Pgina 1 de 402
1999 ENGINE
Engine Electrical
SPECIFICATIONS
FASTENER TIGHTENING SPECIFICATIONS
Fastener Tightening Specifications
Application
A/C Compressor Mounting Bolt (Gasoline Engine)
BAT Terminal Nut (21-SI 200 Generator)
Battery Positive Cable Nut (PG-260)
Battery Positive Cable Nut (37-MT/300)
Battery Positive Cable Nut (37-MT/350)
Battery Positive Cable to Starter Nut (Gasoline Engine)
Battery Positive Cable to Starter Nut (7.2L Diesel
Engine)
Battery Side Post Terminal Bolt
Battery Top Bar Nut
Battery Top Post Terminal Nut
Coil Bracket Bolt
Coil Bracket Nut
Commutator End Frame Ground Cable Nut (37MT/300)
Commutator End Frame Ground Cable Nut (37MT/350)
Distributor Bolt
Drive Housing to Lever Housing Screws (37-MT)
End Frame Bolts (37-MT)
Engine Temperature Sensor Bolt
Ether Capsule Bracket Clamp
Ether Injector Control Valve and Bracket Mounting
Bolt
Ether Injector Tube Connector Nut
Ether Injector Tube Connector to Ether Injector
Control Valve Assembly
Ether Tube Connector to Ether Injector Nozzle
Field Connector to Field Terminal Screw (37-MT)
Field Connector to Solenoid Screw (37-MT)
Field Frame Ground Cable Nut (37-MT/350)
Frame to Engine Cable, Engine Side Bolt (Gasoline
Engine)
Frame to Engine Cable, Frame Side Nut (Gasoline
Specification
Metric
English
145 N.m
33 lb ft
20 N.m
14 lb ft
10 N.m
89 lb in
30 N.m
22 lb ft
30 N.m
22 lb ft
10 N.m
89 lb in
30 N.m
22 lb ft
17 N.m
17 N.m
23 N.m
28 N.m
33 N.m
13 lb ft
13 lb ft
17 lb ft
17 lb ft
24 lb ft
30 N.m
22 lb ft
30 N.m
22 lb ft
27 N.m
24 N.m
5.6 N.m
40 N.m
2 N.m
20 lb ft
18 lb ft
50 lb in
30 lb ft
18 lb in
25 N.m
18 lb ft
4 N.m
35 lb in
3 N.m
27 lb in
30 N.m
3.4 N.m
3.4 N.m
30 N.m
22 lb ft
30 lb in
30 lb in
22 lb ft
30 N.m
22 lb ft
30 N.m
22 lb ft
sca.net
Engine)
Frame to Starter Cable, Frame Side (7.2L Diesel
Engine)
Frame to Starter Cable, Starter Side (7.2L Diesel
Engine)
Generator Adjusting Bracket Mounting Bolt (7.2L
Diesel Engine)
Generator Ground Strap Bolt (Gasoline Engine)
Generator Ground Strap Bolt (7.2L Diesel Engine)
Generator Ground Strap to Engine Bolt (Gasoline
Engines)
Generator Ground Strap to Engine Bolt (7.2L Diesel
Engine)
Generator Ground Strap to Generator Nut (Gasoline
Engine)
Generator Ground Strap to Generator Bolt (7.2L Diesel
Engine)
Generator Indicator Terminal Nut (7.2L Diesel Engine)
Generator Mounting (Bottom) Bolt (Gasoline Engine)
Generator Mounting (Bottom) Bolt (7.2L Diesel
Engine)
Generator Mounting (Rear) Bolt (Gasoline Engine)
Generator Mounting (Top) Bolt (Gasoline Engine)
Generator Mounting (Top) Bolt (7.2L Diesel Engine)
Generator Mounting Bracket Bolt (Gasoline Engine)
Generator Output Terminal Nut (All Engines)
Generator Rear Mounting Bracket Bolt (Gasoline
Engine)
Generator Relay Terminal Nut (7.2L Diesel Engine)
Generator Shaft Nut (Gasoline Engine)
Generator Shaft Nut (7.2L Diesel Engine)
Generator Through Bolts (21-SI 200 Generator)
Ground Lead to Commutator End Terminal Nut (37MT)
Ground Lead to Solenoid Terminal Nut (37-MT)
Heat Shield Bolt (PG-260)
Heat Shield (Rear) Bolt (PG-260)
Hold Down Bolt (Side Post)
Lever Housing to Field Frame Bolts (37-MT)
Negative Battery Cable Extension to Frame Bolt
Negative Battery Cable to Frame Bolt
Positive Cable Post Nut (Nylon) (CS-130 Generator)
Positive Cable Post Nut (Free Running) (CS-130
Generator)
Positive Cable Post Nut (CS-130D Generator)
Pgina 2 de 402
28 N.m
21 lb ft
30 N.m
22 lb ft
73 N.m
54 lb ft
17 N.m
11 N.m
13 lb ft
97 lb in
17 N.m
13 lb ft
32 N.m
24 lb ft
45 N.m
33 lb ft
11 N.m
97 lb in
2 N.m
45 N.m
18 lb in
33 lb ft
71 N.m
52 lb ft
40 N.m
45 N.m
88 N.m
50 N.m
20 N.m
30 lb ft
33 lb ft
65 lb ft
37 lb ft
14 lb in
50 N.m
37 lb ft
2 N.m
100 N.m
100 N.m
5.5 N.m
18 lb in
75 lb ft
75 lb ft
50 lb in
30 N.m
22 lb ft
3 N.m
12 N.m
55 N.m
23 N.m
20 N.m
33 N.m
30 N.m
7 N.m
27 lb in
106 lb in
48 lb ft
17 lb ft
15 lb ft
24 lb ft
22 lb ft
62 lb in
12 N.m
106 lb in
18 N.m
13 lb ft
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18 N.m
100 N.m
100 N.m
3 N.m
2.5 N.m
2.5 N.m
8 N.m
2.5 N.m
18 N.m
3 N.m
40 N.m
70 N.m
70 N.m
2 N.m
3 N.m
3 N.m
13 lb ft
74 lb ft
74 lb ft
25 lb in
22 lb in
22 lb in
71 lb in
22 lb in
13 lb ft
26 lb in
30 lb ft
52 lb ft
52 lb ft
18 lb in
27 lb in
27 lb in
2.5 N.m
22 lb in
8.5 N.m
25 N.m
75 lb in
18 lb ft
GENERAL SPECIFICATIONS
Battery Temperature and Minimum Voltage
Estimated Temperature
21C
10C
0C
-10C
-18C
Estimated Temperature
70F
50F
32F
15F
0F
Minimum Voltage
Header
9.6 V
9.4 V
9.1 V
8.8 V
8.5 V
BATTERY USAGE
A battery has two ratings:
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Reserve capacity
Cold cranking amperage
Reserve Capacity
The reserve capacity estimates how long the vehicle can drive without generator output under the
following conditions:
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With minimum electrical load (most of the accessories are turned off).
Reserve capacity is the maximum amount of time (in minutes) necessary for a charged battery to reach
a terminal voltage of 10.5 volts. The battery must have been discharged at a constant rate of 25 amperes
and a constant temperature of 27C (80F). The following factors affect the life of a battery:
z
z
z
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Temperatures
Current draws
The state of charge
The condition of the battery
The Cold Cranking Amperage (CCA) determines the battery's ability to crank the engine in cold
temperatures. The battery must maintain the minimum amperage rating for 30 seconds at -18C (0F) at
7.2 volts. A battery's performance will vary depending on the actual temperature.
Battery Specifications
Catalog Number
810
812
1110
1150
31-900CT
Cold Cranking
Amperes Rating
600
770
750
625
900
Reserve Capacity
(Minutes)
115
115
160
180
160
Load Test @
10 Volts
AMPS
Maximum
190 AMPS
Load Test @
10 Volts
RPM
Minimum
3,000 RPM
Hold-In
AMPS
12-14
Hold-In
Volts
10
Load Test @
10 Volts
RPM
Maximum
5,600 RPM
Hold-In
Ohms
0.76 0.81
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Diesel Engine
37-MT/300
37-MT/350
120 AMPS
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160 AMPS
6,000 RPM
8,700 RPM
Hold-In
AMPS
16-20
Hold-In Volts
10
Volts
12
Load Test @
10 Volts
RPM
Minimum
Load Test @
10 Volts
RPM
Maximum
6,500 RPM
11,000 RPM
Rated Output
145 A
124 A
160 A
130 A
100 A
Load Test
101 A
86 A
112 A
91 A
70 A
Cold
Output
AMPS
45
150
60
100
57
130
Cold
Output
RPM
1600
5000
1600
6500
1600
6500
Rated
Output
AMPS
160
160
100
100
130
130
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Pgina 6 de 402
Icon Definition
Refer to HANDLING
ELECTROSTATIC DISCHARGE
SENSITIVE PARTS NOTICE
IMPORTANT:
The Cat Diesel charging system
circuit has a resistance wire for circuit
25 (WHT). The wire provides a
resistive current flow to the generator.
The resistance wire will allow the
generator to operate properly even if
the charge indicator circuit fails or the
charge indicator bulb burns out.
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COMPONENT LOCATOR
ENGINE ELECTRICAL COMPONENTS
Engine Electrical Component Locations
Name
Battery
Battery Junction
Block
Location
Locator View
Power and
On the outboard side of the right
Grounding
frame rail
Component Views
in Wiring Systems
On the front lower right side of
the bulkhead, in the engine
compartment
Power and
Grounding
Component Views
in Wiring Systems
Power and
On the outboard side of the right
Battery, Center
Grounding
frame rail, between the inboard
(Triple Batteries)
Component Views
and outboard batteries
in Wiring Systems
Connector End
View
Power and
Grounding
Connector End
Views in Wiring
Systems
Power and
Grounding
Connector End
Views in Wiring
Systems
Power and
Grounding
Connector End
Views in Wiring
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Battery, Inboard
(Dual Batteries)
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Power and
On the outboard side of the right
Grounding
frame rail
Component Views
in Wiring Systems
Power and
Battery, Outboard On the outboard side of the right
Grounding
(Dual Batteries) frame rail
Component Views
in Wiring Systems
Ether Injector
On the right side of the
Control Valve (Cat
bulkhead
Diesel)
Ether
Injector/Engine
Coolant
Temperature (ETC)
Switch (Cat
Diesel)
Generator (Cat
Diesel)
Engine Controls
Component Views
in Engine Controls7.2L (Caterpillar)
Engine Controls
On the rear of the engine, on the Component Views
cylinder head
in Engine Controls7.2L (Caterpillar)
On the upper right side of the
engine
Engine Electrical
Component Views
Engine Electrical
Component Views
C2 (ring terminal)
Engine Electrical
Component Views
C3 (2 cavities)
Engine Electrical
Component Views
Engine Electrical
Component Views
Generator
(Gasoline)
Systems
Power and
Grounding
Connector End
Views in Wiring
Systems
Power and
Grounding
Connector End
Views in Wiring
Systems
Engine Controls
Connector End
Views in Engine
Controls-7.2L
(Caterpillar)
Engine Controls
Connector End
Views in Engine
Controls-7.2L
(Caterpillar)
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Component Views
C2 (4 cavities)
Engine Electrical
Component Views
Generator Fuse
Engine Electrical
Component Views
Hourmeter
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Ignition Switch
C1 (5 cavities)
C2 (4 cavities)
Instrument Panel
Cluster (IPC)
C2 (4 cavities)
(Cat Diesel)
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Transmission
Controls Connector
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Neutral Switch
(Automatic
Transmission)
Powertrain Control
Module (PCM) On the left rear side of the
(Cat Electronic engine block
Diesel)
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Component Views
in Automatic
TransmissionAllison
Engine Controls
Component Views
in Engine Controls7.2L (Caterpillar)
Engine Controls
Powertrain Control
On bulkhead, right hand side of Component Views
Module (PCM)
engine compartment
in Engine Controls(Gasoline)
7.4L
C1 (80 cavities)
C2 (80 cavities)
Starter Motor
Engine Electrical
Component Views
Engine Electrical
Component Views
Engine Electrical
Component Views
Engine Electrical
Component Views
End Views in
Automatic
TransmissionAllison
Engine Controls
Connector End
Views in Engine
Controls-7.2L
(Caterpillar)
Engine Controls
Connector End
Views in Engine
Controls-7.4L
Engine Controls
Connector End
Views in Engine
Controls-7.4L
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
Engine Electrical
Component Views
Engine Electrical
Component Views
Engine Electrical
Connector End
Views
Engine Electrical
Component Views
Engine Electrical
Component Views
Engine Electrical
Connector End
Views
Engine Electrical
Connector End
Views
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Starter Solenoid
(Cat Diesel)
C1 (34 cavities)
C2 (34 cavities)
C3 (34 cavities)
C106A (1 cavity)
(Cat Diesel and
HD Starter with
Overcrank
Pgina 15 de 402
Engine Electrical
Connector End
Views
Engine Electrical
Component Views
Engine Electrical
Connector End
Views
Engine Electrical
Component Views
Engine Electrical
Connector End
Views
Engine Electrical
Component Views
Engine Electrical
Connector End
Views
Engine Electrical
Component Views
Engine Electrical
Connector End
Views
Transmission
Controls
Component Views
in Automatic
Transmission Allison
Transmission
Transmission
Controls
Controls Connector
Component Views
End Views in
Automatic
in Automatic
Transmission TransmissionAllison
Allison
Transmission
Transmission
Controls
Controls Connector
Component Views
End Views in
Automatic
in Automatic
Transmission Transmission Allison
Allison
Transmission
Transmission
Controls
Controls Connector
Component Views
End Views in
Automatic
in Automatic
Transmission Transmission Allison
Allison
-
Inline Harness
Connector End
Views in Wiring
Systems
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Protection
In the engine harness to the
C106A (1 cavity)
engine harness, near the starter
(Cat Diesel)
solenoid breakout
C106B (1 cavity)
(Cat Diesel and
HD Starter with
Overcrank
Protection)
Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems
Inline Harness
Connector End
Views in Wiring
Systems
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P100
P101
S119
S131
S148
S150
S182 (Cat Diesel)
S185
S191
S200
S202 (Cat Diesel)
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S211
S231
S243
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4
5
6
7
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Component Name
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Fig. 14: Generator To Engine Ground Strap Components, Upper Right Forward View (LG5)
Generator To Engine Ground Strap Components, Upper Right Forward View (LG5)
Callout
Component Name
1
Generator
2
Generator Ground Strap
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Fig. 15: Generator To Engine Ground Strap Wiring, Upper Right Side Forward View (LP4/L21)
Generator To Engine Ground Strap Wiring, Upper Right Side Forward View (LP4/L21)
Callout
Component Name
1
Generator
2
Generator Ground Strap
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Fig. 19: Daytime Running Lamp (DRL) Harness To Diode Module, Left Side Front View
Daytime Running Lamp (DRL) Harness To Diode Module, Left Side Front View
Callout
Component Name
Tractor Marker Lamps Relay or Column Shift Relay (LG5) or Transmission
1
Park Column Switch Relay (LP4/L21)
2
Lighting Relay
3
Ignition Relay 3
4
Ignition Relay 1
5
Horn Relay
6
Relay Center
7
Blower Relay 2
8
Daytime Running Lights (DRL) Control Module Break Out
9
Blower Relay 1
10
Accessory Relay
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11
12
13
14
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Wire Color
GRY
ORN/BLK
PNK
BLK/WHT
BLK
12064766
z 8 Way F Metri-Pack 150 Series (BLU)
Circuit No.
Function
8
Instrument Panel Lamp Feed
1786
Transmission Park/Neutral Signal
Not Used
39
Fuse Output-Ignition
451
Engine Control Module Ground
Not Used
250
Ground
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Wire Color
ORN
LT GRN
WHT
GRY
DK GRN
WHT
RED
PPL
WHT
PPL
YEL
DK BLU
BLK
YEL/BLK
-
19
LT BLU
20
ORN
21
RED/BLK
Pgina 34 de 402
29511365
z 31 Way F, (BLK)
Circuit No.
Function
1991
Shift Solenoid A Return
1527
Shift Solenoid C Feed
1532
Shift Solenoid G Feed
597
Reference Voltage Feed 5 Volt Reference
1531
Shift Solenoid F Feed
1994
Shift Solenoid F Output
1525
Shift Solenoid A Feed
1992
Shift Solenoid B Return
1526
Shift Solenoid B Feed
1529
Shift Solenoid E Feed
1993
Shift Solenoid C Return
1528
Shift Solenoid D Feed
407
Sensor Return
1227
Transmission Temperature Sensor Signal
Not Used
Transmission Turbine Speed Switch
1984
Return
Transmission Turbine Speed Switch
1983
Signal
645
Sensor Return
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22
23
24-31
RED
WHT
-
1226
1971
-
Pgina 35 de 402
3
Transmission Oil Level Sensor Signal
Not Used
Automatic Transmission Shift Selector (MD Transmission) Connector End View & Circuit ID
12160493
z 20 Way F Metri-Pack 100 W Series, Sealed
(GRY)
Circuit No.
Function
Transmission Position Switch Signal Bit
771
1
Transmission Position Switch Signal Bit
772
2
Transmission Position Switch Signal Bit
773
3
Transmission Position Switch Signal Bit
1371
4
Transmission Position Switch Signal
776
Party Bit
Not Used
1373
Transmission Shift Selector Mode Signal
598
Reference Voltage Feed 5 Volt Reference
1351
Ground/Clean
1940
Fuse Output Battery Type III Fuse
Transmission Shift Selector Display
1378
Signal
150
Ground
z
Wire Color
BLK/WHT
YEL
GRY
LT GRN
WHT
L
M
N
P
R
DK GRN
GRY
BLK/WHT
ORN
DK BLU
BLK
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U
V
GRY
BLK
8
150
Pgina 36 de 402
Wire Color
GRY
PPL
12033711
z 2 Way F Metri-Pack 480 Series, (BLU)
Circuit No.
Function
48
Clutch Switch Signal Clutch Anticipate
806
Fuse Output Crank Type III Fuse
z
Ether Injector-Engine Coolant Temperature (ECT) Switch Connector End View & Circuit ID
z
z
12010973
2 Way M Weather Pack (BLK)
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Pin
Wire Color
Circuit No.
ORN/BLK
434
TAN
1997
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Function
Transmission Mounted Neutral Safety
Switch Signal
Ether Solenoid Feed
Wire Color
TAN
BLK
12040872
z 2 Way M Weather Pack Shroud Type (BLK)
Circuit No.
Function
1997
Ether Solenoid Feed
150
Ground
z
Wire Color
PNK
BRN
PPL
12124898
z 4 Way F, Metri-Pack Mixed, Sealed (GRY)
Circuit No.
Function
339
Fuse Output Ignition 1 Type III Fuse
25
Charge Indicator Lamp Output
1477
Generator Output Tachometer Pulse
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RED
442
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Wire Color
RED
BRN
12052315
z 2 Way F, Metri-Pack 630 Series, Sealed (GRY)
Circuit No.
Function
442
Fuse Output-Battery
25
Charge Indicator Lamp Output
z
z
z
12066681
2 Way F, Metri-Pack 630 Series (BLK)
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Pin
Wire Color
Circuit No.
YEL
53
PPL
1477
Pgina 39 de 402
Function
Fuse Output Generator Tachometer Pulse
Type III Fuse
Generator Output Tachometer Pulse
Wire Color
ORN/BLK
ORN/BLK
12040753
z 2 Way F Metri-Pack 150 Series, P2S (BLK)
Circuit No.
Function
Transmission Mounted Neutral Safety
434
Switch Signal
Transmission Mounted Neutral Safety
434
Switch Signal
z
Wire Color
DK GRN/WHT
02962793
z 1 Way (BLK)
Circuit No.
Function
Transmission Shift Select Switch Signal
1932
Park
z
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Wire Color
LT GRN/BLK
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02973407
z 2 Way F (BLK)
Circuit No.
Function
Transmission Shift Select Switch Return
1933
Pack
Not Used
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Wire Color
BLK/WHT
ORN/BLK
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12015034
z 2 Way F (BLK)
Circuit No.
Function
451
Engine Control Module Ground
1786
Transmission Park/Neutral Signal
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Wire Color
BLK
ORN/BLK
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12015034
z 2 Way F (BLK)
Circuit No.
Function
808
Sensor Return
1786
Transmission Park/Neutral Signal
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Wire Color
PPL
85
ORN/BLK
86
87
BLK
RED
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12129716
z 4 Way F, Metri-Pack 280 Series, Sealed (GRY)
Circuit No.
Function
6
Starter Solenoid Feed
Transmission Mounted Neutral Safety
434
Switch Safety Signal
650
Ground
2
Fuse Output Battery Type I Fuse
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Wire Color
PPL
PPL
YEL
RED
Pgina 44 de 402
12129716
z 4 Way F, Metri-Pack 280 Series, Sealed (GRY)
Circuit No.
Function
6
Starter Solenoid Feed
806
Fuse Output -Crank- Type III Fuse
447
Starter Relay Output -Coil
2
Fuse Output Battery Type I Fuse
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Inspection Procedure
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5.
6.
7.
8.
9.
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20. If the output is within 15 amperes of the rated output, the generator is working properly.
21. If the output is not within 15 amperes of the rated output, replace the generator.
CHARGING SYSTEM CHECK (BATTERY TESTING)
Tools Required
1. Inspect for obvious damage that may permit the loss of electrolyte.
A cracked or broken battery case is an example of the above damage.
2. Determine the cause of the damage.
3. Correct the damage as necessary.
If no obvious damage exists, proceed to the Hydrometer Inspection.
Hydrometer Inspection
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1. Use battery terminal adapters in order to ensure a proper connection during battery load testing.
2. Inspect the battery in order to ensure that the battery is not frozen.
If the battery is frozen do not load test the battery. Replace the battery.
3. Turn all of the electrical loads off.
4. Use the J 42000 in order to measure the voltage across the battery terminals. See Special Tools.
When the green dot appears in the hydrometer, the voltage should equal or exceed 12 volts.
Replace the battery if the voltage is less than 12 volts, unless the battery has just been discharged
(such as by load testing or cranking the engine).
5. With the J 42000 attached, connect a battery load tester across the battery terminals. See Special
Tools.
IMPORTANT: Do not perform this step if the battery has not been recently
charged.
6. Apply a 300 ampere load for 15 seconds to the battery in order to remove the surface charge from
the battery.
7. Wait 15 seconds in order to allow the battery to recover.
8. Apply the specified amperage load to the battery. The battery specification label determines the
appropriate voltage.
9. Load the battery for 15 seconds. Read the voltage and remove the load.
10. If the voltage remains above the minimum value, the battery is good and should be returned to
service. Refer to Battery Temperature and Minimum Voltage in General Specifications.
Estimate the battery temperature by feel, and the temperature that the battery has been exposed to
for the preceding few hours.
11. Replace the battery if the voltage drops below the listed minimum value.
CHARGING SYSTEM CHECK (SCT)
Charging System Check
Step
Action
Normal Result(s)
Abnormal Result(s)*
Move the ignition switch from Battery indicator lamp turns Refer to Charge Indicator
the OFF position to the RUN ON, voltmeter gauge reads Inoperative (Gasoline
between 12-14 volts.
1 position.
Engine ) or Charge
Indicator Inoperative (Cat
Diesel Engine ).
Move the Ignition Switch to the The engine starts, the
Refer to Charge Indicator
START position and then
voltage gauge reads
Always On (Gasoline
between 13-16 volts, the
2 release.
Engine ) or Charge
battery indicator lamp turns Indicator Always On (Cat
OFF.
Diesel Engine ).
Run the engine at idle while
Voltmeter gauge holds
Refer to Charging System
observing the voltmeter gauge steady between 13-16 volts Check (CS-144 Generator)
and the battery indicator lamp. and the battery indicator
or Charging System Check
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lamp is OFF.
(Battery Testing) or
Charging System Check
3
(SCT) or Charging System
Check (21-SI 200
Generator).
Voltmeter gauge holds
Refer to Charging System
1. Turn on the following
steady
between
13-16
volts
Check (CS-144 Generator)
electrical components:
and the battery indicator
or Charging System Check
z Headlamps
lamp is OFF.
(Battery Testing) or
z Heater blower
Charging System Check
4
motor to HI
(SCT) or Charging System
Check (21-SI 200
2. Increase the engine speed
Generator).
to 2500 RPM for 2
minutes and observe the
voltmeter gauge.
* Refer to the appropriate symptom diagnostic table for the applicable abnormal result.
CHARGING SYSTEM CHECK (21-SI 200 GENERATOR)
Tools Required
z
z
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1. If the engine cranks but will not run or immediately stalls, refer to Powertrain On Board
Diagnostic (OBD) System Check in Engine Controls. To determine if the failure is in the
ignition system or the fuel system.
2. If any DTCs are set for the electronic ignition, refer to Powertrain On Board Diagnostic (OBD)
System Check in Engine Controls.
3. If a misfire is being experienced, refer to Powertrain On Board Diagnostic (OBD) System
Check in Engine Controls.
STARTING SYSTEM CHECK
Starting System Check
Step
Action
Normal Result(s)
Abnormal Result(s)*
Visually inspect the battery Battery hydrometer displays Battery Displays Dark or
hydrometer for green eye. a green eye.
Yellow Eye.
Refer to Charging System
Check (CS-144 Generator)
or Charging System Check
1
(Battery Testing) or
Charging System Check
(SCT) or Charging System
Check (21-SI 200
Generator) in Engine
Electrical.
Move the ignition switch
Starter motor pinion gear
z Starter Solenoid Does
from the OFF position to the engages the flywheel without
Not Click (LP4/L21
START position and
noise, the engine starts, the
w/Automatic
release.
pinion gear disengages from
Transmission) or
the flywheel without noise.
Starter Solenoid Does
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Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Manual
Transmission)
Starter Solenoid Does
Not Click (LP4/L21
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/MWF
Transmission) or
Starter Solenoid Does
Not Click (LP4/L21
w/Manual
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Manual
Transmission)
Starter Solenoid Does
Not Click (LP4/L21
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Automatic
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/MWF
Transmission) or
Starter Solenoid Does
Not Click (LP4/L21
w/Manual
Transmission) or
Starter Solenoid Does
Not Click (LG5
w/Manual
Transmission)
Starter Solenoid
Clicks, Engine Does
Not Crank (LP4/L21
Engines) or Starter
Solenoid Clicks,
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z
z
z
Check condition of CRNK circuit breaker. If circuit breaker is open, locate and repair cause of
overload. Replace circuit breaker if necessary.
Check that G101 is clean and tight.
Check that the ether cylinder is properly charged.
These diagnostics assume that the engine does crank. If engine will not crank, refer to Starter
Solenoid Does Not Click (LP4/L21 w/Automatic Transmission) or Starter Solenoid Does
Not Click (LG5 w/Automatic Transmission) or Starter Solenoid Does Not Click (LG5
w/MWF Transmission) or Starter Solenoid Does Not Click (LP4/L21 w/Manual
Transmission) or Starter Solenoid Does Not Click (LG5 w/Manual Transmission) in
Transmission.
If the ether start system is operating at temperatures above -5C (23F), replace the ether injector
engine coolant temperature switch.
Check for a broken (or partially broken) wire inside the insulation which could cause system
malfunction but prove good in a continuity/voltage check with a system disconnected. These
circuits may be intermittent or resistive when loaded, and if possible, should be checked by
monitoring for a voltage drop with the system operational (under load).
Check for proper installation or aftermarket equipment which may affect the integrity of other
systems. Refer to Checking Aftermarket Accessories .
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Clean
Secure
Free from corrosion
The carrier should be in proper condition so the carrier will hold the battery securely and keep the
battery level. Be sure that no loose items are in the carrier before installing the battery.
Tighten the hold-down bolts to the specified values in order to prevent the battery(s) from contacting
the carrier or each other. Refer to Fastener Tightening Specifications.
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Perform the following actions if the vehicle is likely to be stored for over 30 days:
z
Verify that the built-in hydrometer's green dot is visible, then disconnect the negative batter cable
from the battery. This action will protect the battery from being discharged by parasitic current
drain from the vehicle's electrical system.
If the battery cable cannot be disconnected, establish a regular schedule of recharging the battery
every 20-45 days in order to maintain a high state of charge. Any time a battery is found with the
green dot not visible in the hydrometer, promptly recharge the battery.
Use a battery charger that is capable of providing a charging voltage of at least 16 volts. Keep the
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charge time low. Charge rates of 50 amps or more will not damage original equipment
maintenance free batteries if the battery does not exhibit the following conditions:
{ Excessive gassing of electrolyte from the vents
{ Excessive battery temperature
Any temperature over 52C (125F) is excessive.
z
Inspect the battery being charged every 45-60 minutes. Stop or reduce the charge rate as
necessary. Be sure to stop charging within one hour after the green dot appears in the hydrometer
in order to avoid overcharging the battery.
Allow ample charging time. Refer to Battery Charging.
A battery that remains in a discharged state for a long period of time will be difficult to recharge.
The battery may even be permanently damaged if the battery remains discharged.
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When observing the hydrometer, ensure that the battery has a clean top. A light may be required in
some poorly-lit areas.
Under normal operation one of the following three indications can be observed:
1. Green dot visibility (1)
Any green appearance in the hydrometer is interpreted as a green dot (1). The presence of a green
dot indicates that the battery's state of charge is 65 percent or more. The battery is ready for
testing.
2. Dark dot or lack of green dot visibility (2)
Lack of green dot visibility (dark dot) indicates that the battery's state of charge is below 65
percent. The charging system output should be tested and the electrical system should be tested
for excessive draws.
3. Yellow dot or clear dot visibility (3)
A yellow or clear dot (3) indicates that the electrolyte level is low. This electrolyte level is also
too low for diagnosis. The following conditions may have caused the reduced electrolyte levels:
z
z
z
Inspect the vehicle for excessive parasitic current drain if a battery needs recharging and no obvious
cause exists.
A high parasitic drain on the vehicle's battery may be the direct result of failure of one or more of the
on-board solid state control modules, such as the PCM. Disconnect the battery in order to install an
ammeter or in order to test for excessive current drain. Cycling the engine control switch to the ON
position and then to the LOCK position may cause such a drain to recur. Unless the vehicle's systems
are reactivated in a road test, some drains will not recur.
Do not rotate the engine control switch to the ACCY, ON, or START position with an ammeter
installed between the battery terminal and the battery cable. Use a current drain test tool in order to test
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the battery for parasitic current drain. Refer to Battery Electrical Drain/Parasitic Load (Parasitic
Load) or Battery Electrical Drain/Parasitic Load (Current drain).
BATTERY ELECTRICAL DRAIN/PARASITIC LOAD (CURRENT DRAIN)
Tools Required
z
z
z
Test Procedure
Before starting this procedure, turn the engine control switch to the LOCK position, turn off all
electrical accessories, and close the vehicle's doors.
CAUTION: Refer to BATTERY DISCONNECT CAUTION in Cautions and
Notices
NOTE:
J 38758 should never be turned to the OFF position, with the engine
running or damage could occur to the vehicles electrical system.
1. Disconnect the negative battery cable at the main battery. Refer to Battery Cable Replacement.
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If the current reading is at or below 2 amps, turn the test switch to the ON position (in order to
maintain continuity in the electrical system) and switch the J 39200 to the 2 amp scale for a more
accurate reading.
11.
12.
13.
14.
15. If the current draw is excessive, remove the system fuses one at a time until the draw returns to a
value less than or equal to the specified value.
In order to protect the J 39200 without disrupting electrical continuity, turn the test switch to the
ON position before opening the door.
16. Start with fuses that are hot at all times. Refer to Power Distribution Schematics (Fuses) or
Power Distribution Schematics (Power Distribution)
17. Remove the courtesy lamp fuse and observe the J 39200 reading.
18. If the parasitic load remains excessive perform the following steps:
1. Removing the other fuses, one at a time.
2. Leave the courtesy lamp fuse out during diagnosis so the vehicle door can be left open.
3. Observe the J 39200 reading each time a fuse is removed.
19. The PCM fuse should cause a drop of less than 10 milliamps when removed.
20. If the drop is more than 10 milliamps, inspect the PCM wiring for a short to ground. Also,
inspect the components connected to the wires. Refer to the related schematics for the system
being worked on.
21. Repeat the parasitic current drain test after the condition has been located and repaired. The
vehicle could have more than one parasitic current drain.
22. When the cause of the excessive current draw has been located and repaired, remove the J 39200
the J 38758 and the terminal adapters. See Special Tools.
23. Connect the negative battery cable. Refer to Battery Cable Replacement.
BATTERY IS UNDERCHARGED OR OVERCHARGED (LP4/L21 ENGINES)
Battery is Undercharged or Overcharged (Gasoline Engine)
Step
Action
Value(s)
Yes
No
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Go to Step 2 Go to Step 4
Go to Step 3 Go to Step 5
1.
2.
3.
4.
3
4
5
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13-16 V
Go to Step 6 Go to Step 7
-
Go to Step 8 Go to Step 9
System OK
System OK
Go to Step 10 Go to Step 11
System OK
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11
12
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System OK
System OK Go to Step 12
System OK
System OK
Yes
No
Go to Step 2 Go to Step 4
Go to Step 3 Go to Step 5
13-16 V
Go to Step 6 Go to Step 7
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7
8
9
10
11
12
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Go to Step 8 Go to Step 9
System OK
System OK
Go to Step 10 Go to Step 11
-
System OK
System OK
System OK Go to Step 12
System OK
System OK
No
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Go to Step 2 Go to Step 3
Go to Step 4 Go to Step 5
System OK
System OK
System OK
No
Go to Step 2 Go to Step 3
Go to Step 4 Go to Step 5
-
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System OK
System OK
System OK
3
4
5
Go to Step 4 Go to Step 2
Go to Step 3 Go to Step 5
Go to Step 7 Go to Step 6
-
Go to Step 8 Go to Step 9
System OK
System OK
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7
8
9
10
11
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Go to Step 10 Go to Step 11
System OK
System OK
System OK
System OK
3
4
5
Go to Step 4 Go to Step 2
Go to Step 3 Go to Step 5
Go to Step 7 Go to Step 6
-
Go to Step 8 Go to Step 9
System OK
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6
7
8
9
10
11
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System OK
-
Go to Step 10 Go to Step 11
System OK
System OK
System OK
System OK
Go to Step 3
Go to Step 5 Go to Step 4
System OK
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10
11
sensor.
2. Connect a J39200 between terminals A
and B of the sensor.
Did the DMM indicate continuity?
Replace the ether injector engine coolant
temperature sensor.
Is the repair complete?
1. Replace the connector on the ether
injector engine coolant temperature
sensor.
2. Connect a test lamp between terminal
A at the ether injector control valve
and chassis ground.
3. Turn the ignition switch to START.
Did the test lamp light?
Locate and repair the open in CKT 1997
between the ether injector engine coolant
temperature sensor and the ether injector
control valve.
Is the repair complete?
1. Remove the connector from the ether
injector control valve.
2. Connect a J39200 between terminal B
at the ether injector control valve and
chassis ground.
Does the DMM indicate continuity?
Replace the ether injector control valve.
Refer to Ether Injector Control Valve
Replacement.
Is the repair complete?
Locate and repair the open in CKT 150
(BLK) between the ether injector control
valve and G101.
Is the repair complete?
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Go to Step 7 Go to Step 6
System OK
Go to Step 9 Go to Step 8
System OK
Go to Step 10 Go to Step 11
System OK
System OK
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If the pulley and mounting bolts are snug and the noise continues, remove the generator for inspection
and repair. Refer to Generator Overhaul (21-SI).
A loose drive pulley or loose generator mounting bolts may also cause a generator to emit noise. In
some cases, the generator has been relocated in order to mount aftermarket equipment. Inspect the
generator brackets for structural failure or misaligned pulleys. Observe the generator with the engine
running in order to ensure that the following conditions do not exist:
z
z
z
Excessive vibration
Excessive motion
Squealing or other abnormal noises
Go to Step 9
Go to Step 3
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Go to Step 9
Go to Step 4
12 V
Go to Step 18 Go to Step 5
12 V
Go to Step 6
Go to Step 8
Go to Step 7
Go to Step 2
Go to Step 2
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10
Go to Step 11 Go to Step 10
Go to Step 19 Go to Step 18
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11
12
13
14
15
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Go to Step 19 Go to Step 12
Go to Step 19 Go to Step 13
Go to Step 14 Go to Step 19
Go to Step 19 Go to Step 15
0.5 V
Go to Step 22 Go to Step 16
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0.5 V
17
18
19
Go to Step 23 Go to Step 17
Generator OK Go to Step 24
Go to Step 2
Disconnect and examine the generator 4way connector.Is there a wire in the L cavity
(or B cavity for CS 130D, LR, and AD
generators) of the generator connector?
20
Go to Step 20 Go to Step 24
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jumper to the generator, use a MetriPack 150 connector test adapter from
J 35616 . Refer to Engine Electrical
Connector End Views. See Special
Tools.
21
22
Go to Step 21 Go to Step 25
23
Go to Step 2
Go to Step 2
Go to Step 25
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24
25
500
Generator OK Go to Step 25
Go to Step 2
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IMPORTANT: Ensure that the battery is fully charged when making this test.
Drive the generator at 2500 RPM and at ambient temperature.
3. Slowly increase the generator speed and observe the voltage using J 39200 .
4. If the voltage is uncontrolled and increases above 16 Volts, repair or replace the generator.
5. If the voltage is below 16 Volts, perform the following steps:
z Increase the generator speed.
z Connect the carbon pile.
z Adjust the carbon pile in order to obtain maximum amperage output.
z Maintain 13 Volts or more.
6. Use and ammeter in order to check the amperage.
z If the output is within 15 Amps of rated output, the generator is good.
z If the output is not within 15 Amps of rated output, then repair or replace the generator.
STARTER NOISE DIAGNOSIS (LOUD CRANKING NOISES)
Starter Noise Diagnosis (Loud Cranking Noises)
Problem
Action
DEFINITION: A loud noise occurs while cranking the engine after the engine fires but while the
starter remains engaged.
A worn starter motor clutch
Remove the starter motor for repair. Refer to Starter Overhaul
(28-MT) or Starter Overhaul (37-MT).
STARTER NO LOAD TEST
Test Procedure
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A shorted armature
Inspect a shorted armature on a growler after disassembly.
Seized bearings
Seized bearings should have been noted by hand turning the armature by hand.
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An open field circuit can be checked after disassembly by inspecting the internal
connections and tracing the circuit with a self-powered test lamp.
z
5. Low no-load speed and low current draw indicate a higher internal resistance due to the
following conditions:
z Poor connections
z Defective leads
z A dirty commutator
z An open field circuit
z Open armature coils
z Broken brush springs, worn brushes
6. High free speed and high current draw indicate shorted fields. If shorted fields are
suspected, replace the field coil assembly and inspect for improved performance.
STARTER MOTOR RELAY NOT OPERATING PROPERLY
Tools Required
z
z
Inspection Procedure
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Disconnect the ignition and tachometer harness from the distributor on gasoline engines.
Disconnect the fuel shut off solenoid connector on diesel engine models.
Shift the transmission into the NEUTRAL position.
Block the wheels.
Refer to Starting System Check for detailed test procedures. Refer to the following sections for
complete circuit description:
z
3
4
Go to Step 3 Go to Step 5
-
Go to Starting
System Check Go to Step 4
Go to Starting
System Check
-
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6
7
9
10
11
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Go to Step 11 Go to Step 6
Go to Step 10 Go to Step 7
-
12
13
14
Go to Starting
System Check
Go to Starting
System Check
Go to Starting
System Check
Go to Step 12 Go to Step 17
Go to Step 8 Go to Step 9
0-5
Go to Step 13 Go to Step 14
Go to Starting
System Check
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15
16
17
18
19
20
21
22
23
Go to Step 15 Go to Step 28
Go to Starter
Inhibit Relay
Circuit
Diagnosis Go to Step 16
Go to Starting
System Check
Go to Step 18 Go to Step 23
0-5
Go to Step 20 Go to Step 19
-
Go to Starting
System Check
0-5
Go to Step 21 Go to Step 22
-
Go to Starting
System Check
Go to Starting
System Check
0-5
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24
25
26
27
28
29
30
Go to Step 25 Go to Step 24
-
Go to Starting
System Check
Go to Step 26 Go to Step 27
Go to Starting
System Check
Go to Starting
System Check
Go to Step 29 Go to Step 30
Go to Step 30
System OK
System OK
Go to Step 14 Go to Step 2
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ground.
2. Place the ignition switch in the START
position.
Does the test lamp light?
Connect a test lamp from CKT 542 (RED) at
the starter relay to the chassis ground.
Does the test lamp light ?
1. Connect a test lamp from CKT 434
(ORN/BLK) at the starter relay harness
connector to the chassis ground.
2. Place the ignition switch in the START
position.
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Go to Step 15 Go to Step 3
Go to Step 4 Go to Step 16
Go to Step 5 Go to Step 6
Go to Step 17 Go to Step 18
-
Go to Step 19 Go to Step 8
Go to Step 7 Go to Step 10
Go to Step 20 Go to Step 9
Go to Step 21 Go to Step 11
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10
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11
Go to Step 22 Go to Step 11
12
13
14
15
16
17
18
Go to Step 23 Go to Step 12
Go to Step 24 Go to Step 13
Go to Step 25 Go to Step 26
System OK Go to Step 27
System OK
System OK
System OK
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19
20
21
22
23
24
25
26
27
28
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System OK
System OK
System OK
System OK
System OK
System OK Go to Step 28
System OK
System OK
System OK
System OK
System OK
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Go to Step 13 Go to Step 2
Step 3
Go to Step 4
Go to Step
15
Go to Step 14
Go to Step 5 Go to Step 6
Go to Step 16
-
Go to Step
17
Go to Step 7 Go to Step 9
Go to Step 18 Go to Step 8
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ground.
2. Hold the ignition switch in the START
position.
Go to Step 19 Go to Step 9
10
11
12
13
14
15
16
Go to Step
10
Go to Step 21
Go to Step
11
Go to Step 22
Go to Step
12
Go to Step 20
Go to Step
24
Go to Step 23
System OK
Go to Step
25
System OK
System OK
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17
18
19
20
21
22
23
24
25
System OK
System OK
System OK
System OK
System OK
System OK
System OK
System OK
System OK
System OK
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Go to Step 2
6
7
9
10
Starting
System
Check
Go to Step 3 Go to Step 5
-
Go to Starting
System Check Go to Step 4
Go to Starting
System Check
Go to Step 11 Go to Step 6
Go to Step 10 Go to Step 7
-
Go to Step 8 Go to Step 9
Go to Starting
System Check
Go to Starting
System Check
Go to Starting
System Check
02/05/2013
11
in Wiring Systems.
2. Depress clutch pedal
3. Turn the ignition to start.
Go to Step 12 Go to Step 16
12
13
14
15
16
17
18
0-5
Go to Step 13 Go to Step 14
Go to Starting
System Check
Go to Starter
Inhibit Relay
Circuit
Diagnosis Go to Step 15
-
Go to Starting
System Check
Go to Step 17 Go to Step 18
-
Go to Starting
System Check
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19
20
21
22
23
24
25
26
27
Go to Step 19 Go to Step 20
-
Go to Starting
System Check
Go to Step 21 Go to Step 26
0-5
Go to Step 23 Go to Step 22
-
Go to Starting
System Check
0-5
Go to Step 24 Go to Step 25
-
Go to Starting
System Check
Go to Starting
System Check
0-5
Go to Step 28 Go to Step 27
-
Go to Starting
System Check
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28
29
30
Go to Step 29 Go to Step 30
Go to Starting
System Check
Go to Starting
System Check
Go to Step 8 Go to Step 2
Go to Step 9 Go to Step 3
Go to Step 4
Go to Step
10
Go to Step 5 Go to Step 6
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10
11
12
13
Go to Step 11
Go to Step
12
Go to Step 13 Go to Step 7
Go to Step 14
Go to Step
15
System OK
Go to Step
16
System OK
System OK
System OK
System OK
System OK
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14
15
16
System OK
System OK
System OK
9.6 V
No
Go to Step 2 Go to Step 3
9.6 V
Go to Step 3 Go to Step 6
Go to Step 4 Go to Step 5
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10
11
System OK
System OK
0.5 V
Go to Step 7 Go to Step 8
System OK
0.5 V
Go to Step 9 Go to Step 10
System OK
0.5 V
Go to Step 11 Go to Step 12
System OK
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12
13
14
0.5 V
Go to Step 13 Go to Step 14
System OK
System OK
9.6 V
Go to Step 2 Go to Step 3
9.6 V
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Go to Step 3 Go to Step 4
Go to Step 8 Go to Step 9
0.5 V
Go to Step 10 Go to Step 5
0.5 V
Go to Step 10 Go to Step 6
0.5 V
Go to Step 11 Go to Step 7
0.5 V
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10
11
12
Go to Step 11 Go to Step 12
System OK
System OK
System OK
System OK
System OK
NOTE:
These spark plugs have a ceramic insulator that is 3.175 mm (1/8 in)
longer than earlier model spark plugs. Use a spark plug socket that is
deep enough for these longer plugs (J 39358). Failure to do so could
cause cracking of the insulator and arcing inside the plug resulting in an
engine misfire.
Resistor type spark plugs with tapered seats are used. No gasket is needed on these plugs. These spark
plugs are a High Efficiency (HE) spark plug that has a fine wire electrode, nickel plated shell and a
platinum pad across from the electrode.
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Normal service is a mixture of idling, low speed, and high speed operation.
{ Occasional high speed driving is essential to good spark plug performance.
{ Increased combustion heat burns away excess carbon deposits, which accumulate from
frequent idling or stop-and-go driving.
The heat resistant, insulating boot covers the spark plug terminal.
{ The boot extends over a portion of the spark plug insulator.
{ These boots prevent engine misfiring.
Corona discharge is a steady blue light appearing (in darkness) around the insulator, just above
the shell crimp.
{ Do not mistake this for a shorted insulator.
This is visible evidence of a high-tension field.
{
{
{
{
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1. Check the routing of the wires. Improper routing can cause crossfiring.
2. Check each wire for any signs of cracks, burns, damage, or splits in the wire.
3. Inspect each boot for signs of tears, piercing, arc through, or carbon tracking. If the boot needs to
be replaced, twist it a half turn in either direction to break the seal before pulling on the boot in
order to remove the wire.
4. With the engine ON, Inspect for any arcing to ground or other components.
5. Connect an ohmmeter to the end of each suspect wire. If the meter reads over 30,000 ohms,
replace the wire.
ETHER INJECTION SYSTEM NOT OPERATING PROPERLY
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Inspection Procedure
Ether Capsule
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6. Perform the following actions if the control valve plunger did not function:
1. Disconnect the control valve electrical connector.
2. Momentarily touch the leads across the battery terminals.
If the control valve does not activate when connected across the battery, the valve is faulty.
3. Replace the control valve if the valve is faulty.
Refer to Engine Controls for detailed electrical diagnosis.
Tools Required
The ETS mounts at the rear of the engine. The ETS is designed to close when the engine temperature is
between -8C to -1C (17F-29F). As the temperature rises, the switch will open between 1C-6C
(33F-43F). The switch may normally be open or closed between 8C to 6C (18F-42F), depending
on engine temperature.
NOTE:
Do not attempt to check the ETS switch by shorting it across the battery
terminals. Excess current will burn out the switch and it will have to be
replaced.
1. Use the J 39200 in order to test the ETS switch for continuity. The ETS must be thoroughly
chilled for at least 10 minutes to a temperature below -8C (17F).
Replace the ETS if no continuity exists.
2. If continuity exists, warm the switch for at least 10 minutes to temperatures above 6C (43F).
Use the J 39200 in order to test again for continuity.
The switch should be open but the J 39200 should not display OL.
3. Replace the ETS if the switch fails either test.
Flow Metering Orifice Fitting
A serviceable, filtered, metering orifice controls fluid flow rate. The metering orifice is located inside
the valve fitting connector at the bottom of the ether injector control valve assembly. Perform the
following procedure in order to inspect for clogging of the fitting:
1. Remove the injector nozzles from the engine.
2. Crank the engine.
IMPORTANT: Be sure to spray the fluid into an appropriate container.
3. Verify that fluid sprays from the nozzles.
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4. Perform the following actions if fluid does not spray from the nozzles:
1. Disconnect the tubing from the valve fitting.
2. Crank the engine.
3. Verify that fluid sprays from the nozzles.
5. If starting fluid now sprays from the valve fitting when the system activates, inspect the
following components:
z The tubing
Inspect the tubing for the following conditions:
Kinks
Burns
Cuts
The injector nozzles
Do not flush the valve more than twice or the internal seals in the
valve may be damaged.
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The nozzles are directional. The tips should point parallel to the crankshaft. The nozzle has an
external mark in order to indicate the proper orientation.
REPAIR INSTRUCTIONS
BATTERY CABLE REPLACEMENT
When replacing battery cables, use a replacement cable having the following specifications the same as
the original cable:
z
z
z
Type of cable
Diameter
Length
Additional feed wires may be attached to the positive cables and additional ground leads may be
attached to the negative cables.
NOTE:
When installing the positive battery cable to the starter solenoid, the
inner nut on the solenoid battery terminal must be tightened before the
battery cable and the other leads are installed in the vehicle. Failure to
do so will result in damage to the solenoid terminal and/or the solenoid.
Always route a replacement battery cable the same as the original cable.
Removal Procedure
1. Follow the above precautions when servicing the battery and cables.
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3.
4.
5.
6.
7.
Installation Procedure
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1.
2.
3.
4.
Installation Procedure
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NOTE:
2. Clean the grounding area and coat the area with a copper-impregnated ground sealer.
Tighten: Tighten the cable to the frame bolt to 30 N.m (22 lb ft).
3. Connect the negative junction to the frame.
4. Connect the wires to the negative junction block.
5. Connect the negative battery cable to the battery.
Removal Procedure
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Installation Procedure
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Tighten:
z Tighten the cable to the frame (7.2 L) nut to 28 N.m (21 lb ft).
z Tighten the cable to the starter (7.2 L) nut to 30 N.m (22 lb ft).
Removal Procedure
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3. Disconnect the negative cables from the negative battery terminals (1).
4. Disconnect the positive cables from the positive battery terminals (4).
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Tools Required
z
z
z
z
Use a charger with an end charge voltage of 16 volts and a charger that is equipped with a
voltmeter that is accurate within 1 percent.
The surrounding temperature should be 15-38C (60-100F) A battery that is extremely cold may
not accept measurable current for several hours after starting the charger.
The charging area should be well ventilated.
Do not charge the battery if the built-in hydrometer has a clear or yellow light.
Do not charge a frozen battery. Replace the battery.
Do not charge a battery with a green dot showing in the hydrometer unless the battery has just
been discharged (such as by cranking the engine).
CAUTION: Always turn off the engine control switch when connecting or
disconnecting battery cables, battery chargers, or jumper cables.
Failure to do so may result in personal injury and damage to the
Powertrain Control Module or other electronic components.
If charging side terminal batteries outside of the vehicle, install adapter kit GM P/N 12303040.
Tighten the adapters against the lead terminals of the battery in order to keep resistance between the
adapter and the battery terminals to a minimum.
1. Clean and tighten all charger connections.
2. Use the 12 volt setting that gives the highest charging rate in order to charge the battery. Charge
the battery until the green dot appears. Do not use the charger settings for jump starting a vehicle
in order to charge the battery. Refer to the charger manufacturer's instructions. Inspect the battery
periodically while charging. Tap the hydrometer lightly on the top in order to dislodge any air
bubbles that may prevent a correct indication.
3. Discontinue charging the battery or reduce the charging rate if one of the following conditions
occurs:
z The battery feels hot, over 52C (125F).
z Violent gassing of electrolyte through the vent holes occurs.
4. Test the battery after charging. Refer to Starting System Check.
The time required to change a battery depends on the following factors:
z
Size of the battery. A completely discharged heavy duty battery requires more than twice the
recharging time than a completely discharged light duty battery.
Temperature. Recharging a cold battery takes more time. When a fast charger connects to a cold
battery, the current accepted by the battery will be very low at first. The battery will accept a
higher charging rate as the battery warms up.
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z
z
Charger capacity. It takes less time to charge the battery that has a higher charger amperage.
State of charge
Twice as much charge is required in order to charge a completely discharged battery than is
needed to charge a one-half charged battery. The battery's current is low at first because the
electrolyte is nearly pure water and is a poor conductor in a completely discharged battery. As
the charging current causes the electrolyte acid content to increase, charging current will also
increase.
A battery that is discharged by parasitic current drain, and then allowed to stand in this condition
for a period of time, may not accept a charge readily. However, if recharged long enough, many
batteries will return to a usable condition.
The battery can become permanently damaged if the battery remains in an extremely discharged
condition for a prolonged period. Changes in temperature may accelerate this damage. Batteries
that are extremely discharged can freeze at temperatures as high as -7C (20F) and be
permanently damaged.
Disconnect the negative battery cable in order to remove the constant drain on the battery if the
vehicle will not operate within a 30 day period. This will prevent battery damage and recharging
problems. If performing the above precaution is not possible, recharge the battery periodically
(every 30-45 days) until the green dot is visible.
Use the following procedure in order to recharge a very low or completely discharged battery. Unless
the procedure is properly followed, a perfectly good battery may be needlessly replaced.
1. Use the J 39200 in order to measure the voltage at the battery terminals. If voltage is below 11
volts, the charge current will be very low and the battery may take longer to accept current in
excess of a few milliamps.
2. Set the battery charger on the high setting.
3. Connect the charger leads to the battery terminals correctly because some chargers feature
polarity protection circuitry that prevents charging. A completely discharged battery may not
have enough voltage to activate this circuitry, even though the leads are connected properly. It
will appear that the battery will not accept charging current. Follow the charger manufacturer's
instructions in order to bypass or override the circuitry. This action will turn on the charger and
charge a low-voltage battery.
4. Battery chargers vary in the amount of voltage and current the chargers provide. The following
times are required for the battery to accept measurable charger current at various voltages:
z 16.0 volts or more up to 4 hours
z 14.0-15.9 volts up to 8 hours
z 13.9 volts or less up to 16 hours
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NOTE:
Push starting the vehicle can, under some conditions, cause damage to
the catalytic converter and an automatic transmission.
This vehicle has a 12 Volt, negative ground electrical system. Make sure
the vehicle or equipment being used to jump start the engine is also 12
Volt, negative ground. Use of any other type of system will damage the
vehicle's electrical components.
Follow the procedure outlined below when using jumper cables. Treat the booster battery and the
discharged battery carefully when using jumper cables and do not cause sparks.
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1. Position the vehicle equipped with the charged battery so that the jumper cables will reach the
discharged battery.
2. DO NOT allow the vehicles to touch.
3. Apply the parking brake.
4. Place the transmission in the NEUTRAL position.
5. Block the wheels.
6. Do not use the jumper cables if the insulation is loose or missing.
7. Inspect the built-in battery hydrometer of the vehicle equipped with the dead battery. If the
hydrometer is clear or light yellow, do not jump start the battery. Replace the battery. Refer to
Battery Replacement.
Attach one jumper cable end to the positive terminal (3) of the booster battery.
Attach the other end of the same cable to the positive terminal (2) of the discharged battery.
Attach one negative jumper cable end to the negative terminal (1) of the booster battery.
Connect the jumper negative cable end to a solid ground (4) (such as an air conditioner
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compressor bracket), at least 450 mm (18 in) from the battery of the vehicle being started.
12. Turn OFF all of the electrical accessories. Start the engine of the vehicle that provides the jump
start.
13. Start the engine of the vehicle with the discharged battery.
14. Perform the following steps in order to remove the jumper cables:
1. Remove the negative cable from the metal ground (4).
2. Remove the negative cable from the booster battery (1).
3. Remove the positive cable from the booster battery (2).
4. Remove the positive cable from the jumped battery (3).
BATTERY NEGATIVE CABLE DISCONNECTION AND CONNECTION (C 6/7/8)
Removal Procedure
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IMPORTANT: Clean any existing corrosion from the battery terminal bolt flange
and the battery cable end.
1. Install the battery ground negative cable and bolt to the battery.
Tighten: Tighten the battery terminal bolt to 17 N.m (13 lb ft).
2. Set the clock to the current time and program the customer's preferred radio stations.
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Fig. 59: View Of Ether Injector Control Valve Removal & Installation
1. Loosen the ether capsule bracket clamp.
2. Clean all of the dirt from the neck of the ether capsule.
3. Turn the capsule in a counter clockwise motion in order to remove the capsule from the control
valve.
4. Remove the gasket from the ether injector control valve.
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Protect the top of the valve from dirt when removing the ether capsule.
Installation Procedure
Fig. 60: View Of Ether Injector Control Valve Removal & Installation
1. Install a new gasket to the ether capsule so the gasket rests at the bottom of the capsule neck.
Only use one gasket. Spread a light film of clean oil on the gasket.
2. Turn the new ether capsule in a clockwise rotation until the capsule contacts the gasket in order
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3. Tighten the ether capsule another half turn (180 degrees). Do not overtighten the ether capsule.
NOTE:
1. Disconnect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.
2. Remove the ether capsule. Refer to Ether Capsule Replacement.
3. Remove the ether injector tube from the ether injector tube connector.
4. Remove the ether injector tube connector from the ether injector control valve assembly.
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Fig. 61: View Of Ether Injector Control Valve Removal & Installation
5. Remove the ether injector control valve and bracket mounting bolts.
6. Remove the ether injector control valve assembly from the cowl.
Installation Procedure
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Fig. 62: View Of Ether Injector Control Valve Removal & Installation
1. Install the ether injector control valve and bracket assembly to the cowl.
NOTE:
2. Install the ether injector control valve and bracket mounting bolts.
Tighten: Tighten the ether injector control valve and bracket mounting bolts to 25 N.m (18 lb ft).
3. Install the ether injector connector to the ether injector control valve assembly.
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Tighten: Tighten the ether injector connector to valve assembly to 3.0 N.m (27 lb in).
4. Install the ether injector tube to the ether injector tube connector.
Tighten: Tighten the ether injector tube connector nut to 4 N.m (35 lb in).
IMPORTANT: Do not over tighten the ether capsule.
5. Install the ether capsule.
6. Connect the negative battery cable. Refer to Battery Cable Replacement.
STARTER INSPECTION (28-MT)
Cleaning And Inspection Procedure
NOTE:
Do not clean the starter motor parts in a degreasing tank. Soaking parts
will dissolve the permanent lubrication and may damage the electrical
insulation. This will shorten starter motor life.
Perform the following cleaning and inspection procedure in order to determine the serviceability of the
starter motor components and assemblies. Refer to Component Electrical Testing in order to test certain
assemblies:
1. Clean all starter motor components with a clean soft cloth prior to testing.
2. Inspect all of the components for the following conditions:
z Cracks
z Distortion
z Structural damage
Replace any components or assemblies that exhibit any of the above conditions.
3. Inspect threaded components for the following conditions:
z Stripped threads
z Crossed threads
z Otherwise damaged threads
Replace the components exhibiting the above conditions if the above condition cannot be
cleaned up using a suitable tap or die.
4. Inspect the solenoid assembly for a cut or a torn boot. If the boot is damaged, replace the
solenoid assembly.
5. Inspect the clutch drive assembly. Replace the assembly if the following conditions exist:
z The pinion gear turns roughly or turns in both directions.
z The pinion gear teeth that are broken or show evidence of step wear.
z The shift lever collar shows deep scoring or other damage.
6. Inspect the brush holder assembly for loose riveted joints and cracked or broken insulation.
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7.
8.
9.
10.
11.
Replace if damaged.
Inspect the brushes for excessive wear. The minimum allowable brush length is 12 mm (0.472
in). Replace excessively worn brushes in sets.
Inspect the drive end housing bushing for scoring or other damage. Replace the damaged
bushing.
Perform the following ball bearing inspection procedure:
1. Hold the armature or driveshaft and slowly rotate the outer bearing race by hand.
2. Verify that the bearing turns freely without binding or the feel of flat spots.
3. Replace any damaged bearings.
Inspect the armature assembly for the following conditions:
z Gear teeth that are broken, or that show evidence of step wear or root interference.
z A rough commutator surface. Polish the surface with 400 grit polishing cloth if necessary.
Thoroughly clean metal dusts from between the commutator bars. If the commutator
surface cannot be repaired in this manner, replace the armature assembly. Do not turn the
commutator in a lathe.
z A worn commutator. Replace the armature assembly if the commutator outer diameter is
less than 36 mm (1.378 in) or if the undercut depth at any point is less than 0.2 mm (0.008
in). Do not undercut the insulation.
Inspect the driveshaft for the following conditions and replace the driveshaft if necessary.
z Scored or damaged shaft where the driveshaft turns inside the bushing
z Internal gear with teeth broken or showing evidence of step wear
z A damaged spline. The clutch drive assembly must slide smoothly and easily over the full
length the spline.
Perform the following electrical tests in order to determine the serviceability of the starter assemblies:
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8. Deburr the commutator by lightly sanding the commutator with 400 grit sandpaper. Never use
emery cloth in order to clean the commutator.
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Fig. 67: View Of Correct Way To Test Connections On Solenoid Type 300
26. Make the test connections shown in the above figure in order to test the solenoid hold-in winding
on a type 300 solenoid.
Fig. 68: View Of Correct Way To Test Connections On Solenoid Type 350
27. Make the test connections shown in the above figure in order to test the solenoid hold-in winding
on a type 350 solenoid.
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31. Make the test connections shown in the above figure in order to test the solenoid pull-in winding
on type 300 and type 350 solenoids.
32. Compare the reading to the specified pull-in winding value. Refer to 37-MT Starter Motor
Specifications in Starter Usage (28-MT) or Starter Usage (Load Test @ 10 Volts Specs. 37MT) or Starter Usage (Solenoid Switch 37-MT) or Starter Usage (Load Test @ 10 Volts
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Specs. PG-260).
A high reading indicates a shorted pull-in winding. A low reading indicates excessive resistance.
IMPORTANT: Use this test on four-terminal solenoids only. These solenoids hold
in windings are grounded through the fourth terminal and the
windings are insulated from the case. The three-terminal solenoid
hold in windings is normally grounded to the case. The threeterminal solenoid cannot be tested in this manner.
33. Disconnect all of the other solenoid leads in order to test the four-terminal solenoid for grounds.
34. Connect a self-powered test lamp between the solenoid S terminal and a clean metal ground on
the solenoid case.
The lamp should not light on a four-terminal solenoid.
35. Inspect the drive assembly by turning the drive pinion in the cranking direction.
Replace the clutch assembly if the drive pinion turns roughly or slips in the cranking direction.
Lubrication Procedure
Periodic lubrication of the 37-MT starter motor is not required. The supply of oil provided by the
tangential oil wicks is sufficient to last through the engine overhaul interval. The tangential oil wicks
are located in the housings at each of the three armature shaft bushings. Install new wicks with a fresh
oil supply any time one of the following conditions occurs:
z
z
Engine overhaul
Bushing replacement
Lubricate new bushings and wicks as described before installing the bushings and wicks into the starter.
Also lubricate the spacer between the armature and lever housing any time the starter motor is
disassembled to the point of removing the armature.
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Fig. 70: Expanded View Of Field Frame Terminal & Solenoid Connector
1. Lubricate the armature/lever housing spacer (24) lightly with Delco Remy Lubricant No. DC 33
or the equivalent.
2. Lubricate the three bushings prior to installation by dipping the bushings in SAE 20 nondetergent oil.
The sintered bronze bushings used in the 37-MT starter motor are porous. The oil from the oil
wicks will soak through the bushings in order to lubricate the armature shaft. Do not perform any
of the following actions to the bushings:
Cross-drill
z Ream
z Machine
3. Lubricate the three oil wicks prior to installation by soaking the new wicks for at least one hour
in SAE 20 non-detergent oil. SAE 20 non-detergent oil may also be added to previously installed
wicks at other times if desired.
z
Use the following procedure in order to remove the wicks from the oil wells:
1.
2.
3.
4.
5.
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tool.
5. Disassemble the following components:
z The shift lever nut
z The washer
z The screw
6. Disassemble the shift lever and the driveshaft and clutch group from the drive housing together.
Then separate these components. Do not remove the bushing plug or the bushing from the drive
housing unless replacement is necessary.
Driveshaft And Clutch Disassembly
Disassembly of the driveshaft and clutch group is not required unless it is necessary to clean, inspect, or
replace one or more parts of the group separately.
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Fig. 77: View Of Driving Pinion Stop Toward Clutch Drive Assembly
3. Fabricate a tube approximately 22 mm wide (2). Drive the pinion stop toward the clutch drive
assembly until the pinion stop clears the stop rings.
4. Pry the stop rings out of the driveshaft groove. Slide the stop rings off the end of the shaft. Do
not scratch the driveshaft.
5. Inspect the edges of the shaft groove for burrs that may form through repeated cranking cycles.
These burrs may make removal of the pinion stop and the clutch drive assembly difficult.
6. Slide the pinion stop off the driveshaft. Discard the old pinion stop and the stop rings. Use new
components for assembly.
7. Disassemble the driveshaft support from the driveshaft. Do not remove the bearing from the
driveshaft unless replacement is required.
Armature Bearing Removal
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Ball bearings that are removed from the armature must be replaced
with new bearings. The removal procedure causes internal damage
to the bearings.
1. Remove the armature bearings (1,3) and the armature (2) if replacing the armature and the
bearings is necessary.
2. Use a suitable bearing puller in order to remove the commutator end or the drive end bearings
from the armature assembly.
Armature Bearing Installation
1. Use a tube that bears only on the bearing inner race in order to install the new commutator end
and/or the drive end bearings to the armature assembly.
2. Press on the bearing until the inner race bottoms out against the shoulder of the armature shaft.
3. Install the armature and armature bearings.
Tools Required
Use the following procedure in order to remove the center support bearing from the driveshaft if the
center support bearing needs replacement:
NOTE:
Ball bearings that are removed from the armature must be replaced with
new bearings. The removal procedure causes internal damage to the
bearings.
1. Inspect the center support bearing in order to determine if the center support bearing needs
replacement.
2. Proceed with the following steps if the center support bearing needs replacement.
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1. Use a suitable tool in order to press the new bushing into the drive housing until the bushing is
flush with the inside of the housing.
2. Install a new plug, if used, in the drive housing.
3. Stake the housing material over the plug at 3 places, equally spaced.
Lubrication Procedure
Armature bearings and the driveshaft support bearing are permanently lubricated. Do not add lubricant
to these bearings. Use GM P/N 1960954 grease lubricant or the equivalent in order to lubricate the
following areas during assembly. Avoid using excessive lubrication.
z
z
z
If disassembled, position the driveshaft on a work surface with the internal gear end down. Assemble
the driveshaft and clutch group in the following way:
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If the drive end bushing and the plug are being replaced,
install these components into the drive housing.
Lubricate the following components:
z The drive end housing bushing
z The shift lever
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The driveshaft
1. Install the arms on the shift lever with the shift collar onto the driveshaft and clutch group.
2. Install the assembled shift lever and the driveshaft and clutch group into the drive housing.
z Align the holes in the driveshaft support with the holes in the drive housing.
z Ensure that the driveshaft support fully seats in the drive housing and that the driveshaft
bearing remains fully seated in the driveshaft support.
NOTE:
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NOTE:
2. Insert the brush screws through the terminal tabs on the brush holder. Thread the brush
screws into the brush lead terminals.
Tighten: Tighten the grounded brush screws to 1.5 N.m (13 lb in).
Fig. 90: View Of Frame & Field Assembly & Brush Holder Assembly
4. Install the frame and field assembly to the brush holder assembly.
1. Position the brush holder assembly (with installed brushes) over the terminal end of the
frame and field assembly.
2. Attach the terminals of the insulated brush leads to the conductors in the frame and field
assembly with the insulated brush screws.
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Tighten: Tighten the insulated brush screws to 1.5 N.m (13 lb in).
Starter Motor Unit Assembly
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NOTE:
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to further inspect the components. Only disassemble the starter motor as necessary in order to perform
repair or replacement of defective components.
CAUTION: Wear safety glasses in order to avoid eye damage.
Prior to disassembly, electrically test the solenoid. Refer to Starter Inspection (28-MT) or Starter
Inspection (37-MT).
Field Frame Disassembly
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Fig. 100: Expanded View Of Field Frame Terminal & Solenoid Connector
10.
11.
12.
13.
14.
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16. Perform the following procedure in order to remove the retainer ring and the pinion stop from the
armature shaft:
1. Slide a metal cylinder (1) onto the armature shaft.
2. Use a hammer in order to strike the metal cylinder against the retainer ring.
3. Use pliers in order to remove the snap ring (2) from the groove in the shaft.
If the snap ring becomes distorted during removal, replace the snap ring.
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Fig. 102: Expanded View Of Field Frame Terminal & Solenoid Connector
17. Remove the pinion stop (11) from the armature shaft.
18. Remove the thrust washer (20) from the commutator end of the armature shaft.
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frame. Refer to Starter Inspection (28-MT) or Starter Inspection (37MT). Grounds may not appear after the field coil is removed.
1. Remove the outer insulator (7) from the field frame.
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Fig. 109: Expanded View Of Field Frame Terminal & Solenoid Connector
2. Remove the pole shoe screws (22) from the field frame, including the frame grounding terminal
16 (if present).
3. Remove the field coil insulator (21).
4. Remove the following components from the field frame:
z The field coil (17)
z The pole shoes (23)
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Fig. 115: Expanded View Of Field Frame Terminal & Solenoid Connector
1. Install the inner insulator to the field coil terminal (17).
2. Use a pole shoe spreader if necessary in order to install the field coils (17) and the pole shoes
(23) into the field frame.
If the pole shoe has a long tip on one side and a short tip on the other side, assemble the long tip
in the direction of armature rotation. Refer to the identification tag on the field frame for the
direction of the pinion rotation.
3. Install the pole shoe screws (22) and the frame ground terminal (16) (if used) through the field
frame and into the pole shoes.
Finger tighten the pole shoes in order to allow insertion of the field coil insulator (21).
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4. Install the field coil insulator (1) to the left field frame.
Tighten: Tighten the pole shoe screws and the frame ground terminal (if used) to 45 N.m (33 lb
ft).
5. Install the outer field coil terminal insulator to the field frame.
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2. Use the following procedure in order to install the shift lever shaft (5) in the lever housing (3):
1. Use the shaft retainer (2) in order to secure the shift lever shaft.
2. Verify that the lever shaft is fully seated in the housing. Support the housing. Use a 3/8
inch driver (1) and a hammer in order to drive the retainer snugly against the end of the
shift lever shaft.
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Fig. 120: Expanded View Of Field Frame Terminal & Solenoid Connector
6. Install new seals in the armature end of the lever housing as necessary.
7. Lubricate the armature and lever housing spacer (24). Refer to Starter Inspection (28-MT) or
Starter Inspection (37-MT).
8. Install the spacer (24) onto the armature shaft.
9. If the lever housing bushing (11) is being replaced, lubricate the new wick and the new bushing.
Refer to Starter Inspection (28-MT) or Starter Inspection (37-MT).
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Fig. 122: Expanded View Of Field Frame Terminal & Solenoid Connector
13. Install the following components onto the armature shaft (18):
z The brake washer (10)
z The drive assembly (8)
14. Install the pinion stop (7).
The flat side of the pinion stop must face toward the pinion.
15. Place the retaining ring (6) on the end of the shaft.
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Fig. 124: Expanded View Of Field Frame Terminal & Solenoid Connector
18. Tap the pinion stop (7) up over the retaining ring (6).
19. If replacing the drive housing bushing (3), lubricate the new wick and the new bushing. Refer to
Starter Inspection (28-MT) or Starter Inspection (37-MT).
20. Install the following components into the drive housing (5):
z The new bushing
z The new wick
z The new oil cup
21. Install the drive housing (5) into the lever housing (14).
Be sure to align the marks scribed during disassembly.
22. Install the drive housing mounting screws (4).
Tighten: Tighten the drive housing mounting screws to 24 N.m (18 lb ft).
23. Install the thrust washer (20) onto the armature shaft at the commutator end.
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The above action will hold the brush in a retracted position for further motor assembly.
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nut (1).
42. Hold the mounting nut (next to end frame) in order to prevent the mounting nut from turning
when tightening the outer terminal nut.
Tighten: Tighten the terminal nut to 30 N.m (22 lb ft).
STARTER RELAY REPLACEMENT (AUTOMATIC TRANSMISSION)
Removal Procedure
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Installation Procedure
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1. Disconnect the negative battery cable. Refer to Negative Battery Cable inBattery Cable
Replacement.
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Use the heat shield bolt in order to secure the heat shield.
Tighten: Tighten the heat shield bolt to 12 N.m (106 lb in).
6. Connect the negative battery cable. Refer to Battery Cable Replacement.
STARTER REPLACEMENT (LG5)
Removal Procedure
1. Disconnect the negative battery cable. Refer to Negative Battery Cable inBattery Cable
Replacement
2. Remove the starter ground cables from the starter if the starter is equipped with starter ground
cables.
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Compare the reading to the specified pinion clearance. The clearance should be from 0.25-1.78
inch (0.01-0.07 mm).
7. Adjust the clearance by removing the plug and turning the shaft nut.
ENGINE GROUND STRAP REPLACEMENT
Removal Procedure
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1. Disconnect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.
2. Remove the drive belt.
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Installation Procedure
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1. Disconnect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.
2. Remove the drive belt.
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Fig. 149: Generator Mounting Bolts (7.2L CAT, LG5 Without A/C)
3.
4.
5.
6.
Installation Procedure
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Fig. 150: Generator Mounting Bolts (7.2L CAT, LG5 Without A/C)
1. Install the generator adjusting bracket to the fan drive support assembly.
NOTE:
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Tighten: Tighten the generator mounting (bottom) bolt to 71 N.m (52 lb ft).
5. Install the drive belt.
6. Connect the negative battery cable.
GENERATOR BRACKET REPLACEMENT (LG5 WITH A/C)
Removal Procedure
1. Disconnect the negative battery cable. Refer to Negative Battery Cable in Battery Cable
Replacement.
2. Remove the drive belt.
Fig. 151: Generator Mounting Bolts (7.2L CAT, LG5 With A/C)
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3.
4.
5.
6.
Installation Procedure
Fig. 152: Generator Mounting Bolts (7.2L CAT, LG5 With A/C)
1. Install the generator adjusting bracket to the fan drive support assembly.
NOTE:
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2.
3.
4.
5.
6.
7.
8.
9.
1. Clean all of the metal components except for the following components in a suitable solvent:
z The voltage regulator
z The rectifier bridge
z The stator
z The rotor
z The bearing assemblies
2. Use one of the following methods in order to dry the components:
z Wipe the components.
z Blow the components.
3. Inspect the brush holder.
4. Inspect the insulating sleeves on the brush holder retaining screws.
5. Inspect the brushes.
If the brushes are worn more than halfway, replace the brush assembly.
6. Inspect the brush springs for the following conditions:
z Discoloration
z Weakness
7. Inspect the bearing seals.
If the felt seal in the drive end bearing retainer plate exhibits one of the following conditions,
replace the retainer assembly:
Hardness
z Wear
8. Inspect the bearings for grease.
z
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NOTE:
The rotor must be rotated so that the slip rings will be cleaned
evenly. Cleaning the slip rings by hand without spinning the
rotor may result in flat spots on the slip rings, causing brush
noise.
1. If the slip rings are dirty, use the following procedure in order to clean the slip rings:
1. Obtain a polishing cloth with a grain of 400 or finer.
2. Spin the rotor.
3. Hold the polishing cloth against the slip rings until the slip rings are clean.
2. If the slip rings are rough or out of round, use the following procedure in order to true the
rings:
1. Use a lathe in order to true the slip rings to 0.05 mm (0.002 in) maximum indicator
reading.
2. Remove only enough material in order to make the rings smooth and round.
3. Use a polishing cloth with a grain of 400 or finer in order to finish the rings.
4. Blow away all of the dust.
11. Perform electrical tests on the following components.
z The rotor
Refer to Rotor Field Winding Tests.
z
Use a self-powered test lamp or an ohmmeter on the low range scale in order to perform an electrical
test the rotor.
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The winding resistance and ammeter readings will vary slightly according to temperature
changes in the winding.
z If the rotor is good but the generator fails to supply the rated output, then the problem is in
one of the following components:
The diode trio
The rectifier bridge
The stator
The regulator
z Use the following procedure in order to test for grounds:
1. Connect the ohmmeter as shown.
2. Replace the rotor if the reading is less than infinite.
3. Replace the rotor if the results of the rotor tests are not within specifications.
z
Use an ohmmeter with a 1.5 volt cell set to the lowest range scale in order to test the diode trio. Use the
following procedure:
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IMPORTANT: The ohmmeter test of the diode trio is a valid and accurate test. Do
not replace the diode trio unless at least one pair of readings is the
same.
7. Replace the diode trio if any of the readings are wrong.
Rectifier Bridge Test
Use an ohmmeter with a 1.5 volt cell set to the lowest range scale in order to test the rectifier bridge.
Use the following procedure:
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1. Connect an ohmmeter to the following components in order to test the rectifier bridge:
z The grounded heat sink
z One of the three flat metal connectors
Do not bend the flat metal clips.
2. Observe the ohmmeter reading.
3. Reverse the lead connections to the grounded heat sink and the same flat metal connector.
4. A good rectifier bridge will show one high reading and one low reading. If both readings are the
same, then replace the rectifier bridge.
5. Repeat the above test procedure between the grounded heat sink and the other two connectors.
6. Repeat the above test procedure between the insulated heat sink and each of the three connectors.
IMPORTANT: The ohmmeter test of the rectifier bridge is a valid and accurate
test. Do not replace the rectifier bridge unless at least one pair of
readings is the same.
7. Complete a total of six tests using two readings for each test.
Stator Tests
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Too much pressure applied against the rotor will distort it.
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z
z
14. Install the BAT terminal from the outside of the slip ring end frame.
15. Install the nut onto the BAT terminal stud.
Tighten: Tighten the nut to 5.5 N.m (50 lb in).
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Fig. 170: View Of Regulator, Brush Holder Assembly & Diode Trio
21. Install the following components to the end frame:
z The regulator
z The brush holder assembly
z The diode trio
22. Use the following components in order to secure the regulator, the brush holder assembly and the
diode trio to the end frame:
z The ground screw
z The insulated screws
23. Install the nut onto the stud on the regulator:
Tighten: Tighten the nut to 2.5 N.m (22 lb in).
24. Install the stator to the following components:
z The slip ring end frame
z The three rectifier bridge terminals
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Fig. 171: View Of Securing Stator Leads & Diode Trio Leads
25. Use the three terminal nuts in order to secure the following components to the rectifier bridge:
z The stator leads
z The diode trio leads
Tighten: Tighten the nuts to 2.5 N.m (22 lb in).
26. Use the scribe mark in order to line up the following components to the slip ring end frame:
z The drive end frame
z The rotor assembly
Fig. 172: View Of Securing Drive End Frame & Rotor Assembly
27. Use the four through-bolts in order to secure the following components to the slip ring end frame:
z The drive end frame (1)
z The rotor assembly (1)
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The removal and installation instructions serve as a guide only. Some vehicles may require you to
remove other equipment in order to access the generator, drive belts and brackets.
z
z
z
The generator
The drive belts
The brackets
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The removal and installation instructions serve only as a guide. Additional operations may be required
on some vehicles in order to remove other equipment in order to gain access to the following
components:
z
z
z
The generator
The drive belts
The brackets
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1.
2.
3.
4.
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Installation Procedure
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z
z
1. Remove the spark plug wires. Refer to Spark Plug Wire Harness Replacement.
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4. Remove the spark plugs one at a time and place each plug in a tray marked with the
corresponding cylinder numbers.
Installation Procedure
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Tighten 7.4L:
z For (IRON Head-all Subsequent Installations) tighten the spark plugs to 20 N.m (15 lb ft)
for 7.4L.
z For new iron heads tighten the spark plugs to 30 N.m (22 lb ft) for 7.4L.
4. Install the spark plug wires. Refer to Spark Plug Wire Harness Replacement.
IGNITION COIL REPLACEMENT
Bank 2 Ignition Coil/Module(s) Removal Procedure
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1. Remove the coil near plug wire(s) (5,6,7,8) to the coil(s) (4,3,2,1).
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1. Install the ignition coil/module(s) (3,1,7,6) to the valve cover (4). If installing coil/module (6),
install the bracket to the Engine Coolant Temperature (ECT) sensor (5).
2. Install the 2 bolts.
Tighten: Tighten the bolts to 12 N.m (9 lb ft).
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Fig. 193: View Of Harness Connector Of Ignition Coil/Module Removal & Installation
2. Remove the harness connector(s) (1), from the ignition coil/module(s) (2,3,4,5). If removing the
harness from the vehicle, remove the bolts from the harness connector (7), to the valve cover (6).
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Fig. 196: View Of Harness Connector Of Ignition Coil/Module Removal & Installation
2. Install the harness connector(s) (1), to the ignition coil/module(s) (2,3,4,5). If installing the
harness to the vehicle, install the bolts to the harness connector (7), to the valve cover (6).
Tighten: Tighten the bolts to 12 N.m (9 lb ft).
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The battery
The starter motor
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z
z
z
z
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The oil soaked wicks provide lubrication fro the bronze bushings.
z
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PG-260
28-MT
37-MT/300
37-MT/350
The shift lever mechanism and solenoid plunger are located within the drive housing. The drive
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housing protects the above components from exposure to the following conditions:
z
z
z
Dirt
Icing conditions
Splash
The starter solenoid operates when the ignition of the engine control switch turns to the START
position (automatic transmission in the NEUTRAL position). the main contacts close with the starter
solenoid energized. Closing the main contacts completes the electrical circuit between the battery and
the starter motor. Energizing the solenoid also shifts the plunger and the shift lever. Shifting the plunger
and the shift lever engages the pinion gear to mesh with the engine flywheel ring gear. This enables
cranking.
When the engine starts, the pinion overrunning clutch protects the armature from excessive speed.
Releasing the ignition or engine control switch opens the solenoid main contacts and causes the
plunger's return spring to disengage the pinion. In order to prevent damage to the starter, release the key
immediately after the engine starts.
37-MT Starter Motors
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Dirt
Icing Conditions
Splash
A seal between the shaft and the shift lever housing and a rubber boot or linkage seal (3) over the
solenoid plunger prevent oil entry into the motor main frame and the solenoid case. The prevention of
oil entry allows the motor to operate on wet clutch applications.
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Other seals are used in order to resist entry of dirt and moisture into the motor assembly. when the oil
reservoirs and seals are included, the motor is classified as long life, and will provide long periods of
attention-free operation.
Oil-saturated wicks (2) provide lubrication to each of the three sintered bronze bushings (8,9, and 15).
The oil-saturated wicks are in contact with the outside of each bushing. Oil soaks into the sintered
bronze material in order to lubricate the bearing surface of the armature shaft. The oil supply is long
lasting. It is not necessary to add oil to the wicks between engine overhauls.
The action of the solenoid moves the heavy-duty 5-roll drive assembly into mesh with the ring gear.
The pinion remains engaged until the release of the engine control (ignition) switch interrupts the
solenoid circuit. The pinion overruns when the engine starts to reduce the possibility of damage to the
starter.
Type 300 starter motors have a grounding terminal installed in the commutator end frame. Type 350
starter motors have this terminal in addition to a grounding stud installed into the field frame in place of
one of the pole shoe screws. Refer to Starter Replacement (LP4/L21) or Starter Replacement (LG5)
for views of the wiring connections to the starter motor.
Type 350 starter motors have overcrank protection. The motor has a built-in thermostat that opens the
circuit to the solenoid terminal if the motor gets to hot. This action stops the cranking cycle. After the
motor cools, the thermostat closes and the motor can be cranked again. The motor will usually cool in
one to six minutes.
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The drive housing attaches to the lever housing by screws that are located around the outside of the
housing. Perform the following procedures in order to relocate the housing:
z
z
z
In this assembly, the lever housing and the commutator end frame are attached to the field frame by
screws in the field frame.
37-MT Starter Motor Identification
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Year (1)
Month (2)
Day (3)
The month is shown in alpha form; January is A, February is B, etc. Therefore, the identification code
96L12 is 1996, December 12.
37-MT Armature Identification
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Month (2)
Year (3)
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z
z
z
Year
Month
Day
Year
Month
Day
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The month appears in alpha form; A 96 is January 1996. Therefore 6 K 18 is 1996 November 18.
STARTING SYSTEM OPERATION
Diesel engines rely on the heat of compression in order to initiate combustion. Cold engine start-ups
may require extra engine cranking time in order to create the necessary heat for igniting the diesel fuel.
The following devices exist in order to aid in cold starting the Caterpillar diesel engine:
z
z
z
The air intake heater preheats the air being drawn into the intake manifold as the air passes over an
electrically heated grid.
The Caterpillar diesel engine is equipped with an electric air intake heater grid. The electric air intake
heater grid is located at the air intake manifold. This locations provides a pre-heat feature in order to
improve cold weather starting and reduce white smoke after startup. The heater control module senses
the following conditions:
z
z
z
The ether injection system injects a charge of ether into the intake manifold. Ether has a lower flash
point than diesel fuel. Ether assists in building heat in the combustion chamber.
An engine coolant heater is also available in order to aid in the cold engine starting process. Refer to
Coolant Heater Description for more information.
Glow plugs are electric heaters that preheat the combustion chambers. The pre-heat feature improves
cold engine start ups.
NOTE:
Never manually spray starting aid fluids into the air intake where the
fluid may come in contact with the heater element. This could result in
an explosion and/or fire. Use starting fluid only if the vehicle is equipped
with the Automatic Ether Injection System or immediate engine damage
may result.
When the engine control switch turns to the ON position, the control module automatically energizes
the intake heater element for 2 seconds. Failure of the indicator lamp to light for 2 seconds indicates a
system malfunction. If the temperature is below 0C (32F) the indicator lamp will light for
approximately 30 seconds.
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Once the engine starts and the oil pressure exceeds 241 kPa (35 PSI), the heater control module will
then activate a timer. The activated timer re-energizes the air intake heater until the coolant temperature
switch opens at 49C (120F) for a maximum of 7 minutes.
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(RED) from fusible link M off of the starter. Placing the ignition switch in the START position closes
the contacts in order to apply voltage on CKT 5 (YEL) to the CRANK circuit breaker in the IP fuse
block. If equipped with an automatic transmission, and shift selector is in the NEUTRAL position, the
crank request will be recognized by the PCM, and the PCM will provide a ground path for the starter
relay coil and close it's contacts in order to provide voltage to the starter solenoid in order to crank the
engine. If equipped with a manual transmission, the clutch pedal must be fully depressed, as well as the
shift lever being in the neutral position, in order for the PCM to recognize the crank request signal.
The starter relay energizes when voltage is applied to the coil. Voltage then applies to the starter
solenoid winding terminal S through CKT 6 (PPL). Battery voltage is also available at all times through
CKT 1 (BLK) at the starter solenoid terminal B. Current flows through the hold-In winding to the
mechanical ground at the solenoid when battery voltage applies at terminal S. Simultaneously, current
flows through the pull-In winding and the starter motor to the starter motor's mechanical ground. The
combined force of these windings overcomes the force of the return spring. The combined force of
these windings also pulls the starter's plunger in order to engage the starter with the flywheel drive
assembly through the shift lever. The engine starts to turn over. The plunger actuation also operates a
contact in the starter solenoid. The contact in the solenoid closes in order to apply battery voltage
directly to the starter motor. The pull-in winding no longer has a voltage drop across the coil when the
battery voltage applies directly to the starter motor. The current then ceases to flow. The starter
solenoid remains engaged due to the current flow through the hold-in winding alone.
The starter motor continues to operate until the ignition switch returns to the RUN position. Voltage is
removed from the starter solenoid terminal S when the ignition switch remains in the RUN position.
Voltage still remains at terminal B. Both the hold-in winding and the pull-in windings now oppose one
another. The plunger returns to the disengaged position through the operation of the return spring. This
condition operates the contact in order to remove the battery voltage from the starter motor. The motor
stops. Both windings also de-energize. This plunger operation also retracts the starter from the flywheel
drive assembly and the engine operates on the engine's own power.
STARTING SYSTEM CIRCUIT DESCRIPTION (LG5 ENGINE)
Battery voltage is available at the ignition switch at all times through CKT 642 (RED) from Maxifuse
block 2. Battery voltage is available to the starter relay contacts at all times through the CKT 2 (RED)
from fusible link M off of the starter. Placing the ignition switch in the START position closes the
contacts in order to apply voltage on CKT 5 (YEL) to the neutral switch (automatic transmission). If
the automatic transmission is in the NEUTRAL position, voltage applies to CKT 434 (ORN/BLK) to
the starter relay coil. CKT 150 (BLK) grounds the starter relay coil at ground G401. The starter relay
energizes when the voltage applies to the coil. Voltage then applies to the starter solenoid winding
terminal S through CKT 6 (PPL). Battery voltage is also available at all times through CKT 1 (BLK) at
starter solenoid terminal B.
Current flows through the hold-in winding to the mechanical ground at the solenoid when the battery
voltage applies at the starter solenoid terminal S. Simultaneously, current flows through the pull-in
winding and the starter motor to the starter motor's mechanical ground. The combined force of these
windings performs the following actions:
z
z
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The engine starts to turn over. The plunger actuation also operates a contact in the starter solenoid. This
contact closes in order to apply battery voltage directly tot the starter motor. The pull-in winding no
longer has a voltage drop across the coil when the battery voltage applies directly to the starter motor.
The current ceases to flow. The starter solenoid remains engaged due to the current flow through the
hold-in winding alone.
The starter motor continues to operate until the ignition switch returns to the RUN position. Voltage is
removed from the starter solenoid terminal S when the ignition switch remains in the RUN position.
Voltage still remains at the BAT terminal. Battery voltage from CKT 1 (BLK) energizes both the holdin winding and the pull-in winding. The forces from these windings now oppose one another. The
plunger returns to the disengaged position through the operation of the return spring. This action
operates the contact in order to remove battery voltage from the starter motor and the motor stops. Both
windings also de-energize. This plunger operation also retracts the starter form the flywheel drive
assembly. The engine operates on the engine's own power. Some vehicles are equipped with a starter
thermal switch. The starter thermal switch opens the crank signal line when the starter temperature
exceeds 140C (285F). This action prevents overheating the starter motor.
CHARGING SYSTEM DESCRIPTION
The charging system consists of the following components:
z
z
z
z
The battery
The generator
The regulator
The charging system indicator lamp or gauge
The generator supplies electrical power in order to charge the battery and operate the accessories.
The following types of generators are used on these vehicles:
z
z
The SI-Series
The CS-Series
The SI-Series generator can be identified by the 2-terminal regulator connector. The CS-Series
generator has a 4-terminal regulator connector.
CS-144 Generator
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CS stands for Charging System. 144 indicates the outside diameter of the stator laminations in
millimeters. The bearings are sealed with lifetime lubrication in both end frames. No periodic
maintenance is required.
21-SI 200 Generator
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The 21-SI 200 generator is equipped with an R terminal in order to operate the auxiliary equipment.
The R terminal (3) is located where the I terminal is normally located.
The rotor bearings contain enough grease in order to eliminate periodic lubrication. Two brushes carry
current through the two slip rings to the field coil.
The stator windings are assembled on the inside of a laminated core that forms part of the generator
frame. A rectifier bridge that connects to the stator winding s contains six diodes. The rectifier bridge
electrically changes the stator AC voltages to DC voltage. This DC voltage appears at the generator
output BAT terminal. A diode trio that connects to the stator windings supplies the generator field
current. A capacitor mounted to the end frame protects the rectifier bridge and diode trio from high
voltages. The capacitor also suppresses radio noise.
The generator part number is stamped into the housing behind a mounting flange.
CHARGING SYSTEM OPERATION (21-SI 200 SERIES GENERATORS)
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The solid state regulator and brush holder assembly attaches to the slip ring end frame. The regulator
voltage setting cannot be adjusted.
The regulator is equipped with the following two terminals:
z
z
The R terminal operates auxiliary equipment in some circuits such as the tachometer. The I terminal
feeds an indicator lamp or gauge.
The rotor bearings contain enough grease in order to eliminate the need for periodic lubrication. Two
brushes perform the following actions:
z
z
Carry current through slip rings to the field coil mounted on the rotor.
Provide long periods of attention-free service (under normal conditions).
The stator windings are assembled on the inside of a laminated core that forms part of the generator
frame. A rectifier bridge connected to the stator windings contains six diodes. The rectifier bridge
electrically converts the stator AC voltages to a DC voltage at the generator output BAT terminal. A
diode trio that connects to the stator windings supplies the generator field current. A capacitor or
condenser that mounts in the end frame performs the following actions:
1. Protects the rectifier bridge and diode trio from high voltages.
2. Suppresses radio noise.
No periodic maintenance or adjustment is required on the generator assembly.
CHARGING SYSTEM OPERATION (CS-SERIES GENERATORS)
The CS-series generators feature a high ampere output per pound of weight.
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z
z
A conventional fan and pulley is used. An internal fan cools the following components:
z
z
z
z
The charging indicator activates when the ignition (gasoline engine) or engine control (diesel engine)
switch is closed. The charging indicator goes out when the engine is starting and running. If the charge
indicator is ON with the engine running, a charging system problem is indicated. The indicator glows at
full brilliance (not half lit) if any of the following conditions exist:
z
z
z
The regulator voltage setting varies with temperature. The regulator voltage setting limits system
voltage by controlling rotor field current. The regulator voltage setting switches the rotor field current
on and off at a fixed frequency of about 400 cycles per second. Obtain the correct average field current
for proper system voltage control by varying ON-OFF time. At high engine speeds, ON time may be 10
percent and OFF time may be 90 percent. At low engine speeds, with high electrical loads, ON time
may be 90 percent and OFF time may be 10 percent.
The regulator has four terminals, P, L, I, and S. The S terminal monitors battery voltage so the regulator
can maintain an adequate voltage output. The I terminal performs the following actions:
z
z
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The L terminal is wired through the charging indicator lamp. The L terminal senses the ignition switch
is in the ON or the START position. The P terminal provides a timing pulse for engine startup to the
alarm module.
No periodic maintenance or adjustment is required on the generator. The CS-130 is serviceable by
complete replacement only. The CS-130 generator should not be disassembled for any reason.
CS-144 Operating Principles
The regulator voltage setting varies with temperature. The regulator voltage setting limits system
voltage by controlling rotor field current. The regulator voltage setting switches the rotor field current
on and off at a fixed frequency of about 400 cycles per second. Obtain the correct average field current
for proper system voltage control by varying ON-OFF time. At high engine speeds, ON time may be 10
percent and OFF time may be 90 percent. At low engine speeds, with high electrical loads, ON time
may be 90 percent and OFF time may be 10 percent.
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The regulator has P, L, I and S terminals. The P terminal connects internal to the stator. The S terminal
monitors batter voltage so the regulator can maintain an adequate voltage output. If the S terminal does
not connect externally, the regulator uses internal regulator voltage for control.
both the L and the I terminals serve in order to turn on the regulator and allow field current to flow
when the switch is closed. The I terminal may connect either directly to the switch or through a resistor.
The I circuit may be used with or without the L circuit (anything connected to the L terminal). The L
terminal must connect through an external resistor when used. The charging system indicator lamp is a
proper external resistor for this purpose. the regulator grounds the L terminal and activates the indicator
lamp when one of the following generator faults is detected:
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Excessive voltage
Reduced voltage
Lack of rotation
The generator operates as an alternator in order to generate alternating current (AC) electricity. The AC
electricity is then rectified to direct current (DC) electricity. A belt connected to the engine drives the
generator. The generator rotates as the engine runs. The regulator induces an excitation magnetic field
in the generator's rotor. The generator's rotation causes the excitation field to move through the stator
windings. The motion of the field through the stator conductors generates an alternating magnetic field
in the stator. The magnetic field is allowed to flow only in the one direction that would charge the
battery by the diodes in the bridge rectifier. The generator's internal solid state voltage regulator
regulates the pulse width of the excitation field in order to regulate the voltage generated at the BAT
terminal at 13.5 V - 14.5 V.
The excitation field exists in the generator only when the ignition switch is in the RUN position or the
START position. The generator does not contain permanent magnetism of sufficient strength in order
to produce a usable excitation magnetic field. The generator's turn on input is present from the BRN
(25) wire that connects the generator to the instrument cluster. Voltage is present to the instrument
cluster from the IGN SW circuit breaker in the I/P fuse block. The BAT indicator lamp is only
illuminated when sufficient current flow exists. Sufficient current flow must cause the lamp filament to
emit light. The slight current flow used by the generator in normal operation is allowed by the resistor.
The resistor bypasses the indicator lamp. An open filament in the lamp will not prevent generator
operations.
The generator controls the BAT indicator lamp in the instrument cluster. Internal logic at the generator
closes an internal contact in order to ground the indicator lamp circuit under the following conditions:
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The indicator lamp circuit is only powered when the ignition switch is in the RUN position and the
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START position.
IGNITION SYSTEM DESCRIPTION
Ignition System Overview
The electronic ignition system controls fuel combustion by providing a spark to ignite the compressed
air/fuel mixture at the correct time. To provide optimum engine performance, fuel economy, and
control of exhaust emissions, the PCM controls the spark advance of the ignition system. The
Electronic ignition system has the following advantages over a mechanical distributor system:
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No moving parts.
Less maintenance.
Remote mounting capability.
No mechanical load on the engine.
More coil cool down time between firing events.
Elimination of mechanical timing adjustments.
Increased available ignition coil saturation time.
The electronic ignition system does not use the conventional distributor and coil. The ignition system
consists of the following components/circuits:
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wheel uses two different width notches that are 15 degrees apart. This Pulse Width Encoded pattern
allows cylinder position identification within 90 degrees of crankshaft rotation. In some cases, cylinder
identification can be located in 45 degrees of crankshaft rotation. This reluctor wheel also has dual
track notches that are 180 degrees out of phase. The dual track design allows for quicker starts and
accuracy.
The PCM also receives a 4X signal from the crankshaft position sensor. The PCM utilizes the 4X signal
for the following:
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Misfire
Tachometer output
Spark control
Fuel control
Certain diagnostics
The CKP signal must be available for the engine to start. The CMP signal is not needed to start and
operate the engine. The PCM can determine when a particular cylinder is on either a firing or exhaust
stroke by the 24X signal. The CMP sensor is to determine what stroke the engine is on. The system will
attempt synchronized and look for an increase in the MAF signal. An increase in the MAF signal
indicates the engine has started. If the PCM does not detect an increase in the MAF signal, a re-sync
will occur to the opposite cam position. A slightly longer cranking time may be a symptom of this
condition.
Camshaft Position Sensor
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Component Name
The Camshaft Position (CMP) sensor is mounted through the top of the engine block at the rear of the
valley cover. The CMP sensor works in-conjunction with a 1X reluctor wheel. The reluctor wheel is
located under the cap of the camshaft. The CMP sensor is used to determine whether a cylinder is on
the firing or the exhaust stroke. As the camshaft rotates, the reluctor wheel interrupts a magnetic field
produced by a magnet within the sensor. The CMP sensor internal circuitry detects this and produces a
signal which is used by the PCM. The PCM uses this signal in combination with the CKP 24X signal to
determine crankshaft position and stroke.
The CKP signal must be available for the engine to start. The CMP signal is not needed to start and
operate the engine. The PCM can determine when a particular cylinder is on either a firing or exhaust
stroke by the 24X signal. The CMP sensor is to determine what stroke the engine is on. The system will
attempt synchronized and look for an increase in the MAF signal. An increase in the MAF signal
indicates the engine has started. If the PCM does not detect an increase in the MAF signal, a re-sync
will occur to the opposite cam position. A slightly longer cranking time may be a symptom of this
condition.
Ignition Coils/Module
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The ignition feed circuits are fused separately for each bank of the engine. The two fuses also supply
the injectors for that bank of the engine. Each coil/module is serviced separately.
This system puts out very high ignition energy for plug firing. Because the ignition wires are shorter,
less energy is lost to ignition wire resistance. Also, since the firing is sequential, each coil has seven
events to saturate as opposed to the three in a waste spark arrangement. Futhermore, no energy is lost to
the resistance of a waste spark system.
Circuits Affecting Ignition Control
To properly control ignition timing, the PCM relies on the following information:
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Ignition coil/modules
24X crankshaft position sensor
Powertrain Control Module (PCM)
All connecting wires
The Ignition Control utilizes the following to control spark timing functions:
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24X signal - The 24X crankshaft position sensor sends a signal to the PCM. The PCM uses this
signal to determine crankshaft position. The PCM also utilizes this signal to trigger the fuel
injectors.
Ignition Control (IC) circuits - The PCM uses these circuits to trigger the ignition coil/modules.
The PCM uses the crankshaft reference signal to calculate the amount of spark advance needed.
There are important considerations to point out when servicing the ignition system. The following
Noteworthy Information will list some of these, to help the technician in servicing the ignition system.
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The ignition coils secondary voltage output capabilities are very high - more than 40,000 volts.
Avoid body contact with ignition high voltage secondary components when the engine is
running, or personal injury may result!
The 24X crankshaft position sensor is the most critical part of the ignition system. If the sensor is
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damaged so that pulses are not generated, the engine will not start!
Crankshaft position sensor clearance is very important! The sensor must not contact the rotating
interrupter ring at any time, or sensor damage will result. If the interrupter ring is bent, the
interrupter ring blades will destroy the sensor.
Ignition timing is not adjustable. There are no timing marks on the crankshaft balancer or timing
chain cover.
Be careful not to damage the secondary ignition wires or boots when servicing the ignition
system. Rotate each boot to dislodge it from the plug or coil tower before pulling it from either a
spark plug or the ignition coil. Never pierce a secondary ignition wire or boot for any testing
purposes! Future problems are guaranteed if pinpoints or test lights are pushed through the
insulation for testing.
The PCM is responsible for maintaining proper spark and fuel injection timing for all driving
conditions. To provide optimum driveability and emissions, the PCM monitors input signals from the
following components in calculating Ignition Control (IC) spark timing:
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The PCM uses information from the engine coolant temperature sensor in addition to RPM to calculate
spark advance values as follows:
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Therefore, detonation could be caused by high resistance in the engine coolant temperature sensor
circuit. Poor performance could be caused by low resistance in the engine coolant temperature sensor
circuit.
If the engine cranks but will not run or immediately stalls, Engine Cranks But Will Not Run diagnostic
table must be used to determine if the failure is in the ignition system or the fuel system. If DTC P0341,
P0342, P0343, P0335, P0336 is set, the appropriate diagnostic trouble code table must be used for
diagnosis.
ETHER INJECTION SYSTEM CIRCUIT DESCRIPTION
If the vehicle is equipped with a manual transmission and is not equipped with a starter thermal switch,
voltage is applied to the ether injector temperature switch when the ignition switch is in the START
position, and the clutch starter interlock switch is closed (Clutch pedal fully depressed). The ether
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injector engine coolant temperature switch closes when the ambient temperature is below -5C (23F).
Voltage is then applied to the ether injector control valve. Since the ether injector control valve is
permanently grounded at G101, the valve energizes, and ether is injected into the intake manifold.
If the vehicle is equipped with a starter thermal switch, engine cranking may be interrupted if the starter
motor becomes too hot from an extended cranking period.
If the vehicle is equipped with an AT automatic transmission and is not equipped with a starter thermal
switch, voltage is applied to the neutral position switch when the ignition switch is placed in START.
The neutral position switch closes when the transmission shifter is in the neutral position. With the
ignition switch in START and the neutral position switch in neutral, voltage is available to the ether
injector engine coolant temperature switch. The ether injector engine coolant temperature switch closes
when the ambient temperature is below -5C (23F). Voltage is then applied to the ether injector
control valve. Since the ether injector control valve is permanently grounded at G101, the valve
energizes, and ether is injected into the intake manifold.
If the vehicle is equipped with a starter thermal switch, engine cranking may be interrupted if the starter
motor becomes too hot from an extended cranking period.
If the vehicle is equipped with a MD automatic transmission and is not equipped with a starter thermal
switch, voltage is applied to the vehicle interface module when the ignition switch is in the START
position. When the vehicle interface module receives a neutral position signal from the transmission
control module, it will complete an internal circuit in the vehicle interface module, and produce a crank
signal to the ether injection engine coolant temperature switch. The ether injection engine coolant
temperature switch closes when the ambient temperature is below -5C (23F). Voltage is then applied
to the ether injector control valve. Since the ether injector control valve is permanently grounded at
G101, the valve energizes, and ether is injected into the intake manifold.
If the vehicle is equipped with a starter thermal switch, engine cranking may be interrupted if the starter
motor becomes too hot from an extended cranking period.
J 21008-A
Self Powered Test Light
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J 34142-B
Unpowered Test Light
J 35590
Current Clamp
J 35616-A
Connector Test Adapter Kit
J 38758
Parasitic Draw Test Switch
J 39200
Digital Multimeter
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J 39358
Spark Plug Socket
J 41450-B
Universal CS Generator Tester
J 42000
Digital Battery Tester
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