace cl amp.
(2) Rai se tank i nto posi ti on and careful l y work
fi l l er tube i nto tank. A l i ght coati ng of cl ean engi ne
oi l on the tube end may be used to ai d assembl y.
(3) Feed fi l l er vent l i ne thru frame rai l . Careful
not to cross l i nes.
(4) Ti ghten strap bol ts to 54 Nm (40 ft. l bs.)
torque. Remove transmi ssi on jack.
Fuel Tank
Fig. 44 Fuel Tank Connections at Front of Tank
Fig. 45 Fuel Fill/Vent Hose Index Marks
CAUTION: Ensure straps are not twisted or bent
before or after tightening strap nuts.
(5) Connect modul e el ectri cal connector. Pl ace
retai ner i n l ocked posi ti on.
(6) Lubri cate the fuel suppl y and return l i nes wi th
cl ean 30 wei ght engi ne oi l , i nstal l the qui ck connect
fuel fi tti ng. Refer to Tube/Fi tti ng Assembl y i n the
Fuel Del i very secti on of thi s Group.
(7) Attach fi l l er l i ne to fi l l er tube. Pul l on connec-
tor to make sure of connecti on.
(8) Fi l l fuel tank, repl ace cap, and connect battery
negati ve cabl e.
FUEL RESERVOIR MODULE
REMOVAL
WARNING: THE FUEL RESERVOIR OF THE FUEL
MODULE DOES NOT EMPTY OUT WHEN THE TANK
IS DRAINED. THE FUEL IN THE RESERVOIR WILL
SPILL OUT WHEN THE MODULE IS REMOVED.
(1) Di sconnect negati ve cabl e from battery.
(2) Drai n fuel tank dry i nto hol di ng tank or a
properl y l abel ed diesel safety contai ner.
(3) Rai se vehi cl e on hoi st.
(4) Use a transmi ssi on jack to support the fuel
tank. Remove bol ts from fuel tank straps. Lower
tank sl i ghtl y.
(5) Cl ean area around fuel reservoi r modul e and
tank to keep di rt and forei gn materi al out of tank.
(6) Di sconnect fuel l i nes from fuel modul e by
depressi ng qui ck connect retai ners wi th thumb and
fore fi nger.
(7) Sl i de modul e el ectri cal connector l ock to
unl ock.
(8) Push down on connector retai ner and pul l con-
nector off modul e.
(9) Usi ng Speci al Tool 6856, remove pl asti c l ocknut
countercl ockwi se to rel ease pump modul e (Fi g. 47).
(10) Careful l y remove modul e and O-ri ng from
tank.
(11) Di scard ol d O-ri ng.
INSTALLATION
(1) Wi pe seal area of tank cl ean and pl ace a new
O-ri ng seal i n posi ti on on pump.
(2) Posi ti on fuel reservoi r modul e i n tank wi th
l ocknut.
(3) Ti ghten l ocknut to 58 Nm (43 ft. l bs.).
(4) Connect fuel l i nes.
(5) Pl ug i n el ectri cal connector. Sl i de connector
l ock i nto posi ti on.
(6) Rai se fuel tank, i nstal l bol ts i nto fuel tank
straps and ti ghten.
(7) Lower vehi cl e on hoi st.
(8) Connect negati ve cabl e from battery.
(9) Fi l l fuel tank. Check for l eaks.
(10) I nstal l fuel fi l l er cap.
HIGH-PRESSURE LINES
Al l hi ghpressure fuel l i nes are of the same l ength
and i nsi de di ameter. Correct hi ghpressure fuel l i ne
usage and i nstal l ati on i s cri ti cal to smooth engi ne
operati on.
REMOVAL
(1) Di sconnect negati ve battery cabl e from battery.
Fig. 46 Module Connector Retainer and Lock
Fig. 47 Fuel Reservoir Module Lock Nut Removal
(2) Remove the necessary cl amps (Fi g. 48) hol di ng
the l i nes to the engi ne.
(3) Cl ean the area around each fuel l i ne connec-
ti on. Di sconnect each l i ne at the top of each fuel
i njector (Fi g. 49).
(4) Di sconnect each hi ghpressure l i ne fi tti ng at
each fuel i njecti on pump del i very val ve.
(5) Very careful l y remove each l i ne from the
engi ne. Note the posi ti on (fi ri ng order) of each l i ne
whi l e removi ng. Do not bend the line while
removing.
CAUTION: Be sure that the highpressure fuel lines
are installed in the same order that they were
removed. Prevent the injection pump delivery valve
holders (Fig. 48) from turning when removing or
installing highpressure lines from injection pump.
INSTALLATION
(1) Careful l y posi ti on each hi ghpressure fuel l i ne
to the fuel i njector and fuel i njecti on pump del i very
val ve hol der i n the correct fi ri ng order. Al so posi ti on
each l i ne i n the correct l i ne hol der.
(2) Loosel y i nstal l the l i ne cl amp/hol der bol ts.
(3) Ti ghten each l i ne at the del i very val ve to 30
Nm (22 ft. l bs.) torque.
(4) Ti ghten each l i ne at the fuel i njector to 30 Nm
(22 ft. l bs.) torque.
Be sure the lines are not contacting each
other or any other component.
(5) Ti ghten the cl amp bracket bol ts to 24 Nm (18
ft. l bs.) torque.
(6) Bl eed ai r from the fuel system. Refer to the Ai r
Bl eed Procedure secti on of thi s group.
SPECIFICATIONS
FUEL TANK CAPACITY
75 Liters (20.0 Gals.)
Nomi nal refi l l capaci ti es are shown. A vari ati on
may be observed from vehi cl e to vehi cl e due to man-
ufacturi ng tol erances, ambi ent temperatures and
refi l l procedures.
IDLE SPEED
900 rpm 25 rpm wi th engi ne at normal operat-
i ng temperature.
FUEL INJECTOR FIRING SEQUENCE
1342
FUEL SYSTEM PRESSURE
Peak Injection Pressure/Fuel Injection Pump
Operating Pressure: 40,00045,000 kPa (5801
6526 psi ).
Opening Pressure of Fuel Injector:
15,00015,800 kPa (21752291 psi ).
Fig. 48 Fuel Lines and Clamps/Holders
Fig. 49 Fuel Lines at Fuel Injectors
FUEL INJ ECTION SYSTEM2.5L DIESEL ENGINE
INDEX
page page
GENERAL INFORMATION
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 25
AIR CONDITIONING (A/C) CONTROLSMSA
INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
AIR CONDITIONING RELAYMSA OUTPUT . . . 30
ASD RELAYMSA INPUT . . . . . . . . . . . . . . . . . 30
BATTERY VOLTAGEPCM INPUT . . . . . . . . . . . 27
BRAKE SWITCHMSA INPUT . . . . . . . . . . . . . . 29
DATA LINK CONNECTORPCM AND MSA
INPUT AND OUTPUT . . . . . . . . . . . . . . . . . . . 29
ELECTRIC VACUUM MODULATOR (EVM)MSA
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
ENGINE COOLANT GAUGEPCM OUTPUT . . . 30
ENGINE COOLANT TEMPERATURE SENSOR
MSA/PCM INPUT . . . . . . . . . . . . . . . . . . . . . . 28
ENGINE OIL PRESSURE GAUGEPCM
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ENGINE SPEED/CRANK POSITION SENSOR
MSA INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
FIVE VOLT POWERMSA/PCM OUTPUT . . . . . 30
FUEL INJECTOR SENSORGROUND . . . . . . . . 28
FUEL TIMING SOLENOIDMSA OUTPUT . . . . . 30
GLOW PLUG LAMPPCM OUTPUT . . . . . . . . . 30
GLOW PLUG RELAYMSA OUTPUT . . . . . . . . . 31
GLOW PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . . 31
IGNITION CIRCUIT SENSEMSA/PCM INPUT . 27
IGNITION CIRCUIT SENSEPCM INPUT . . . . . 27
MASS AIR FLOW SENSOR . . . . . . . . . . . . . . . . 27
NEEDLE MOVEMENT OR INTRUMENTED
FIRST INJECTORMSA INPUT . . . . . . . . . . . 27
POWER GROUND . . . . . . . . . . . . . . . . . . . . . . . 27
POWERTRAIN CONTROL MODULE (PCM) . . . . 26
SENSOR RETURNMSA/PCM INPUT
(ANALOG GROUND) . . . . . . . . . . . . . . . . . . . . 27
SPEED CONTROLMSA INPUT . . . . . . . . . . . . 29
SPEED CONTROLPCM OUTPUTS . . . . . . . . . 30
TACHOMETERPCM OUTPUT . . . . . . . . . . . . . 31
VEHICLE SPEED SENSORMSA INPUT . . . . . . 29
VEHICLE THEFT ALARM . . . . . . . . . . . . . . . . . . 27
ASD RELAY TEST . . . . . . . . . . . . . . . . . . . . . . . 32
DIAGNOSTIC TROUBLE CODES . . . . . . . . . . . . 35
DIESEL DIAGONSTICS . . . . . . . . . . . . . . . . . . . 32
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
ENGINE SPEED SENSOR TEST . . . . . . . . . . . . 32
GLOW PLUG RELAY TEST . . . . . . . . . . . . . . . . 33
GLOW PLUG TEST . . . . . . . . . . . . . . . . . . . . . . 33
MASS AIR FLOW SENSOR . . . . . . . . . . . . . . . . 35
RELAYSOPERATION/TESTING . . . . . . . . . . . . 34
VEHICLE SPEED SENSOR TEST . . . . . . . . . . . . 35
A/C CLUTCH RELAY . . . . . . . . . . . . . . . . . . . . . 35
ASD RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
ENGINE COOLANT TEMPERATURE SENSOR . . 36
ENGINE SPEED SENSOR . . . . . . . . . . . . . . . . . 35
GLOW PLUG RELAY . . . . . . . . . . . . . . . . . . . . . 37
GLOW PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . . 36
POWERTRAIN CONTROL MODULE (PCM) . . . . 37
VEHICLE SPEED SENSOR . . . . . . . . . . . . . . . . 37
SPECIFICATIONS
GLOW PLUG CURRENT DRAW . . . . . . . . . . . . . 38
TORQUE CHART2.5L DIESEL . . . . . . . . . . . . 39
GENERAL INFORMATION
INTRODUCTION
Thi s secti on wi l l cover components ei ther regul ated
or control l ed by the MSA control l er and the Power-
trai n Control Modul e (PCM). The fuel heater rel ay
and fuel heater are not operated by the MSA control -
l er or the PCM. These components are control l ed by
the i gni ti on (key) swi tch. Al l other fuel system el ec-
tri cal components necessary to operate the engi ne
are control l ed or regul ated by the MSA control l er,
whi ch i nterfaces wi th the PCM. Refer to the fol l ow-
i ng descri pti on for more i nformati on.
Certai n fuel system component fai l ures may cause
a no start, or prevent the engi ne from runni ng. I t i s
i mportant to know that the MSA has a feature
where, i f possi bl e, i t wi l l i gnore the fai l ed sensor, set
a code rel ated to the sensor, and operate the engi ne
i n a Li mp Home mode. When the MSA i s operati ng
i n a Li mp Home mode, the Check Engi ne Lamp on
the i nstrument panel may be constantl y i l l umi nated,
and the engi ne wi l l most l i kel y have a noti ceabl e l oss
of performance. An exampl e of thi s woul d be an
Accel erator Pedal Posi ti on Sensor fai l ure, and i n that
si tuati on, the engi ne woul d run at a constant 1100
RPM, regardl ess of the actual posi ti on of the pedal .
Thi s i s the most extreme of the three Li mp Home
modes.
When the Check Engi ne Lamp i s i l l umi nated con-
stantl y wi th the key on and the engi ne runni ng,, i t
usual l y i ndi cates a probl em has been detected some-
where wi thi n the fuel system. The DRBI I I scan tool
i s the best method for communi cati ng wi th the MSA
and PCM to di agnose faul ts wi thi n the system.
POWERTRAIN CONTROL MODULE (PCM)
The MSA control l er i s mounted under the l eft si de
rear seat (Fi g. 1). The Powertrai n Control Modul e
(PCM) i s mounted i n the engi ne compartment. (Fi g.
2).
The MSA Control l er i s a preprogrammed, di gi tal
computer. I t wi l l ei ther di rectl y operate or parti al l y
regul ate the:
Speed Control
Speed Control l amp
Fuel Ti mi ng Sol enoi d
Check Engi ne Li ght
Gl ow Pl ug Rel ay
Gl ow Pl ugs
Gl ow Pl ug Lamp
ASD Rel ay
Ai r Condi ti oni ng
Tachometer
El ectri c Vacuum Modul ator (EVM)
The MSA can adapt i ts programmi ng to meet
changi ng operati ng condi ti ons.
The MSA recei ves i nput si gnal s from vari ous
swi tches and sensors. Based on these i nputs, the
MSA regul ates vari ous engi ne and vehi cl e operati ons
through di fferent system components. These compo-
nents are referred to as MSA Outputs. The sensors
and swi tches that provi de i nputs to the MSA are con-
si dered MSA Inputs.
MSA Inputs are:
Ai r Condi ti oni ng Sel ecti on
Theft Al arm
ASD Rel ay
Control Sl eeve Posi ti on Sensor
Fuel Temperature Sensor
Mass Ai r Fl ow Sensor
Accel erator Pedal Posi ti on Sensor
Engi ne Cool ant Temperature Sensor
Low I dl e Posi ti on Swi tch
5 Vol t Suppl y
Vehi cl e Speed Sensor
Engi ne Speed/Crank Posi ti on Sensor (rpm)
Needl e Movement Sensor
Starter Si gnal
Brake Swi tch
Speed Control Swi tch
Power Ground
I gni ti on (key) Swi tch Sense
MSA Outputs:
After i nputs are recei ved by the MSA and PCM,
certai n sensors, swi tches and components are con-
trol l ed or regul ated by the MSA and PCM. These are
consi dered MSA Outputs. These outputs are for:
A/C Cl utch Rel ay (for A/C cl utch operati on)
Speed Control Lamp
ASD Rel ay
5 Vol ts Suppl y
Fuel Quanti ty Actuator
Fuel Ti mi ng Sol enoi d
Fuel Shutdown Sol enoi d
Gl ow Pl ug Lamp
Check Engi ne Lamp (On/Off si gnal )
Fig. 1 MSA Controller Location
Fig. 2 PCM Location
GENERAL INFORMATION (Continued)
El ectri c Vacuum Modul ator (EVM)
Gl ow Pl ug Rel ay
Tachometer
The PCM sends and reci eves si gnal s to and from
the MSA control l er. PCM inputs are:
Power Gound
5 Vol ts Suppl y
Vehi cl e Speed Sensor
Water-I n-Fuel Sensor
Cool ant Temperature Sensor
Low Cool ant Sensor
Sensor Return
Fuel Level Sensor
Oi l Pressure Sensor
Tachometer Si gnal
Gl ow Pl ug Lamp
Check Engi ne Lamp (On/Off si gnal )
Brake On/Off Swi tch
Battery Vol tage
ASD Rel ay
PCM Outputs:
A/C On Si gnal
Vehi cl e Theft Al arm Ok to Run si gnal
Body Control Modul e CCD Bus (+)
Body Control Modul e CCD Bus ()
Scan Tool Data Li nk Reci eve
Scan Tool Data Li nk Transmi t
Low Cool ant Lamp
Generator Control
MASS AIR FLOW SENSOR
The Mass Ai r Fl ow Sensor i s a gauge that mea-
sures ai r densi ty. I n the Mass Ai r Fl ow Sensor (MAF)
there i s a cerami c el ement that changes i ts resi s-
tance based on temperature. The cerami c el ement i s
part of an el ectroni c ci rcui t connected to the MSA,
and has a vol tage appl i ed to i t. The MAF sensor i s
connected i n l i ne wi th the engi nes ai r i ntake tube,
and when the engi ne i s at i dl e, there i s a rel ati vel y
l ow amount of ai r fl owi ng across the cerami c el e-
ment. Thi s ai r has a cool i ng effect on the cerami c el e-
ment, and i ts resi stance changes, and a vol tage
si gnal i s sent to the MSA. As a general rul e, when
the engi ne i s runni ng at a hi gh RPM, the vol tage si g-
nal sent by the MAF sensor i s hi gh. When the engi ne
i s runni ng at a l ow RPM, the vol tage si gnal sent by
the MAF i s l ow. The MSA can cal cul ate the mass
(actual wei ght) of the ai r fl owi ng through the MAF
sensor based on the val ue of the vol tage si gnal .
VEHICLE THEFT ALARM
The PCM can l earn i f the vehi cl e has a Vehi cl e
Theft Al arm (VTA) system. Once i t detects the vehi -
cl e havi ng VTA, the controller can ONLY BE
USED ON VEHICLES WITH VTA.
I f the PCM i s put i t on a vehi cl e wi thout VTA the
Gl ow Pl ug Lamp wi l l start to bl i nk and the vehi cl e
wi l l not start.
The PCM cannot be fl ashed to remove the VTA.
BATTERY VOLTAGEPCM INPUT
The battery vol tage i nput provi des power to the
PCM. I t al so i nforms the PCM what vol tage l evel i s
bei ng suppl i ed by the generator once the vehi cl e i s
runni ng.
The battery i nput al so provi des the vol tage that i s
needed to keep the PCM memory al i ve. The memory
stores Di agnosti c Troubl e Code (DTC) messages.
Troubl e codes wi l l sti l l be stored even i f the battary
vol tage i s l ost.
SENSOR RETURNMSA/PCM INPUT (ANALOG
GROUND)
Sensor Return provi des a l ow noi se Anal og ground
reference for al l system sensors.
IGNITION CIRCUIT SENSEMSA/PCM INPUT
The i gni ti on ci rcui t sense i nput si gnal s the MSA
and PCM that the i gni ti on (key) swi tch has been
turned to the ON posi ti on. Thi s si gnal i ni ti ates the
gl ow pl ug control routi ne to begi n the preheat
cycl e.
IGNITION CIRCUIT SENSEPCM INPUT
The i gni ti on ci rcui t sense i nput si gnal s the PCM
that the i gni ti on (key) swi tch has been turned to the
ON posi ti on. Thi s si gnal i ni ti ates the gl ow pl ug con-
trol routi ne to begi n the preheat cycl e.
POWER GROUND
Provi des a common ground for power devi ces (sol e-
noi d and rel ay devi ces).
NEEDLE MOVEMENT OR INTRUMENTED FIRST
INJECTORMSA INPUT
Thi s i nput from the MSA suppl i es a constant 30
mA el ectri cal current source for the fi rst i njector sen-
sor. I t wi l l vary the vol tage to thi s sensor when i t
senses a mechani cal movement wi thi n the i njector
needl e (pi ntl e) of the number1 cyl i nder fuel i njector.
When thi s vol tage has been determi ned by the MSA,
i t wi l l then control an output to the fuel ti mi ng sol e-
noi d (the fuel ti mi ng sol enoi d i s l ocated on the fuel
i njecti on pump). Al so refer to Fuel I njecti on Pump for
addi ti onal i nformati on.
The fi rst i njector sensor i s a magneti c (i nducti ve)
type.
The fi rst i njector sensor i s used onl y on the fuel
i njector for the number1 cyl i nder (Fi g. 3). I t i s not
used on the i njectors for cyl i nders number 2, 3, or 4.
FUEL INJECTOR SENSORGROUND
Provi des a l ow noi se ground for the fuel i njector
sensor onl y.
ENGINE COOLANT TEMPERATURE SENSORMSA/
PCM INPUT
The 05 vol t i nput from thi s sensor tel l s the MSA
and PCM the temperature of the engi ne cool ant.
Based on the vol tage recei ved at the MSA, i t wi l l
then determi ne operati on of the fuel ti mi ng sol enoi d,
gl ow pl ug rel ay, el ectri cal vacuum modul ator (emi s-
si on component) and generator (chargi ng system).
The sensor i s l ocated on the si de of the #3 cyl i nder
head near the rear of fuel i njecti on pump (Fi g. 4).
ENGINE SPEED/CRANK POSITION SENSORMSA
INPUT
The engi ne speed sensor i s mounted to the trans-
mi ssi on bel l housi ng at the l eft/rear si de of the engi ne
bl ock (Fi g. 5).
The engi ne speed sensor produces i ts own output
si gnal . I f thi s si gnal i s not recei ved, the MSA wi l l not
al l ow the engi ne to start.
The engi ne speed sensor i nput i s used i n conjunc-
ti on wi th the fi rst i njector sensor to establ i sh fuel
i njecti on pump ti mi ng.
The fl ywheel has four notches at i ts outer edge
(Fi g. 6). Each notch i s spaced equal l y every 90. The
notches cause a pul se to be generated when they
pass under the speed sensor (Fi g. 6). These pul ses
are the i nput to the MSA. The i nput from thi s sensor
determi nes crankshaft posi ti on (i n degrees) by moni -
tori ng the notches.
The sensor al so generates an rpm si gnal to the
MSA. Thi s si gnal i s used as an i nput for the control
of the generator fi el d, vehi cl e speed control , and
i nstrument panel mounted tachometer.
I f the engi ne speed sensor shoul d fai l , the system
i s unabl e to compensate for the probl em and the car
wi l l stop.
AIR CONDITIONING (A/C) CONTROLSMSA
INPUTS
The A/C control system i nformati on appl i es to fac-
tory i nstal l ed ai r condi ti oni ng uni ts.
A/C REQUEST SIGNAL: When ei ther the A/C or
Defrost mode has been sel ected and the A/C l ow and
hi ghpressure swi tches are cl osed, an i nput si gnal i s
sent to the MSA. The MSA uses thi s i nput to cycl e
the A/C compressor through the A/C rel ay.
I f the A/C l ow or hi ghpressure swi tch opens, the
MSA wi l l not recei ve an A/C request si gnal . The PCM
wi l l then remove the ground from the A/C rel ay. Thi s
Fig. 4 Engine Coolant Temperature Sensor Location
Fig. 5 Engine Speed Sensor Location
wi l l deacti vate the A/C compressor cl utch. Al so, i f the
engi ne cool ant reaches a temperature outsi de normal
of i ts normal range, or i t overheats, the MSA wi l l
deacti vate the A/C cl utch.
BRAKE SWITCHMSA INPUT
When the brake l i ght swi tch i s acti vated, the MSA
recei ves an i nput i ndi cati ng that the brakes are
bei ng appl i ed. After recei vi ng thi s i nput, the MSA i s
used to control the speed control system. There i s a
Pri mary and a Secondary brake swi tch. The Second-
ary brake swi tch i s cl osed unti l the brake pedal i s
pressed.
DATA LINK CONNECTORPCM AND MSA INPUT
AND OUTPUT
The 16way data l i nk connector (di agnosti c scan
tool connector) l i nks the Di agnosti c Readout Box
(DRB) scan tool wi th the PCM and MSA. The data
l i nk connector i s l ocated under the i nstrument panel
near the bottom of steeri ng col umn. (Fi g. 7).
VEHICLE SPEED SENSORMSA INPUT
The vehi cl e speed sensor i s l ocated i n the extensi on
housi ng of the transmi ssi on (2WD)(Fi g. 8) or on the
transfer case extensi on housi ng (Fi g. 9). The sensor
i nput i s used by the MSA to determi ne vehi cl e speed
and di stance travel ed.
The speed sensor generates 8 pul ses per sensor
revol uti on. These si gnal s, i n conjuncti on wi th a
cl osed throttl e si gnal from the accel erator pedal posi -
ti on sensor, i ndi cate an i dl e decel erati on to the MSA.
When the vehi cl e i s stopped at i dl e, a rel eased pedal
si gnal i s recei ved by the MSA (but a speed sensor
si gnal i s not recei ved).
I n addi ti on to determi ni ng di stance and vehi cl e
speed, the output from the sensor i s used to control
speed control operati on.
SPEED CONTROLMSA INPUT
The speed control system provi des fi ve separate
i nputs to the MSA: On/Off, Set, Resume/Accel , Can-
cel , and Decel .. The On/Off i nput i nforms the MSA
that the speed control system has been acti vated.
The Set i nput i nforms the MSA that a fi xed vehi cl e
speed has been sel ected. The Resume i nput i ndi cates
Fig. 6 Speed Sensor Operation
Fig. 7 Data Link Connector Location
Fig. 8 Vehicle Speed SensorTypical
to the MSA that the previ ous fi xed speed i s
requested.
Speed control operati on wi l l start at 50 km/h142
km/h (3585 mph). The upper range of operati on i s
not restri cted by vehi cl e speed. I nputs that effect
speed control operati on are vehi cl e speed sensor and
accel erator pedal posi ti on sensor.
Refer to Group 8H for further speed control i nfor-
mati on.
ASD RELAYMSA INPUT
A 12 vol t si gnal at thi s i nput i ndi cates to the MSA
that the ASD rel ay has been acti vated. The ASD
rel ay i s l ocated i n the PDC. The PDC i s l ocated next
to the battery i n the engi ne compartment. For the
l ocati on of the rel ay wi thi n the PDC, refer to l abel on
PDC cover.
Thi s i nput i s used onl y to sense that the ASD rel ay
i s energi zed. I f the MSA does not see 12 vol ts (+) at
thi s i nput when the ASD rel ay shoul d be acti vated, i t
wi l l set a Di agnosti c Troubl e Code (DTC).
FIVE VOLT POWERMSA/PCM OUTPUT
Thi s ci rcui t suppl i es approxi matel y 5 vol ts to
power the Accel erator Pedal Posti on Sensor, and
Mass Ai r Fl ow Sensor.
ENGINE COOLANT GAUGEPCM OUTPUT
Refer to the I nstrument Panel and Gauges group
for addi ti onal i nformati on.
ENGINE OIL PRESSURE GAUGEPCM OUTPUT
Refer to the I nstrument Panel and Gauges group
for addi ti onal i nformati on.
GLOW PLUG LAMPPCM OUTPUT
The Gl ow Pl ug l amp (mal functi on i ndi cator l amp)
i l l umi nates on the message center each ti me the i gni -
ti on (key) swi tch i s turned on (Fi g. 10). I t wi l l stay
on for about two seconds as a bul b test.
SPEED CONTROLPCM OUTPUTS
These two ci rcui ts control the fuel quanti ty actua-
tor to regul ate vehi cl e speed. Refer to Group 8H for
Speed Control i nformati on.
AIR CONDITIONING RELAYMSA OUTPUT
Thi s ci rcui t control s a ground si gnal for operati on
of the A/C cl utch rel ay. Al so refer to Ai r Condi ti oni ng
(A/C) Control sMSA I nput for addi ti onal i nforma-
ti on.
The A/C rel ay i s l ocated i n the Power Di stri buti on
Center (PDC). The PDC i s l ocated next to the battery
i n the engi ne compartment. For the l ocati on of the
rel ay wi thi n the PDC, refer to l abel on PDC cover.
FUEL TIMING SOLENOIDMSA OUTPUT
The fuel ti mi ng sol enoi d i s l ocated on the bottom of
the fuel i njecti on pump (Fi g. 11).
Fig. 10 Glow Plug Lamp Symbol
Fig. 11 Fuel Timing Solenoid
Thi s 12(+) vol t, pul se wi dth modul ated (dutycycl e)
output control s the amount of fuel ti mi ng (advance)
i n the fuel i njecti on pump. The hi gher the duty-
cycl e, the l ower the advance. The l ower the duty-
cycl e, the more advanced the fuel ti mi ng.
The dutycycl e i s determi ned by the MSA from
i nputs i t recei ves from the fuel i njector sensor and
engi ne speed sensor.
TACHOMETERPCM OUTPUT
The PCM reci eves engi ne rpm val ues from the
MSA control l er, and then suppl i es engi ne rpm val ues
to the Body Control l er that then suppl i es the i nstru-
ment cl uster mounted tachometer (i f equi pped). Refer
to Group 8E for tachometer i nformati on.
GLOW PLUG RELAYMSA OUTPUT
When the i gni ti on (key) swi tch i s pl aced i n the ON
posi ti on, a si gnal i s sent to the MSA rel ati ng current
engi ne cool ant temperature. Thi s si gnal i s sent from
the engi ne cool ant temperature sensor.
After recei vi ng thi s si gnal , the MSA wi l l determi ne
i f, when and for how l ong a peri od the gl ow pl ug
rel ay shoul d be acti vated. Thi s i s done before, duri ng
and after the engi ne i s started. Whenever the gl ow
pl ug rel ay i s acti vated, i t wi l l control the 12V+ 100
amp ci rcui t for the operati on of the four gl ow pl ugs.
Wi th a col d engi ne, the gl ow pl ug rel ay and gl ow
pl ugs may be acti vated for a maxi mum ti me of 200
seconds. Refer to the fol l owi ng Gl ow Pl ug Control
chart for a temperature/ti me compari son of gl ow pl ug
rel ay operati on.
I n thi s chart, PreHeat and PostHeat ti mes are
menti oned. Preheat i s the amount of ti me the gl ow
pl ug rel ay ci rcui t i s acti vated when the i gni ti on (key)
swi tch i s ON, but the engi ne has yet to be started.
Postheat i s the amount of ti me the gl ow pl ug rel ay
ci rcui t i s acti vated after the engi ne i s operati ng. The
Gl ow Pl ug l amp wi l l not be i l l umi nated duri ng the
postheat cycl e.
GLOW PLUGS
Gl ow pl ugs are used to hel p start a col d or cool
engi ne. The pl ug wi l l heat up and gl ow to heat the
combusti on chamber of each cyl i nder. An i ndi vi dual
pl ug i s used for each cyl i nder. Each pl ug i s threaded
i nto the cyl i nder head above the fuel i njector (Fi g.
13).
Each pl ug wi l l momentari l y draw approxi matel y 25
amps of el ectri cal current duri ng the i ni ti al keyon
cycl e. Thi s i s on a col d or cool engi ne. After heati ng,
GLOW PLUG CONTROL
Fig. 13 Glow Plug
the current draw wi l l drop to approxi matel y 912
amps per pl ug.
Total momentary current draw for al l four pl ugs i s
approxi matel y 100 amps on a col d engi ne droppi ng to
a total of approxi matel y 40 amps after the pl ugs are
heated.
El ectri cal operati on of the gl ow pl ugs are con-
trol l ed by the gl ow pl ug rel ay. Refer to the previ ous
Gl ow Pl ug Rel ayMSA Output for addi ti onal i nfor-
mati on.
ELECTRIC VACUUM MODULATOR (EVM)MSA
OUTPUT
Thi s ci rcui t control s operati on of the El ectri c Vac-
uum Modul ator (EVM). The EVM (Fi g. 12) control s
operati on of the EGR val ve.
Refer to Group 25, Emi ssi on Control System for
i nformati on. See El ectri c Vacuum Modul ator.
DIESEL DIAGONSTICS
The MSA control l ers perform engi ne off di agonsti c
tests, whi ch may be heard for about 60 seconds after
turni ng the key off.
ASD RELAY TEST
To perform a test of the rel ay and i ts rel ated ci r-
cui try, refer to the DRB scan tool . To test the rel ay
onl y, refer to Rel aysOperati on/Testi ng i n thi s sec-
ti on of the group.
ENGINE SPEED SENSOR TEST
To perform a test of the engi ne speed sensor and
i ts rel ated ci rcui try, refer to the DRB scan tool .
ENGINE COOLANT TEMPERATURE SENSOR TEST
For a l i st of Di agnosti c Troubl e Codes (DTCs) for
certai n fuel system components, refer to On-Board
Di agnosti cs i n Group 25, Emi ssi on Control System.
To test the sensor onl y, refer to the fol l owi ng:
(1) Di sconnect wi re harness connector from cool ant
temperature sensor.
(2) Test the resi stance of the sensor wi th a hi gh
i nput i mpedance (di gi tal ) vol tohmmeter. The resi s-
tance (as measured across the sensor termi nal s)
shoul d be l ess than 1340 ohms wi th the engi ne
warm. Refer to the fol l owi ng Sensor Resi stance
(OHMS) chart. Repl ace the sensor i f i t i s not wi thi n
the range of resi stance speci fi ed i n the chart.
(3) Test conti nui ty of the wi re harness. Do thi s
between the MSA wi re harness connector and the
sensor connector termi nal . Al so test conti nui ty of
wi re harness to the sensor connector termi nal . Refer
Location
SENSOR RESISTANCE (OHMS)
to Group 8W for wi ri ng connector and ci rcui try i nfor-
mati on. Repai r the wi re harness i f an open ci rcui t i s
i ndi cated.
(4) After tests are compl eted, connect el ectri cal
connector to sensor.
GLOW PLUG TEST
Hard starti ng or a rough i dl e after starti ng may be
caused by one or more defecti ve gl ow pl ugs. Before
testi ng the gl ow pl ugs, a test of the gl ow pl ug rel ay
shoul d be performed. Thi s wi l l ensure that 12V+ i s
avai l abl e at the pl ugs when starti ng the engi ne.
Refer to the Gl ow Pl ug Rel ay Test for i nformati on.
For accurate test resul ts, the gl ow pl ugs shoul d be
removed from the engi ne. The pl ugs must be checked
when col d. Do not check the plugs if the engine
has recently been operated. If plugs are
checked when warm, incorrect amp gauge
readings will result.
Use Churchi l l Gl ow Pl ug Tester DX.900 or an
equi val ent (Fi g. 15) for the fol l owi ng tests. Thi s
tester i s equi pped wi th 4 ti mer l amps.
(1) Remove the gl ow pl ugs from the engi ne. Refer
to Gl ow Pl ug Removal /I nstal l ati on.
(2) Attach the red l ead of the tester to the 12V+
(posi ti ve) si de of the battery.
(3) Attach the bl ack l ead of the tester to the 12V
(negati ve) si de of the battery.
(4) Fi t the gl ow pl ug i nto the top of the tester and
secure i t wi th the spri ng l oaded bar (Fi g. 15).
(5) Attach the thi rd l ead wi re of the tester to the
el ectri cal termi nal at the end of the gl ow pl ug.
(6) When performi ng the test, the tester button
(Fi g. 15)shoul d be hel d conti nuousl y wi thout rel ease
for 20 seconds as i ndi cated by the 4 ti mer l amps.
Each i l l umi nated l amp represents a 5 second ti me
l apse.
(a) Press and hol d the tester button (Fi g. 15)and
note the amp gauge readi ng. The gauge readi ng
shoul d i ndi cate a momentary, i ni ti al current draw
(surge) of approxi matel y 25 amps. After the i ni ti al
surge, the amp gauge readi ng shoul d begi n to fal l
off. The gl ow pl ug ti p shoul d start to gl ow an
orange col or after 5 seconds. I f the ti p di d not gl ow
after 5 seconds, repl ace the gl ow pl ug. Before di s-
cardi ng the gl ow pl ug, check the posi ti on of the ci r-
cui t breaker on the bottom of the pl ug tester. I t
may have to be reset. Reset i f necessary.
(b) Conti nue to hol d the tester button whi l e
observi ng the amp gauge and the 4 ti mer l amps.
When al l 4 l amps are i l l umi nated, i ndi cati ng a 20
second ti me l apse, the amp gauge readi ng shoul d
i ndi cate a 912 amp current draw. I f not, repl ace
the gl ow pl ug. Refer to Gl ow Pl ug Removal /I nstal -
l ati on.
(7) Check each gl ow pl ug i n thi s manner usi ng one
20 second cycl e. I f the gl ow pl ug i s to be retested, i t
must fi rst be al l owed to cool to room temperature.
WARNING: THE GLOW PLUG WILL BECOME
EXTREMELY HOT (GLOWING) DURING THESE
TESTS. BURNS COULD RESULT IF IMPROPERLY
HANDLED. ALLOW THE GLOW PLUG TO COOL
BEFORE REMOVING FROM TESTER.
(8) Remove the gl ow pl ug from the tester.
GLOW PLUG RELAY TEST
The gl ow pl ug rel ay i s l ocated i n the engi ne com-
partment on the l efti nner fender (Fi g. 16).
When the i gni ti on (key) swi tch i s pl aced i n the ON
posi ti on, a si gnal i s sent to the MSA rel ati ng current
engi ne cool ant temperature. Thi s si gnal i s sent from
the engi ne cool ant temperature sensor.
After recei vi ng thi s si gnal , the MSA wi l l determi ne
i f, when and for how l ong a peri od the gl ow pl ug
rel ay shoul d be acti vated. Thi s i s done before, duri ng
and after the engi ne i s started. Whenever the gl ow
pl ug rel ay i s acti vated, i t wi l l control the 12V+ 100
amp ci rcui t for the operati on of the four gl ow pl ugs.
The Gl ow Pl ug l amp i s ti ed to thi s ci rcui t. Lamp
operati on i s al so control l ed by the MSA.
Wi th a col d engi ne, the gl ow pl ug rel ay and gl ow
pl ugs may be acti vated for a maxi mum ti me of 200
seconds. Refer to the Gl ow Pl ug Control chart for a
temperature/ti me compari son of gl ow pl ug rel ay oper-
ati on.
I n thi s chart, PreHeat and PostHeat ti mes are
menti oned. Preheat i s the amount of ti me the gl ow
Fig. 15 Typical Glow Plug Tester
pl ug rel ay ci rcui t i s acti vated when the i gni ti on (key)
swi tch i s ON, but the engi ne has yet to be started.
Postheat i s the amount of ti me the gl ow pl ug rel ay
ci rcui t i s acti vated after the engi ne i s operati ng. The
Gl ow Pl ug l amp wi l l not be i l l umi nated duri ng the
postheat cycl e.
TESTING:
Di sconnect and i sol ate the el ectri cal connectors
(Fi g. 17)at al l four gl ow pl ugs. Wi th the engi ne cool
or col d, and the key i n the ON posi ti on, check for
1012 vol ts + at each el ectri cal connector. 1012 vol ts
+ shoul d be at each connector whenever the MSA i s
operati ng i n the preheat or postheat cycl es (refer
to the fol l owi ng Gl ow Pl ug Control chart). Be very
careful not to allow any of the four discon-
nected glow plug electrical connectors to con-
tact a metal surface. When the key is turned to
the ON position, approximately 100 amps at 12
volts is supplied to these connectors.I f 1012
vol ts + i s not avai l abl e at each connector, check con-
ti nui ty of wi ri ng harness di rectl y to the rel ay. I f con-
ti nui ty i s good di rectl y to the rel ay, the faul t i s ei ther
wi th the rel ay or the rel ay i nput from the MSA. To
test the rel ay onl y, refer to Rel aysOperati on/Test-
i ng i n thi s secti on of the group. I f the rel ay test i s
good, refer to the DRB scan tool .
RELAYSOPERATION/TESTING
The following description of operation and
tests apply only to the ASD and other relays.
The termi nal s on the bottom of each rel ay are num-
bered (Fi g. 18).
OPERATION
Termi nal number 30 i s connected to battery vol t-
age. For both the ASD and other rel ays, termi nal 30
i s connected to battery vol tage at al l ti mes.
The MSA grounds the coi l si de of the rel ay
through termi nal number 85.
Termi nal number 86 suppl i es vol tage to the coi l
si de of the rel ay.
When the PCM de-energi zes the ASD and other
rel ays, termi nal number 87A connects to termi nal 30.
Thi s i s the Off posi ti on. I n the off posi ti on, vol tage i s
not suppl i ed to the rest of the ci rcui t. Termi nal 87A
i s the center termi nal on the rel ay.
Fig. 17 Wiring Connection at Glow Plug
GLOW PLUG CONTROL
When the MSA energi zes the ASD and other
rel ays, termi nal 87 connects to termi nal 30. Thi s i s
the On posi ti on. Termi nal 87 suppl i es vol tage to the
rest of the ci rcui t.
TESTING
The fol l owi ng procedure appl i es to the ASD and
other rel ays.
(1) Remove rel ay from connector before testi ng.
(2) Wi th the rel ay removed from the vehi cl e, use
an ohmmeter to check the resi stance between termi -
nal s 85 and 86. The resi stance shoul d be between 75
5 ohms.
(3) Connect the ohmmeter between termi nal s 30
and 87A. The ohmmeter shoul d show conti nui ty
between termi nal s 30 and 87A.
(4) Connect the ohmmeter between termi nal s 87
and 30. The ohmmeter shoul d not show conti nui ty at
thi s ti me.
(5) Connect one end of a jumper wi re (16 gauge or
smal l er) to rel ay termi nal 85. Connect the other end
of the jumper wi re to the ground si de of a 12 vol t
power source.
(6) Connect one end of another jumper wi re (16
gauge or smal l er) to the power si de of the 12 vol t
power source. Do not attach the other end of the
jumper wire to the relay at this time.
WARNING: DO NOT ALLOW OHMMETER TO CON-
TACT TERMINALS 85 OR 86 DURING THIS TEST.
(7) Attach the other end of the jumper wi re to
rel ay termi nal 86. Thi s acti vates the rel ay. The ohm-
meter shoul d now show conti nui ty between rel ay ter-
mi nal s 87 and 30. The ohmmeter shoul d not show
conti nui ty between rel ay termi nal s 87A and 30.
(8) Di sconnect jumper wi res.
(9) Repl ace the rel ay i f i t di d not pass the conti nu-
i ty and resi stance tests. I f the rel ay passed the tests,
i t operates properl y. Check the remai nder of the ASD
and other rel ay ci rcui ts. Refer to group 8W, Wi ri ng
Di agrams.
MASS AIR FLOW SENSOR
The Mass Ai r Fl ow (MAF) sensor can onl y be
tested by checki ng for a faul t code stored i n the
MSA. I f the mass ai r fl ow sensor stops functi oni ng,
you wi l l experi ence a l oss of power, as i f you had no
turbocharger operati on. The MSA may i ndi cate no
turbo operati on i f there i s no si gnal from the MAF
sensor. I f the sensor sets a faul t and no l oss of power
then check to see i f there i s a cl ogged ai r fi l ter.
VEHICLE SPEED SENSOR TEST
To perform a test of the sensor and i ts rel ated ci r-
cui try, refer to DRB scan tool .
DIAGNOSTIC TROUBLE CODES
For a l i st of Di agnosti c Troubl e Codes (DTCs),
refer to Group 25, Emi ssi on Control System for i nfor-
mati on. See On-Board Di agnosti cs.
ASD RELAY
The ASD rel ay i s l ocated i n the PDC. For the l oca-
ti on of the rel ay wi thi n the PDC, refer to l abel on
PDC cover.
A/C CLUTCH RELAY
The A/C cl utch rel ay i s l ocated i n the PDC. For the
l ocati on of the rel ay wi thi n the PDC, refer to l abel on
PDC cover.
ENGINE SPEED SENSOR
The engi ne speed sensor i s mounted to the trans-
mi ssi on bel l housi ng at the rear of the engi ne bl ock
(Fi g. 19).
REMOVAL
(1) Di sconnect the harness (on the sensor) from
the mai n el ectri cal harness.
(2) Remove the sensor mounti ng bol ts.
(3) Remove the sensor.
Fig. 18 ASD and Other Relay Terminals
INSTALLATION
(1) I nstal l the sensor fl ush agai nst the openi ng i n
the transmi ssi on housi ng.
(2) I nstal l and ti ghten the sensor mounti ng bol t to
19 Nm (14 ft. l bs.) torque.
(3) Connect the el ectri cal connector to the sensor.
REMOVAL
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
MUST BE PARTIALLY DRAINED BEFORE REMOV-
ING THE COOLANT TEMPERATURE SENSOR.
REFER TO GROUP 7, COOLING.
(1) Parti al l y drai n cool i ng system. Refer to Group
7, Cool i ng.
(2) Di sconnect el ectri cal connector from sensor.
(3) Remove sensor from cyl i nder head.
INSTALLATION
(1) I nstal l a new copper gasket to sensor.
(2) I nstal l sensor to cyl i nder head.
(3) Ti ghten sensor to 18 Nm (13 ft. l bs.) torque.
(4) Connect el ectri cal connector to sensor.
(5) Repl ace any l ost engi ne cool ant. Refer to Group
7, Cool i ng System.
GLOW PLUGS
The gl ow pl ugs are l ocated above each fuel i njector
(Fi g. 21). Four i ndi vi dual pl ugs are used.
Fig. 19 Engine Speed Sensor
Location
Fig. 21 Glow Plug
Fig. 22 Glow Plug Electrical Connector
REMOVAL
(1) Di sconnect the negati ve battery cabl e at the
battery.
(2) Cl ean the area around the gl ow pl ug wi th com-
pressed ai r before removal .
(3) Di sconnect el ectri cal connector (Fi g. 22) at gl ow
pl ug.
(4) Remove the gl ow pl ug (Fi g. 21) from cyl i nder
head.
INSTALLATION
(1) Appl y hi ghtemperature anti sei ze compound
to gl ow pl ug threads before i nstal l ati on.
(2) I nstal l the gl ow pl ug i nto the cyl i nder head.
Ti ghten to 23 Nm (203 i n. l bs.) torque.
(3) Connect battery cabl e to battery.
GLOW PLUG RELAY
The gl ow pl ug rel ay i s l ocated i n the engi ne com-
partment on the l efti nner fender (Fi g. 23).
REMOVAL
battery.
(2) Remove rel ay mounti ng bol t.
(3) Di sconnect el ectri cal connector at rel ay and
remove rel ay.
INSTALLATION
(1) Check condi ti on of el ectri cal connector for dam-
age or corrosi on. Repai r as necessary.
(2) I nstal l el ectri cal connector to rel ay.
(3) I nstal l rel ay to i nner fender.
(4) Connect battery cabl e to battery.
POWERTRAIN CONTROL MODULE (PCM)
The PCM i s mounted to a bracket mounted to the
i nner si de of the ri ght fender wel l behi nd the ai r
cl eaner assembl y.(Fi g. 24).
REMOVAL
battery.
(2) Loosen the 60Way connector (Fi g. 24). The
el ectri cal connector has a sl i di ng bar whi ch moves
i nward to l ock or outward to unl ock.
(3) Remove the el ectri cal connector by pul l i ng
strai ght out.
(4) Remove PCM.
INSTALLATION
(1) After the PCM el ectri cal connector has been
separated from the PCM, i nspect the pi ns for corro-
si on, bei ng spread apart, bent or mi sal i gned. Al so
i nspect the pi n hei ghts i n the connector. I f the pi n
hei ghts are di fferent, thi s woul d i ndi cate a pi n has
separated from the connector. Repai r as necessary.
(2) Engage 60way connector i nto PCM. Move
sl i de bar to l ock connector.
(3) Connect negati ve cabl e to battery.
VEHICLE SPEED SENSOR
The vehi cl e speed sensor (Fi g. 25) i s l ocated on the
extensi on housi ng of the transmi ssi on for 2 wheel
dri ve vehi cl e, or on the transfer case housi ng for 4
wheel dri ve vehi cl es (Fi g. 26).
REMOVAL
(1) Rai se and support vehi cl e.
Fig. 24 PCM Location
(2) Cl ean the area around the sensor before
removal .
(3) Di sconnect the el ectri cal connector from the
sensor (Fi g. 27).
(4) Remove the sensor mounti ng bol t (Fi g. 27).
(5) Pul l the sensor from the speedometer pi ni on
gear adapter for removal .
INSTALLATION
(1) I nstal l new sensor i nto speedometer gear
adapter.
(2) Ti ghten sensor mounti ng bol t. To prevent dam-
age to sensor or speedometer adapter, be sure the
sensor i s mounted fl ush to the adapter before ti ght-
eni ng.
(3) Connect el ectri cal connector to sensor.
SPECIFICATIONS
GLOW PLUG CURRENT DRAW
Initial Current Draw: Approxi matel y 2225
amps per pl ug.
After 20 seconds of operation: Approxi matel y
912 amps per pl ug.
Fig. 25 Vehicle Speed Sensor Location2 Wheel
Drive
Fig. 26 Vehicle Speed Sensor Location4WD
Fig. 27 Sensor Removal/InstallationTypical
TORQUE CHART2. 5L DIESEL
SPECIFICATIONS (Continued)

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